Singing River Trail Master Plan - Draft by Alta Planning + Design

SINGING RIVER TRAIL MASTER PLAN Connecting the past, present, and future of North Alabama FINAL DRAFT 2019

CHAPTER 1 INTRODUCTION

East Coast Greenway, Raleigh, North Carolina Source: NCDOT 2 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

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CHAPTER 1 INTRODUCTION

“The Singing River Trail is a wonderful way to connect our communities and explore our beautiful and diverse areas. We are excited to have the trail come through Mooresville and connect people to our neighbor-Wheeler Wildlife Refuge. This trail will be such an asset to North Alabama.” Mayor Margaret Anne Crumlish, Town of Mooresville

TABLE OF CONTENTS

Chapter 1 - Introduction.............................................4 Chapter 2 - Current Conditions............................... 12 Chapter 3 - The Singing River Trail Route..............22 Chapter 4 - Phase One Projects.............................58 Chapter 5 - Implementation Framework................ 84 Appendix A - Design Guidelines.............................96 Appendix B - Public Input Summary......................142 Appendix C - Existing Plan Summary................... 162 Appendix D - Local Trail Connectivity ..................170 Appendix E - Cost Estimates.................................176 S I NG I NG R I VE R T R AI L M AST E R P LAN / 3

CHAPTER 1 INTRODUCTION

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American Tobacco Trail Durham, North Carolina Source: Alta

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CHAPTER 1 INTRODUCTION

”The Singing River Trail will provide a quality of life enhancement for the citizens of Limestone, Madison and Morgan Counties and, as a consequence, foster future increased growth for years to come.” Alabama State Senator Arthur Orr

Introduction Project Background and Process

$866,000

$10,890,000

Transportation Benefits

Economic Benefits

$1,400,000 Health Benefits

$13,156,000 TOTAL ANNUAL DIRECT BENEFITS

An economic impact report conducted for the Singing River Trail anticipates significant impact for north Alabama.

The Singing River Trail in North Alabama will connect communities in three counties and serve as an approximately 70-mile trail spine linking to other trail systems throughout the region. The trail will connect our communities, provide active-living opportunities for residents, and spur further economic development for the region. It will also serve as an active transportation corridor providing a safe connection for travel between home, work, and play.

and individuals who are committed to the project and what it means for the region.

The vision for the Singing River Trail was borne out of the Launch 2035 Initiative and from North Alabamians who care about the region’s future. Project branding, an economic impact analysis, and the master plan itself were funded by over 30 separate entities, organizations,

The master planning process included a guiding body, the Launch 2035 Land Use Committee. This Committee included representatives from all the counties and municipalities of the region, along with other key stakeholders and agencies.

The planning process began in the spring of 2018 with the release of the Singing River Trail Economic and Health Impact Analysis report and a public-facing project launch held in Huntsville’s Space and Rocket Center and Calhoun Community College’s Decatur campus. The report predicts 5,000 daily users of the trail and $13,156,000 in total annual direct benefits.

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CHAPTER 1 INTRODUCTION

Master Plan Funding Contributors Huntsville Hospital System

Morgan County Commission

City of Huntsville

Calhoun Community College

Madison County Commission, Chairman Dale Strong

City of Madison

Tennessee Valley Authority Alabama Association of RC&D Councils Robins & Morton

Bentley Pontiac GMC Drs. Amit and Aruna Arora Baker Donelson- Joe Campbell City of Athens

Huntsville/Madison Co. Chamber of Commerce

Regions Bank

Rotary Club of Greater Huntsville

Pathway Health Care

Senator Slade Blackwell

AT&T

City of Decatur

Land Trust of North Alabama

Limestone County Commission

Mike Cole

Greater Limestone County Chamber of Commerce

Steve Raby

Decatur Daily, Clint Shelton Redstone Federal Credit Union

David Spillers Mike Dalen Century Automotive

Madison County Legislative Delegation, Senator Arthur Orr Madison County Legislative Delegation, Senator Mac McCutcheon

6 / S TRAIL PLRAN 6 SIINNGGI N I NGGRIVER RIVER TR AM I LASTER M A S TE PLAN

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CHAPTER 1 INTRODUCTION

Master Plan Process

PUBLIC INVOLVEMENT

Residents were engaged through public meetings, a project website, social media, and other means.

Steering Committee Meetings, Website, Interactive Map, Comment Form, Stakeholder Meetings, & Public Workshops

IMPLEMENTATION Funding

This Singing River Trail Master Plan establishes a framework for the development of the 70-mile trail. The Plan defines the trail routing, identifies a phased approach, provides detail for Phase One projects, and establishes an implementation framework for designing and constructing the trail.

PUBLIC WORKSHOP 1 (March 2018)

PUBLIC WORKSHOP 2 (Feb 2019)

Design

PUBLIC REVEAL (Spring 2019)

Acquisition Construction

PROJECT LAUNCH & ECONOMIC IMPACT STUDY

EXISTING CONDITIONS ANALYSIS

DRAFT MASTER PLAN REVIEW & REVISIONS

FINAL MASTER PLAN & PRESENTATIONS

PRIORITY SEGMENTS AND PRE-DESIGN

MAR 2018

APR - SEP 2018

OCT 2018 - FEB 2019

MAR - APR 2019

MAY 2019

2019-2024

Launch 2035 Land Use (Singing River Trail) Committee Nancy Robertson TARCOG

Paige Colburn

City of Huntsville

Debbie Gibson

Joe Campbell

Huntsville Hospital System

Mike Dalen

Land Trust of North Alabama Board

Marie Bostick

Land Trust of North Alabama

Scott McLain

Coldwell Banker Commercial

Joey Hester North Central Alabama Regional Council of Governments

Brandi Quick

Ditto Landing

John Meredith

Meredith Advocacy

Huntsville International Airport

Jeanne Payne

Cook Museum

Mary Beth Broeren City of Madison Connie Graham

City of Huntsville

Rick Tucker

Dec/Morgan Co. CVB Pres/CEO

Jeff Pruitt North Central Alabama Regional Council of Governments

Sandra Buroughs Alabama Mountain Lakes Tourist Association

Wally Terry

City of Decatur

Joe Vallely

US Space and Rocket Center

HSV Greenways Committee

Shannon Keith

Alabama Trail of Tears Association

Bruce Weddendorf Straight to Ale

John Allen

Committee of 100

Dewayne Hellums Decatur MPO

Jenna Streeter

Madison Co Commission

Bill Sims

Emery Hoyle

Amy Golden

Athens Utilities

Sarah Toth

Dennis Madsen

City of Huntsville / Huntsville MPO

Carol Rhea

Orion Planning & Design

Les Tillery Planning Commission Member, City of Huntsville Lauren Vandiver

TVA Wheeler Wildlife Refuge

Ben Payment

Alabama A&M

Ricky Ingram

Wheeler Wildlife Refuge

Gary Van Wagnen Limestone Co United Way

Richard Martin

Karen Smith

City of Decatur

James Vandiver

Tom Cunningham 4Site

Erin Tidwell

City of Athens

Craig Beasley

Falguni Patel

TARCOG

David Breland

AL Historic Commission

Rod Huffman

City of Athens

Kaylin Deal

Renta Urban Land Design

City of Huntsville

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CHAPTER 1 INTRODUCTION

Getting to the Plan

“The Committee of 100 is a business organization of 255 CEOs and professionals – including 50 young professionals — committed to long-term strategies that support economic development, highquality public education, and cooperative local government.”

The Singing River Trail is a large regional effort that requires consistent coordination and leadership to ensure cooperation between a wide range of stakeholders. Getting to where we are today required an ambitious vision and bold leadership. This Master Plan effort was born from the Huntsville Committee of 100 who helped

Launch 2035 is a regional planning initiative covering Limestone, Madison and Morgan counties. The regional partnership aims to rethink and imagine our region’s economy 20 years from today.

LAND USE SUBCOMMITTEE

The Land Use Subcommittee of Launch 2035 is tasked with supporting “enhanced regional land-use planning, including outdoor recreation, greenways, land preservation, innovative neighborhood concepts, and integrated transportation planning.” 8 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

develop Launch 2035. Within Launch 2035, a Land Use Subcommittee was born to focus on physical and community development of the region. This group created the Singing River Trail Master Plan.

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CHAPTER 1 INTRODUCTION

Public Participation - By the Numbers

FUNDERS of the master plan

1,038 48

500

from across the region (and growing)

(and growing)

SURVEYS completed

FACEBOOK FOLLOWERS

COMMITTEE MEMBERS

270 attendees at

PUBLIC WORKSHOPS

6,000 WEBSITE users

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CHAPTER 1 INTRODUCTION

Vision and Goals The Launch 2035 Land Use Committee, with input from the public, established a project vision and goals for the Singing River Trail Master Plan. The vision and goals serve as the guiding force for this document and the eventual outcome of the Singing River Trail on the ground in North Alabama.

VISION

7 Plan Components

The Singing River Trail (SRT) is a world-class resource that connects the region, celebrates Native American heritage, provides educational opportunities, contributes to economic development, and enhances the quality of life for residents and visitors throughout North Alabama.

Improve Access to Outdoor Recreation for Health and Wellness

Improve the health and wellness of users by increasing the opportunities for recreation, physical activity, and time spent outdoors and in nature.

• A summary of existing conditions analysis that was conducted to develop the recommendations in this Plan • Mapped routing of the Singing River Trail with facility type details

GOALS

The Master Plan includes the following:

Support Economic Development and Capitalize on Trail-Based Tourism

Support economic development by promoting the Singing River Trail in a way that invites tourism, creates opportunity for appropriate development along the trail, increases property values, and connects a variety of destinations.

Reflect Context Through Trail Design and Accessibility

Reflect the shifting rural-urban landscape of the trail through unique, local design elements and programming that encourages a diverse range of uses.

Celebrate the Region Through Trail Features, Education, and Design

Celebrate North Alabama’s Native American history and natural environment through design features, amenities, and interpretation that strengthens the user’s connection to nature and their relationship to place.

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Create Trail Connections Between Communities and Destinations

Create trail connections between communities and diverse destinations, such as green spaces, trails, and urban areas.

Create Additional Transportation Option for Residents

Create additional transportation options that provide choices for residents of North Alabama, reduce traffic congestion, and improve air quality.

• Phase One implementation that includes detail on priority routes, next steps, and cost estimates • An implementation framework that details the leadership, partnerships, roles, action steps, and funding for the design and construction of the Singing River Trail • Design guidelines for the Singing River Trail that will provide consistency for the trail experience • A summary of public involvement • A summary of existing plans

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CHAPTER 1 INTRODUCTION

The Story of the Singing River THE LEGEND OF THE SINGING RIVER The Yuchi Indian tribe, who lived along the Tennessee River, called it the “Singing River” because they believed a woman who lived in the river sang to them. The tribe was sent to the Indian Territory of Oklahoma as part of the removal of native peoples from the southeast. A young woman named Telah-nay felt that the streams and rivers in Oklahoma did not sing to her. She made the long journey to her homeland and made it successfully. Questioning why a young Native girl would brave a long, perilous journey back to her home land, contemporary discussions with her family lineage

points to the answer being that of Telah-nay’s responsibility to her deceased tribal members. Local Native Americans expanded on the legend saying the Singing River holds a portal to the afterlife. Her responsibility to the tribe included making sure those souls traveled to the safety of the ancestors who had passed before. The Yuchi are not the only tribe that attributes human characteristics to rivers. The North Alabama Cherokee long called the river the “Long Person” or “Long Man” contributing to the river a sort of collective consciousness.

Paula Nelson, an artist who is an Eastern Band Cherokee citizen contributed sketches of Te-lah-nay in three different concept drawings. Paula incorporated an ancient iconic symbol of “water as medicine” into each drawing. Te-lah-nay was also thought of as a healer for her people, so Paula’s decision to place her at the river makes cultural sense. The river is a place of ritual for spiritual cleansing as well as physical cleansing. Paula’s career spans decades of studying iconography across tribal lines and time periods including preand post-contact Native American symbology. Tattooed on her wrist, she carries the symbol of water as medicine. Paula’s work combined with Alta’s design team ultimately led to the logo for the Singing River Trail. It made sense to incorporate a symbol for medicine into the bike trail logo since that is the essence of the Singing River Trail: Bringing medicine to the North Alabama region to encourage physical wellness, mental wellness and spiritual wellness.

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CHAPTER 1 INTRODUCTION

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Wolf River Greenway Memphis, Tennessee Source: Alta

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CHAPTER 2 current conditions

“The Singing River Trail helps accomplish the community’s desire for improved connectivity in a manner that is fun, equitable, safe and beautiful. This landmark project also hits many of the goals outlined in Huntsville’s BIG Picture Master plan to create a vibrant, sustainable and healthy community that is pedestrian and bike friendly.” Mayor Tommy Battle, City of Huntsville

Current Conditions Introduction

The Singing River Trail corridor comprised of Huntsville, Madison, Decatur, and Athens through Madison, Limestone, and Morgan counties has seen and continues to see substantial growth and economic success. With Redstone Arsenal, NASA, Research Park, and major corporations and employers in this region, the region has an influx of populations from around the country and the world. With the varied backgrounds and experiences of people moving to North Alabama, there are expectations of quality-of-life amenities such as parks and trails that they have experienced in their previous communities. The Tennessee Valley has been one of the fastest growing areas for many

years. Huntsville has been a tech center since the 1950s, when the U.S. Army put a group of scientists there to boost the country’s space program. Today, in Huntsville, the largest employers are the US Army (Redstone Arsenal) at 35,000 and NASA (Marshall Space Flight Center) at 6,500. More than a dozen major economic development projects will bring more than 6,000 new jobs to Huntsville and North Alabama. More than $4.1 billion has been committed to the developments in 2017-2018. The Huntsville metro area, including Madison, is bracing for what could potentially be dramatic growth in coming years as the Mazda Toyota Manufacturing USA plant in west Huntsville begins production in 2021. The plant is expected to create 10,000

direct and indirect jobs. With continued growth and new industry, the landscape between Huntsville, Madison, Decatur, and Athens (where the Singing River Trail corridor is located) will continue to change dramatically. The Singing River Trail is an opportunity to weave through the new and changing landscape while telling the Native American, agricultural, and natural histories of the region. Currently, the region is lacking in greenway trails and bicycle and pedestrian facilities. However, there is growing understanding and desire among local governments to provide these amenities for their citizens. This is apparent in recent planning efforts and commitments of the cities along the Singing River Trail corridor (see appendix).

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STUDY AREA

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CHAPTER 2 current conditions

ATHENS !

¬ 53

72 £

¬ 255

HUNTSVILLE

£ 431

31 £

MADISON !

¥ 65

¥ 565

TE N

BELLE MINA !

US Space & Rocket Center

£ 231

Redstone Arsenal

Huntsville International Airport

RI VE

MOORESVILLE

DECATUR ! !TRIANA Wheeler National Wildlife Refuge

4 I N G R I V E R TR A I L M A S8TE Miles 14 / SING R PLAN

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CHAPTER 2 current conditions

A thorough analysis of current conditions was performed as part of the master planning process. The analysis included stakeholder and local government interviews, GIS mapping, relevant regional and local planning effort review, and field review. This analysis set the stage for the routing recommendations in Chapter 3.

Analysis of Existing Conditions

LAUNCH 2035

Singing River Trail Routing and Implementation Strategies

STAKEHOLDER INTERVIEWS

GIS MAPPING

REGIONAL AND LOCAL PLAN REVIEW

FIELD ANALYSIS

HISTORIC RESEARCH

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CHAPTER 2 current conditions

Highlights of the Region NATIVE AMERICAN HISTORY The history of Native Americans in Madison, Morgan and Limestone counties dates back to around 11,000 years. Indigenous occupation of these counties is revealed through the artifacts left behind. Earliest lithic evidence dates to the archaic period some 11,000 years ago. Continued evidence of woodland period occupation in the form of beautiful carved pipes, ceramics and lithics are still found in large amounts scattered along the landscapes of these counties. By the time of European contact in the 1500’s, tribes had established themselves throughout this region. When traders flooded the tri-county areas in the 1700’s, they found a strong presence of the Cherokee tribe, Chickasaw tribe, and the Creek tribe. In the early 1830’s, the Chickasaw gave up any claim to holdings west up to Huntsville, and primary occupation was held by the Cherokee. The Indian Removal Act of 1830 set the stage for Cherokee removal from the tri-county area, and full relinquishment of any holdings was sealed by the Treaty of New Echota in 1835. The round-up commonly known as the Trail of Tears began in 1838. Following 1838, only a few descendants continued to inhabit the region. Currently, there are many native people living in these counties who are proud of the history and traditions their cultures contributed to these three counties. The Singing River Trail parallels and criss-crosses the routing, providing opportunity for interpretation of the historic Trail of Tears route.

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Source: National Park Service - https://www.nps.gov/trte/planyourvisit/upload/2012-TRTE.pdf

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CHAPTER 2 current conditions

AGRICULTURAL HERITAGE Agriculture has been practiced in what is now Alabama for centuries. Prehistoric Native Americans practiced slash-and-burn agriculture, in which they cut and burned forests to make room for their patches of corn, beans, and squash. During Alabama’s territorial period, settlers established the first farms, primarily along navigable rivers near where Native American villages once stood. Cotton expanded rapidly throughout Alabama through the Civil War. Alabama became known as “The Cotton State” with almost four million acres planted to cotton in 1914. In the twentieth century, Alabama’s economy also gradually changed from agriculture to industry (By 2015, only 1.5 million acres were devoted to all agricultural crops). Although cotton dominated Alabama agriculture until after World War II, a gradual diversification of agriculture occurred. Today, the Tennessee Valley is Alabama’s most concentrated row-crop-producing area, with Madison and Limestone counties having some of the most cotton acreage in the state. Soybean, corn, wheat, and cattle are also important commodities in this region. Urban sprawl from Huntsville, Madison, Decatur, and Athens has consumed much of the former farmland in North Alabama. However, large farms can still be found between Decatur and Athens and between Decatur and Madison.

Source: http://www.encyclopediaofalabama. org/article/h-1396. “Agriculture in Alabama.” Charles Mitchell, Auburn University

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CHAPTER 2 current conditions

NATURAL HERITAGE North Alabama is blessed with natural beauty. The region is composed of diverse natural areas, with an abundance of caves, sinkholes, mountains, waterways, plants, and wildlife unique to the region. The southern Appalachian mountains start here. The Tennessee River and its tributaries and wetlands provide habitat for hundreds of bird, fish, and mammal species. Wheeler National Wildlife Refuge, a centerpiece to the Singing River Trail corridor, is a 35,000 acre refuge attracting thousands of wintering waterfowl each year. The Refuge manages and protects habitat for 12 federally listed endangered or threatened species. Wheeler National Wildlife Refuge was established July 7, 1938 by President Franklin D. Roosevelt as a refuge and breeding ground for migratory birds and other wildlife. Its great diversity of habitat includes deep river channels, tributary creeks, tupelo swamps, open backwater embayments, bottomland hardwoods, pine uplands, and agricultural fields. This rich mix of habitats provides places for over 295 bird species to rest, nest and winter, including over 30 species of waterfowl (ducks and geese) and an increasing population of Sandhill cranes and a small number of Whooping cranes. The refuge is also home to 115 species of fish, 74 species of reptiles and amphibians, 47 species of mammals, 38 species of freshwater mussels, and 26 species of freshwater snails.

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Wheeler National Wildlife Refuge, Triana, Alabama

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CHAPTER 2 current conditions

DESTINATIONS The Singing River Trail Corridor will connect multiple destinations, or hubs of activity. For the purposes of this study, the corridor begins in Downtown Huntsville and extends to Decatur and Athens. In the long term, the corridor may extend eastward to Ditto Landing and beyond, and westward to the Tuscumbia/Sheffield area. Key destinations will include: • Downtown Huntsville • Lowe Mill • West Huntsville • Huntsville Botanical Gardens • Space and Rocket Center • Redstone Gateway • Research Park • Town Madison - New Ballpark (Rocket City Trash Pandas) • South Madison • Triana • Wheeler National Wildlife Refuge • Mooresville • Decatur • Calhoun Community College • Tanner • Athens

Mooresville, Alabama

Space and Rocket Center, Huntsville, Alabama S I NG I NG R I VE R T R AI L M AST E R P LAN / 1 9

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CHAPTER 2 current conditions

REGIONAL CONNECTIVITY A larger scale trail concept was in its infancy at the time of this study, the Tennessee River Line. Developed by the University of Tennessee-Knoxville, the River Line would traverse Kentucky, eastern Tennessee, and north Alabama. The Singing River Trail should ultimately become a part of this long-distance trail.

Paducah

VI RGI NI A

KE N TUCKY

Bristol

Oak Ridge

e se

Knoxville TE NN E SSEE

Chattanooga Florence

Huntsville

A LA B A M A

Singing River Trail Singing River Trail Connector Tennessee RiverLine Trail

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Kingsport Johnson City

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CHAPTER 2 current conditions

LOCAL CONNECTIVITY TE NN E SSEE

While this Master Plan covers the Singing River Trail corridor from D owntown Huntsville to Madison, Decatur, and Athens, it is recommended to extend the trail beyond these limits. In the future, the Singing River Trail will become part of a larger regional trail n etwork. Locally, the Singing River Trail should be extended to Ditto Landing and the Tennessee River Trail through the City of Huntsville. North of Athens, the Trail should connect to the Richard Martin Trail. West of Decatur, the Trail would follow the general Trail of Tears route to the Muscle Shoals region in northwest Alabama, ultimately to c onnect to the Natchez Trace.

ALABAMA tin Trail rd Mar Richa

Athens

Muscle Shoals

Huntsville Te

Decatur

Singing River Trail

Ditto Landing

Singing River Trail Connector Tennessee RiverLine Trail

EXISTING TRAILS Athens

The communities of North Alabama have been steadily adding greenway trails due to the demand of their customers. Examples include the Indian Creek Greenway, Bradford Creek Greenway, Bill Sims Trail, Big Spring Park Greenway/Spragins Cycle Track/Depot Greenway/Gateway Greenway, Aldridge Creek Greenway, Tennessee River Trail, and Swan Creek Greenway. In addition, the cities of Huntsville, Madison, Decatur, and Athens have recommended trails on the books whether through a Greenway Master Plan or a comprehensive planning effort. Ongoing projects like the Zierdt Road multi-use path, Lowe Mill Corridor Study, and others were also documented and mapped for the purposes of selecting the preferred Singing River Trail routing.

Huntsville

Madison

Ultimately, with the Singing River Trailâ&#x20AC;&#x2122;s goal of connecting Huntsville to Madison to Decatur to Athens, existing or planned routes were strongly considered due to previous analysis and trails that are on the ground, making for a more feasible and cost-effective Singing River Trail approach.

Existing Bike Lane Proposed Complete Streets Corridor

Existing Greenway, Shared Use Path, or Greenlink

Aldridge Greenway

Proposed Greenway, Shared Use Path, or Greenlink

Indian Creek Greenway

Visionary Greenway

Mill Creek Greenway

Proposed Complete Streets Corridor Existing Greenway, UsePark Path, or Greenlink Big Spring Greenway/ 01 Shared Spragins Cycle Track/ Proposed Greenway, Shared Use Path, or Greenlink Depot Greenway/ Visionary GreenwayGateway Greenway

Mooresville

Decatur

Existing Bike Lane

Singing River Trail

Belle Mina

Big Spring Park Greenway/ Spragins Cycle Track/ Depot Greenway/ Gateway Greenway

02 Aldridge Greenway Bradford Creek Greenway 03 Indian Creek Greenway Beaver Dam Nature Trail 04 Mill Creek Greenway Dr. Bill Sims Bike Trail

Swan Creek Greenway

05 06

Bradford Creek Greenway

Beaver Triana Dam Nature Trail

Dr. Bill Sims Bike Trail

Swan Creek Greenway

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CHAPTER 3 Singing River Trail Route

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Swamp Rabbit Trail Greenville, South Carolina Source: VisitGreenvilleSC

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CHAPTER 3 Singing River Trail Route

“Connecting the proposed new Athens Recreation Center, the expanded Athens Sportsplex and the Swan Creek Greenway National Recreation Trail will be a vital asset to assist in the growth and development of the Athens Area. The Singing River Trail will connect our downtown communities and neighborhoods to the south and east!” Mayor William “Ronnie” Marks, City of Athens

The Singing River Trail Route Introduction

The routing described in the following maps was developed through a combination of input from the Land Use Committee, municipal and county staff, stakeholders, landowners, and general public. The project team of planners and engineers reviewed the corridor using GIS and field analysis. Given the 70-mile length, there will undoubtedly be adjustments to the routing long after this master plan is complete. Adjustments will happen due to cost/funding, respect for landowner considerations, environmental constraints, new developments, roadway reconstruction, and findings uncovered during full design.

The entire route was broken into logical thematic segments for effective map communication through this Master Plan. The segments traverse urban, suburban, and rural areas and connect all the Downtowns of the region intentionally. The route connects major destinations, both cultural and natural, to enhance both local, regional, and national tourism. The route also connects major employers in the region. Finally, the route traverses geography and history and will tell the story of the history of the land and its peoples through educational opportunities.

In some cases, multiple alternatives are provided in order to provide a menu, or toolbox, of options and to remain flexible moving forward. With the vision of a world-class trail, some alternatives will have a greater cost but a greater “wow” factor. It is possible that less costly alternatives may be implemented first as interim steps before additional funding is acquired for the “wow” projects. Finally, it is assumed that the Singing River Trail will be a spine and that local and regional trails would continue being implemented, providing connectivity to/from the Singing River Trail to other regional destinations.

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O ld U S

ATHENS

1 y3 Hw

Proposed Singing River Trail Alignment

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Hobbs St

Proposed Commuter Route

Co Rd 44

r Jo

e Rt e 2

W nN nL da

St a t

Lee Hw y

¬ Co Rd

Bee Line Hwy

Huntsville Brownsferry Rd

Co Rd 95

Co Line Rd

MADISON on dis Ma

Co Rd 6

d Blv

¥ 565

BELLE MINA

MOORESVILLE

S wa

22 4 / S I N G I N G 4RMiles I V E R TR A I L M A S TE R P L A N

ncott

Zierdt Rd

ER IV

SW Rockhouse Rd

SS E

Wall Triana Hwy

r R d

NN E

y Hw Old

Pryo

DECATUR

Mtichell Rd

State Rte 20

County Line Rd

Martin Rd SW

6t h

TRIANA

REDSTONE ARSENAL

231 £

y SW l Pk w

HUNTSVILLE

oria Mem

y Hw

Bob Wall a ce Ave SW

Rideout Rd

¥ 65

Co Rd 115

Mooresville Rd

Co Rd 45

US Hwy 31 S

31 £

431 £

255

Hughes Rd

State Rte 3

127

Co Rd 24

72 £

Slaughter Rd

eR CHAPTER 3 Singing River TrailtatRoute

State Rte 1

e at St

2 te

This is a guidance document only and does not commit the trail to being built at a specific location. In some cases, easements will need to be acquired. In those cases, landowners will be included in the process, educated about the project, with respect for private property rights.

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CHAPTER 3 Singing River Trail Route

HEART OF HUNTSVILLE

DOWNTOWN HUNTSVILLE TO BOTANICAL GARDEN Page

BOTANICAL GARDEN TO MADISON BASEBALL PARK

MADISON-TRIANA LINK

Page

MADISON BASEBALL PARK TO TRIANA Page

MOORESVILLE TO DECATUR Page

WHEELER WILDLIFE TOUR TRIANA TO MOORESVILLE

RIVER CITY CONNECTION

THE ROCKET CORRIDOR

Page

SWAN CREEK CALHOUN COMMUNITY COLLEGE TO ATHENS Page

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CHAPTER 3 Singing River Trail Route

HEART OF HUNTSVILLE

DOWNTOWN HUNTSVILLE TO BOTANICAL GARDEN

Tracing the Heart of Huntsville from the city center to re-invented textile mills to beautiful botanical gardens Church Street, Downtown Huntsville

Big Spring Park

Museum of Art, Downtown Huntsville

Lowe Mill

Huntsville Botanical Garden

Huntsville Depot

Source: Huntsville/Madison County Convention & Visitors Bureau 2 6 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

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CHAPTER 3 Singing River Trail Route

The City of Huntsville recently completed its Downtown Master Plan which calls for the development of on-road bikeways on certain roadways including a two-way separated bikeway on Clinton Avenue. This section of Clinton Avenue is a key segment for the Singing River Trail in Downtown Huntsville. With new development slated for this entire corridor between the Downtown and Memorial Parkway, there is an opportunity to create a worldclass multi-modal corridor that also connects the Singing River Trail into the heart of Downtown. Example two-way separated bikeways shown here include Lincoln, NE and Seattle, WA (both designed by Alta Planning + Design).

Separated Bike Lane, Seattle, WA

Existing

N Street Cycle Track, Lincoln, NE

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NW Da lla sA ve

St Mon ro Engle Dr S W

Monroe St

Summer St SW

Brookside St SW

Seminole Dr SW

Boardman St SW

Artie St SW

Newby Rd SW

1st St SW

r SW Regal D

Winner Ave SW

Drake Ave SW

Leeman Ferry Rd SW

Alpine St SW

Bradley St SW

Clopton St SW

Rd S W

Ole an

Brown St NW

D errick St NW

2nd St SW

3rd St SW

4th St SW

Omni

Triana Blvd SW

Pacific Dr SW

Biscayne St SW

Holiday Dr SW

Atlantic St SW

am in

Fairacres Rd SW Hillsboro Rd SW

Pizitz Dr SW

10th St SW

15th St SW

Larry St SW

17th St SW

Morgan St SW

Peel St SW

llard

W St N Lee Dr NW

Cherry St NW

6th St SW

8th St SW

9th St SW

11th St SW

12th St SW

La w

8th St NW

9th St NW

13th St NW

14th 13th St SW

14th St SW

Peachtree St NW Mason Ct NW Appleby St NW

NW Dr

Marguerite Dr NW 10th St NW

Hal St NW

St NW 14th

W Judith Ln

5th St SW

Oster Dr NW

NW r

Waxl

Killarney Dr

Kil kenny Dr NW Hillmont St NW

Jack Coleman Dr NW

Greenacres Dr NW

ov erd

Cl Mary St SW

Hillview Dr NW

Jordan Ln NW

Woodall Ln NW

Brickell Rd NW

Speake Rd NW

Warner St NW

Karter St NW

Ewing St NW

Austin Dr NW

Arthur St NW

College Park Cir NW

Evangel Dr

Dr NW

Erskine St NW

Patton Rd SW

Crestwood D

John Wright

Sparkman Dr NW

Tripp Dr

a lk

Proposed Ferry

nt cha er

N Dr

Proposed Unpaved Shared Use Path

L and

2 8 / S I N G I N G R I V E R TRExisting A I L M AUnpaved S TE R PShared L A N Use Path

231

Proposed Side Path

Dr SW

Existing Sidepath

Blvd SW

Proposed Commuter Route

! ! ! !

Brahan Spring Park

rd Sta nfo

Proposed Shared Use Path

15th Ave SW

Princeton

14th Ave

Av e

New Orleans St SW Freeman Rd SW Roland Rd SW

e Low

!Lowe Mill

S t Clair Ave SW

te Sta te R

Proposed On-Street Bicycle Facility

Existing Shared Use Path

fo r d

SW D avis Cir SW

Dr S derbilt Van r Van de rbilt C i

Existing On-Street Bicycle Facility

Proposed Alternative Alignment

W tN

Proposed Alignment

Elliott Ave SW

e SW sth i e r D

Ventura Rd SW

This is aSWguidance document only and does not commit d Ave We oo rw Caymann Rd S W S Dr aturn SW the trail to being built at a specific location. In some cases, W Bermuda Rd SW Elm Ave SW easements will need to be acquired. Inr those cases, SW d Acklen Dr SW landowners willRbe included in the process, educated n a Dr SW a Ivy Ave SW le Rd SW Az a Dr SW 1 Miles Ashlandabout the project, with rrespect for private property rights. Bayless D

d llar S t S W Po

12th Ave SW

S Dr Woodwa y

Dunn St SW

ton

Rd Branch Spring

Long Ave SW

n Cli

e Av

Bi n

10th Ave SW

Bluegrass Rd S W

Downtown Huntsville/Big e W Spring Park Av

11th Ave SW

Cir

HUNTSVILLE Woodson S t

8th Ave SW

ton

hS urc

wy NW

W eS Av ce n re

n Cli

l Pk 1 oria Rte Mem

Lo n g

NW St to n tN ing sh nS rs o Wa Jeffe

te Sta

W tS aS SW SW St i an t Ind Earl ey S NW w St De ke Bla W tN sS ke Sto W tN yS wr W Lo tN sS ile Ba NW Stone S t

0.5

Gesman Pl SW

Cab a

0.25

7th Ave SW

Pri ce

rS rt s D R obe

SW Dr

r Coffee D

Hughes Dr

W eN Av ks c i H

Governors Dr SW

Bob Wallace Ave SW

Thurman Rd

y Toft o

Botanical Garden

REDSTONE ARSENAL

ll Ha 04

4th Ave NW

Simpson Dr

Dyshell Dr SW

FINAL DRAFT !

431

9th Ave SW

!!Huntsville

6th Ave SW

Dr NW

W eN Av

lvd NW

Newton Ave SW

W Cir S Lex r SW D x Le

r SW

Jordan Ln SW

Judith Ln

S Dr

SW Ridgeway St

s or rn ve o G

us e Ho

C yp N res Bee R o R os s ch A se e D ve SW Dr r S Ave SW SW

Stanl ey

Huntsville Depot Museum

f ord Ave NW

B Triana

¥ Pine Ave SW

i All Mc Dr S

oo Linw

2nd Ave NW

565

Arlington

r s te

Union Dr NW

Caldwel l Rd N

Dr NW Barbara

Mitc h ell Dr N

Ave Holmes

Battle Dr

Bell Ave NW ia D Magnol r NW

er Dr

o u nc i l

Wilson Dr NW

Moore Ave NW

Hart Dr NW

Fai r w

Saundralane Dr NW Dr NW ale

s tline

NW Dr

Austin Ave NW Lakeside Dr

Julia St NW

Hillmo n t

The University of Alabama !! in Huntsville

klane Dr NW Par

Richardson Dr NW

W Rd N ne

Clayrest Dr NW

st l i

Horace Dr NW

W S Crestline D r N

C re

aves Dr NW Gr

erson Rd NW Hend

y sit n i v er

ie rest v w Dr NW e Cr

op Lo

NW vd

Rd NW

e NW

Bl rd B ra dfo

Ben

r Ci

Hun t D

al e Hillan d

ik ki P l as Pu

72 £

CHAPTER 3 Singing River State Rte 2 DOWNTOWN HUNTSVILLE TO Trail Route o r thington Dr NW BOTANICAL GARDEN

University Dr NW

ik e A Klond

N Dr ow ad Me

n Dr NW t ma Pu

Marie Ave NW

HEART OF HUNTSVILLE

Proposed Trailhead

Interstate

Fish and Wildlife Service Land

Other Destination

US Highway

Redstone Arsenal

Proposed Midblock Crossing

State Road

Municipality

Signalized Intersection

County or Local Road

Water

Railroads

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

For purposes of this Master Plan, the Singing River Trail would begin at Big Spring Park and utilize existing shareduse path under Monroe Street. The trail would then parallel Heart of Huntsville Drive with a shared-use sidepath to Clinton Avenue or follow Pinhook Creek to Clinton Avenue.

Add no turn on-red from Heart of Huntsville to Clinton and bike/ped exclusive main crossing of Clinton; conduct traffic analysis to determine best signal phasing.

The Singing River Trail would ideally be a shared-use path on the north side of Clinton, to avoid Memorial Parkway ramps. There is adequate space on Clinton Avenue to reduce lanes, as the City of Huntsville is currently adding bike lanes.

Upgrade curb ramps for shared use path crossing of Clinton at Seminole; relocate ped actuated signals.

Sidepath is recommended on west side of Seminole as driveways are infrequent.

A high-quality and comfortable crossing of Governors Drive at Seminole Drive is recommended with countdown signals and high-visibility crosswalks.

The Lowe Mill Corridor Study recommends buffered bike lanes and sidewalk on Seminole Drive to Lowe Mill

Pedestrian Access and Redevelopment Corridor (PARC) alternative. The City of Huntsville has analyzed possibility of multi-modal bridge to cross Memorial Parkway and Governors Drive ($31,409,570).

A trailhead should be provided at 09 Lowe Mill, utilizing existing parking lot. Work with Lowe Mill ownership group to provide access to facilities and bathrooms. Also, if bike/ped bridge is built, the trail should come up the former 10th Avenue easement. West of Lowe Mill, options include 10 either buffered bike lanes and sidewalks on 9th Street, or a side path on 10th Street. Recommended bike lanes on 4th Street connect the side path up to the recommended buffered bike lanes on 9th Street. The selection of a preferred alternative should be coordinated with the Lowe Mill Corridor Study.

The preferred facility type from Triana Boulevard to Jordan Lane is a side path. However, there are some areas with right-of-way constraints that will need to be considered. A bike boulevard may be considered as an alternative for 9th Street, which has relatively low traffic volumes (slightly over 3,000 vehicles per day). Traffic calming and volume reduction strategies would need to be implemented.

The 9th Street/Jordan Lane crossing should be comfortable with high-quality intersection treatments. Jordan Lane is a multi-lane, high-volume roadway. Countdown signals, median refuge, and high-visibility crosswalk should be provided.

Governors House is a 3-lane road and 39 feet wide. Because driveway entrances are limited and confined on the south side, an on-road shared-use path is being provided on the north side by the City of Huntsville (2019) during roadway resurfacing.

The Singing River Trail will need to cross Bob Wallace Drive. This is a wide, 5-lane section with 35mph speed limit; however, cars are frequently traveling faster. With a roadway curve to I-565, the Singing River Trail should be brought briefly to the east on the north side of Bob Wallace Drive. A bike/ped actuated signal (RRFB, HAWK, or stop signal) should be provided at location of good sight clearance.

A shared-use sidepath spur should be provided on the south side of Bob Wallace to connect to the Botanical Gardens.

Trailhead Bike Shop - Lowe Mill

The 9th Street/Triana crossing should be comfortable and safe with protected intersection features.

Governors House Dr SW

S I NG I NG R I VE R T R AI L M AST E R P LAN / 2 9

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

HEART OF HUNTSVILLE

Holmes Ave NW

DOWNTOWN CATALYST

Old Coca-Cola Plant Development

Housing Authority Development

on St Clint

nro

eS tS W

urc

Von Braun Center

ek k Cre hoo Pin

Von Braun Center Expansion

City of Huntsville Municipal Buildings

hS tS W

Huntsville Museum of Art Big Spring Park

Von Braun Center

e SW s Av

am Willi Pop Up Activation Space

ts vil

DOWNTOWN CATALYST

The Constellation Development

St SW

to fH

nro e

3 0 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

Downtown Huntsville is experiencing a surge in development. Creating more connections between these new amenities and new residential areas will reduce traffic burden, help support the goals of creating an active district, and attract further investment downtown. The Singing River Trail can be a spine that brings people through Downtown and activates currently underutilized assets. Like the Swamp Rabbit Trail along Reedy River in Greenville, SC (photos to the right), the way people interact with Pinhook Creek could transform the Downtown - the City of Huntsville has already made investments along the Big Spring as it flows into Pinhook Creek. The Trail would either be adjacent to Heart of Huntsville Drive or Pinhook Creek, ultimately.

CHAPTER 3 Singing River Trail Route

FINAL DRAFT

Greenville, SC Swamp Rabbit Trail at Reedy River, Downtown Greenville

S I NG I NG R I VE R T R AI L M AST E R P LAN / 3 1

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

THE ROCKET CORRIDOR

BOTANICAL GARDEN TO MADISON BASEBALL PARK

Madison

US Space and Rocket Center

Indian Creek Greenway

Following a path of innovation, industrial growth, and new inspiring developments

US Space and Rocket Center

Downtown Madison

Source: Huntsville/Madison County Convention & Visitors Bureau and City of Madison 32 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

RIDEOUT ROAD SIGNATURE BIKE/PED BRIDGE CONNECTING THE SPACE AND ROCKET CENTER TO REDSTONE GATEWAY The Singing River Trail will need to cross Rideout Road via a signalized intersection or via a visible, signature bridge that will serve as a gateway to the Space and Rocket Center area. There are a variety of bridge options that range from basic and less expensive to world-class and expensive. The photo simulations here show two possible options.

Singing River Trail Character Alternative

Existing

Proposal Plan View

Modern Alternative

S I NG I NG R I VE R T R AI L M AST E R P LAN / 3 3

Sparkman Dr NW

Voyager Way NW

nnett

Rice Dr SW

Trip p Dr

ghes

Stee

Skinner Dr SW

y Dr SW

Rip le

Bomford Dr

Hawkin

Golf C ourse Rd

Cir

Cline St

k loo er v O

565

Mo Dr

Nike St SW

1 Miles

Ca ju

0.5 r

Lake

This is a guidance document only and does not commit the trail to being built at a specific location. In some cases, easements will need to be acquired. In those cases, landowners will be included in the process, educated r Homestead Rd about the project, with respect for private property rights. D

Proposed Alignment

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

3 4 / S I N G I N G R I V E R TR Existing A I L M AUnpaved S TE R PShared L A N Use Path

Proposed Unpaved Shared Use Path Proposed Ferry

! ! ! !

ill ela Sh

n tros e

REDSTONE ARSENAL

Lew t er Rd

Rideout Rd

a ter

s Dr

Cir

itage er

Goss Rd SW

Zierdt Rd

k Blvd oo

0.25

ert s R ob

REDSTONE ARSENAL

Anderson Rd SW

anterb tain Br un

Redstone Gateway

ury

Simpson Dr

0 y2

Town ContMadison/ ec R d Ballpark

US Space & Rocket Center

on e

255

Ho f

Fl a

F lag

Ci r g st

o dis Ma

lv nB

Dr N W

HUNTSVILLE

de Wee

w vie

l Hil

13d

t Dr hurs Pine

ple

07 12

Oakland Rd Westsco tt um mer

Q uality Cir NW

Slaughter Rd

Diamond Dr NW

Skyline Rd

Foy Rd

Patricia Rd

Nancy Rd

Autumn Wind Dr Morning Vista Dr

! !

Marsh Ave NW

MADISON

Portal Ln

Davies Ave NW

Dr N ology Techn

W es son C i r

r Cir

Madison Academy

tford Ct NW Ro bi

Deramus Ave NW

Old Madison Pike NW

r NW Stra

gt o

Alderwood

Jan Davis Dr NW

Rodman Dr

Lewter Dr

W Br

alo

Dr ella

t rga

n Pik M a diso

Shelton Rd

High Rd

B l vd Inwood Trl

Spring Water Dr

Chad Ln

land Blvd No Blvd la n No

Rideout Rd NW

Metaire Ln

n Dr

Mabry Dr n s in

Chadrick Dr

ArnoldR

n ha Ma

Mil l e

cha s e Dr NW

Bre nd hla a nd D

Doane Dr

Bridge Street Town Centre !

FINAL DRAFT

W nN

Lynn Dr

Gilmer Dr NW Har old sD

dL oo nh

ree an Cree k G n w a y di

Sa n

r eenwood Dr

tt D r Bre

NW rer Blvd Explo

Wellington

Brentwood Ln

Ashley Wa y

ry er Ch

Odys sey Dr

W n Dr N Wyn

BOTANICAL GARDEN BeaverTO Run Dr Ke Eastview DrPARK MADISON BASEBALL

John W ri g

Sc hri ms h

Scenic

Eld orado Dr

CHAPTER 3 Singing River Trail Route Dr

Lak e side Dr

Cir

ROCKET CORRIDOR

r NW Moquin D

Proposed Trailhead

Interstate

Fish and Wildlife Service Land

Other Destination

US Highway

Redstone Arsenal

Proposed Midblock Crossing

State Road

Municipality

Signalized Intersection

County or Local Road

Water

Railroads

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

The trail would traverse the southern edge of the US Space and Rocket Center property along the utility easement to the west. It would include the new Energy Greenway opened in 2019.

A small trailhead should be provided on the NW corner of the Redstone Gateway property.

A trailhead should be provided at the western edge of current Space Center programmed property with full parking lot, bathrooms, etc.

I-565.

The trail would follow the TVA easement paralleling I-565.

The trail would utilize the signalized crossing. The crossing should be high-quality as it crosses multiple lanes. The crossing should have countdown signals, median refuge, and high-visibility marked crosswalk.

An opportunity for a world-class, highly- visible bicycle/pedestrian bridge would connect the Space and Rocket Center to Redstone Gateway across Rideout Road. The bridge would land on the north side of the Redstone Gateway complex. The bridge would ramp up south of major power lines towards SW with a right-hand turn, crossing the highway (300 foot span). The bridge would ramp down to the NW to Redstone Gateway NE corner. The bridge would need to meet lateral clearance requirement of TVA (power lines).

The trail would utilize existing shared-use path underpass below

The trail would be developed as a shared-use path along the east side of Governors West. With the bridge over the railroad measuring 40’, reconfigure roadway to provide 10’ shareduse path.

Greenway through Cabela’s development is in design phase.

A connection to Bridge Street and Research Park should be provided. Alternate corridor would follow Old Madison Pike to Indian Creek Greenway as a path on the north side.

Indian Creek Greenway should be continued along sewer easement to the south (and Madison Academy) and become part of the Singing River Trail corridor.

Small bridge over Indian Creek would be needed.

A safe, crossing accommodation should be provided at signalized Shelton/Madison Blvd intersection with high-visibility marked crosswalk and countdown signals.

The corridor would utilize existing grade-separated underpass of Norfolk Southern along Indian Creek. The trail would follow sewer easement and along dividing lines of existing parcels to minimize impact.

The trail would cross Slaughter Road and re-enter utility corridor. An actuated signal should be provided.

The trail should connect to Town Madison and ballpark with shareduse path spur. This spur would eventually connect to Downtown Madison.

The trail would continue along Shelton Road as a shared-use sidepath on east side (ROW is limited so an easement is required with one property owner). A high-quality midblock crossing should be provided to connect to City of Huntsville sidepath project on west side of Shelton. ROW is more substantial and easement may not be required along west side.

Indian Creek Greenway

The trail would be a shared-use path along the utility-power line corridor, adjacent to Cabela’s development. Easements will need to be acquired along this segment.

Underpass at I-565

S I NG I NG R I VE R T R AI L M AST E R P LAN / 3 5

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

THE MADISON-TRIANA LINK

MADISON BASEBALL PARK TO TRIANA

Mill Creek Greenway

Weaving through quaint suburban neighborhoods and agricultural fields towards the bottomlands of the Tennessee River floodplain

Madison Farmersâ&#x20AC;&#x2122; Market

2018 Madison Street Festival

A rendering of the Rocket City Trash Pandas Baseball Stadium Bradford Creek Greenway

Source: City of Madison, Breland Properties, and Steven Gordon, Minor League Baseball 3 6 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

POWER LINE CORRIDOR CONNECTING HUNTSVILLE TO MADISON One of the alternatives for connecting Huntsville to Madison (Redstone Gateway/ Cabelas to Zierdt Road) is utilizing the power line easement that parallels I-565. Pedestrian access/greenway easements would need to be acquired for this segment to be built. If this becomes the Singing River Trail spine, resting spots with access to shade and benches would enhance the experience.

Proposed

Existing

S I NG I NG R I VE R T R AI L M AST E R P LAN / 3 7

Hale Rd SW

Ta luc ah Rd

er to

! !

6th St

Foster Dr

Tybee Dr Murphy Harold Murphy Dr

Co Rd 115

Truck Trl E

SW Wall St

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Proposed Commuter Route

Existing Sidepath

Proposed Side Path Proposed Unpaved Shared Use Path Proposed Ferry

! ! ! !

Proposed Alignment

3 8 / S I N G I N G R I V E R TR Existing A I L M AUnpaved S TE R PShared L A N Use Path

Wheeler National Wildlife Refuge

Barlowe Rd

te 2

This is a guidance document only and does not commit the trail to being built at a specific location. In some cases, easements will need to be acquired. In those cases, landowners will be included in the process, educated Bilow Rd SW Bilou Rd about the project, with respect forSWprivate property rights.

o lley

B R

Co Rd 127

SW B arl owe Rd

Indian Springs Rd Co Rd 131

R 0 Hwy 2 Sta te

2 Miles

Co Hwy 127

Sanla

l n P

! !

Rome Rd

Short Pike Rd SW

Harbor Glen Dr

Beadle Ln

Martin Rd SW

O ld Jim Wil l

este

Blv d

Wa y

Na Dr

Clipp Disk Dr

Kellner Rd SW

t ures

Cir Dr Royal Dr

Dunlop Blvd SW

Contec Rd

Cir

olo

es t

co rd

tt R

New Bristol Ln

! !

Palmer Rd

V RI

nco

County Line Rd

Old

Landess Cir

Ci r

Alt 72

Rd 0.5

S wa

Huntsville International Airport

TRIANA

Carr Ln

s Rd

E SE ES N N TE

Blvd

J am

R d Har 121

an dim

Laracy Dr SW

y Hw US

kton Dr

Coral

d Blv

B roc

on dis Ma

Co Line Rd

Ave tion Pr oduc

Jetple x

Jetplex Ln

Wall Triana Hwy

rn Blvd SW Hea Glen

C ir

Bo t to m

Flamingo Park

5th St

A St

Record St

e C ov

Boeing

06 W

8th St

Dubli n

dt Rd

El e ctron ics Blvd S W

565

Zie r

D aw n

Sullivan St 05 Iv o

nt St Fro

Downtown Madison

Wa ln

iams Rd S W

y Hw

Lewis

Ln er

Ta lly

C om

me e rc Celtic Dr

Sh ar

nett Rd

Lake F B re m Ln x t Blvd es or

Li me Qu a rry Rd

Lanier Rd

River Ln

Spin n ak

02er Rid

e Dr

Hughes Rd

Town Madison/ Ballpark nial Lak

e Ln

or e Sh

H e ri

Fl a g

Misty

d or

n rso de n A

ta g

Q D rap e r Rd

FINAL DRAFT Slaughter Rd

CHAPTER 3 Singing River MADISON BASEBALL PARK TO Trail Route TRIANA REDSTONE ARSENAL Anderson Rd SW

ke La

Overlook Rd

Louis Bluff Rd

MADISON-TRIANA LINK

Proposed Trailhead

Interstate

Fish and Wildlife Service Land

Other Destination

US Highway

Redstone Arsenal

Proposed Midblock Crossing

State Road

Municipality

Signalized Intersection

County or Local Road

Water

Railroads

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

The trail will be a shared-use path along west side of Zierdt Road (this facility is already in development by City of Huntsville).

Town Madison developers are implementing a shared-use sidepath along the main corridor through Town Madison.

03 An existing underpass of I-565 exists on Intergraph Way. While challenging, a sidepath can be implemented below the bridge. A crossing will need to be 04 provided at Madison Blvd. This will be challenging to make comfortable for bicyclists and pedestrians. Coordination with ALDOT will be critical. The spur would follow Celtic Drive as a sidepath along the western side (park and school on west side), ultimately connecting to Lanier Rd/Farmer St/Downtown Madison.

A commuter route connecting Downtown Madison to Decatur provides a more direct route for longdistance commuters. See pages 52-53 for a more detailed map and description of this route.

The Martin Road Greenway is recommended in the City of Huntsville Greenway Master Plan as one of the near-term projects. The ROW is significant.

The trail would need to be a boardwalk structure adjacent to Zierdt Road through this wet area.

There is substantial available 09 right-of-way on Beadle Lane to accommodate a side path.

Safe accommodation of wide Wall Triana Hwy crossing will be critical.

Wall Triana is a 4-lane mediandivided highway. There is more ROW outside pavement on the east side (approximately 40 feet) which would allow for a sidepath. Easements may be needed in specific locations.

Beadle is a 2-lane roadway with wide shoulder on the south side of the roadway (34 feet in width). ROW is substantial ranging from 100 to 120 feet. There is greater ROW on the north side (with 45 feet outside pavement). A sidepath is recommended on the north side.

owned parcels) compared to 43 parcels on the west side, a sidepath along the east side is recommended. This reduces interaction with utilities, residences, and driveways.

Swancott features a narrower, but still substantial ROW (80 feet) with 32 feet of pavement. While there is greater ROW on the south side, there would be less disturbance to existing agricultural fields on the north side. The north side features utility poles but adequate space between the poles and the roadway.

The segment of Jolley B Rd south of the parking area is closed during the winter but remains open to bicyclists and pedestrians.

At this location, County Line Road is 2-lane, 20â&#x20AC;&#x2122; roadway with ROW ranging from 60 to 82 feet. With 5 parcels along east side (including sizable publicly-

A full trailhead parking lot should be provided at existing parking lot.

E & N restaurant in Triana

From Harold Murphy Drive south, Wall Triana Hwy is a 22-24â&#x20AC;&#x2122; road with 80-90 feet of ROW. A sidepath is recommended on the east side.

6th Street is mostly a 3-lane, 34-foot road. There is substantial ROW through majority of link. There is an opportunity to do a road diet (center turn lane removal) or the preferred recommendation is a sidepath along the south side.

A flood prone section of Zierdt Rd

S I NG I NG R I VE R T R AI L M AST E R P LAN / 3 9

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

THE WHEELER WILDLIFE TOUR

TRIANA TO MOORESVILLE

Great Horned Owl Fledgling at Wheeler NWR

Experiencing natureâ&#x20AC;&#x2122;s beauty and exceptional wildlife viewing while connecting two of the oldest incorporated towns in Alabama Wheeler National Wildlife Refuge (NWR)

Sandhill Cranes at Wheeler NWR

Wheeler NWR

Mooresville

Source: Wheeler National Wildlife Refuge 4 0 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

WHEELER WILDLIFE REFUGE AND TENNESSEE RIVER FRONTAGE â&#x20AC;&#x201C; UNPAVED SHARED-USE PATH The Singing River Trail will track along existing unpaved roadway in the Refuge, adjacent to the Tennessee River. The trail will be composed of stone dust, structurally sufficient for vehicle traffic, and fine enough for bicycle traffic.

Proposed

Existing

S I NG I NG R I VE R T R AI L M AST E R P LAN / 4 1

SW River Bend Dr SW

n u t Co

FINAL DRAFT e B lv

Hous ton G o Way odson

North St SE

d SW

Legacy Cove Dr

Promenade Dr Moon Creek Cir Zierdt Rd

Willow Crest Ln

Gwinett Dr Barnard St

Wall Triana Hwy

County Line Rd

Harold Murphy Dr

Carr Ln

Foster Dr

Co Rd 127

Vil l

Draper Dr

TRIANA

5th St

Landess Cir

B Rd

02 !

e Rd

Tru

Refug

National !Wheeler Wildlife Refuge

John Gordon Rd

lly Ta Bottom s

La nds End Dr S

Cowan Rd

oun

Trl

M a ddenB ra nc hR

2 Miles

Mu ssle

0.5

Ca mp

Old Branch Rd

Flamingo Park

Fearn Dr

tre e

Pitts Griffin Dr

Co Hwy 127

SW Bilou Rd

SW Bilow Rd

New Hope Rd

SW Rockhouse Rd

Murphy

Lakeside Fields Pond Dr Dr 9th S Je Sprin ss age eB 8th St en ne tt Dr 6 th St

J olley

EE RIV ER

Tybee Dr

SW Henderson Rd

Harbor Glen Dr River Run Ln

gs Dr

Henderson Rd

Tidal Ct

Ervin Ln

SW Wall

R ncott S wa

Towe Rd

Rome Rd

Cir

Avalon Lake Dr Castlecreek Dr SW SW Rabbit LnLakeland Dr S W

r e ek D r Beadle Ln C

Co Rd 115

le bb Pe

Pryor

This is a guidance document only and does not commit g ein Bo the trail to being built at a specificSWlocation. In some cases, Barlowe Rd B arlowe Rd easements will need to be acquired. In those cases, Sa nla l landowners will be included in the process, educated n P about the project, with respect for private property rights.

Bertha Dr

Market St High St

d SW Blv

TEN NES S

Ba rren Fork R

0 y2

! MOORESVILLE !

565

TRIANA TO MOORESVILLE

Hw Old

Boe Cir

WHEELER WILDLIFE TOUR

lt 2A y7 Hw S U Bibb Garrett CHAPTER 3 Singing River Peoples TrailRdRoute

Proposed Alignment

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

4 2 / S I N G I N G R I V E R TR Existing A I L M AUnpaved S TE R PShared L A N Use Path

Proposed Unpaved Shared Use Path Proposed Ferry

! ! ! !

Proposed Trailhead

Interstate

Fish and Wildlife Service Land

Other Destination

US Highway

Redstone Arsenal

Proposed Midblock Crossing

State Road

Municipality

Signalized Intersection

County or Local Road

Water

Railroads

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

The trail is recommended for the south side of 6th Street between Zierdt Rd and Wall Triana Hwy. The eastern extent is constrained by a few residences, minimal existing roadway, and steep banks. On-road facilities may be necessary between Zierdt Rd and 5th Street, after which the topography levels and the road widens. A southern orientation will reduce the number of driveway interaction, separate the trail from a lake and potential flood risks. The Town of Triana and Madison County own large parcels at the western end of the corridor. Utilities along the southern edge could be a constraint. If so, a road diet could provide space to accommodate trail facilities.

Between 6th Street and a 02 continuation of greenway just south of Ragland Cir. the trail is recommended for east side of road. This reduces interaction with utilities, residences, and driveways. Additionally, there are far fewer parcel owners to coordinate with. Sizable portions of the adjoining parcels on the east side are owned by Madison County and the City of Huntsville. The existing dirt roadway would need to be reconstructed with stone dust, structurally sufficient for vehicle traffic, and fine enough for bicycle traffic. Maintenance will be essential with rain/flood events.

This segment follows a narrow sandbar in the Wheeler National Wildlife Refuge between Brakes Branch and the Tennessee River. This road is closed to cars during the winter but remains open for bicyclists and pedestrians all year. Due to proximity of water sources, the road tends to flood once every three years. The existing dirt roadway would need to be reconstructed with stone dust, structurally sufficient for vehicle traffic, and fine enough for bicycle traffic. Maintenance will be essential with rain/flood events.

On Rockhouse Rd between the 05 river segment and Henderson Rd, the trail is recommended on the east. This alignment avoids residential driveways and is primarily abutting farmland. After Henderson Rd, it is recommended that the trail transition to the western side of Rockhouse Rd. While there are a few residential driveways, the houses are set-back far from the road.

There are large tracts of 07 Department of Interior and Tennessee Valley Authority land along the western side of the road from the curve, to Swancott Rd. A western alignment avoids many residential driveways towards the northern extent of Rockhouse Rd.

All adjacent parcels along Pryor Road belong to the same individual so east/west alignment isn’t dependent on ownership. Additionally, the land use context is predominantly farm/forest land. Utilities run along the eastern extent while a portion of the road comes close to Limestone Slough on the mid-western portion of the segment. More detailed study examining owner preferences, exact ROW buffers, and a comparison of wetland/flood risks vs utility issues will need to be completed.

The trail will follow SW Alabama State Hwy 20 on the south side into Mooresville. There should be sufficient ROW and only a few industrial landowners exist adjacent to the proposed alignment. The greatest constraint is the three bridges crossing Limestone Creek, Limestone Slough, and a small creek in between the two. The 28’ wide bridges don’t offer much room for bicycle facilities. Separate bike/ ped bridges will be needed to traverse these water features.

Southern Carnage Bike Shop in Mooresville

A commuter route connecting Downtown Madison to Decatur provides a more direct route for longdistance commuters. See pages 52-53 for a more detailed map and description of this route.

Refuge Rd - Jolley B parking lot

S I NG I NG R I VE R T R AI L M AST E R P LAN / 4 3

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

RIVER CITY CONNECTION

MOORESVILLE TO DECATUR

Old Decatur Postcard Wheeler NWR Sign

Post Office in Mooresville

Connecting the Refuge backwater of the Tennessee River towards new industrial growth, Calhoun Community College, and Downtown Decatur via a unique river crossing experience.

Downtown Decatur

Princess Theater in Downtown Decatur

Canoers near Decatur and the Wheeler NWR

Source: Decatur Area Convention & Visitors Bureau 4 4 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

MOORESVILLE â&#x20AC;&#x201C; SCENIC SHARED-USE PATH SEGMENT ALONG ALABAMA HIGHWAY 20 The Singing River Trail will follow Alabama Hwy 20 through Mooresville towards Arrowhead Landing as a shared use sidepath. At the first bridge crossing just west of Mooresville, two options include a more expensive separated bike/ped bridge and a less costly re-designation of roadway space on a roadway with minimal traffic volumes.

Roadway Reconfiguration Alternative

Existing

Standalone bridge Alternative

S I NG I NG R I VE R T R AI L M AST E R P LAN / 4 5

! !

US Hwy 72 Alt

Joe Wheeler Hwy

Huntsville-Decatur Hwy

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Seton Ave SE

tM Yorkshire SE all ard Enolam Blvd SE Eastbro ok SE Dr S

26th Ave SE

7th St SE

8th St SE

Park Ter SE

Par ksid SE e Ct

18th Ave SE 18 1/2 Ave SE

Locust St SE

19th Ave SE

5th St SE 6th St SE

Piney St

North St SE

Wadsworth St Olive St SE Tower St SE

15th Ave SE 16th Ave SE

4th St SE

Ma rk e Ch urc tS tN hS E tS E Grant St SE

Somerville Rd SE 13th Ave S E 14th Ave S E

kwy SW lP

4th Ave S W

3rd Ave SW 2nd Ave SW Au 1st Ave SW st i nv Ne il le wm R an Ave S W

Sherman St SE Gord o n Dr SE

4th Ave SE 5th Ave SE State Rte 3 6th Ave SE 7th Ave SE 8th Ave SE 9th Ave SE 10th Ave SE School Aly

Hillside Rd

St Jackson St SE

2nd Ave SE 3rd Ave SE

3rd St SW Central Pk wy

en t

Av G e ibb NE

Holly St NE Moulton St E Johnston St SE

d 2nd St SW 2n

Glen nwood R d SW

10 th

L e Cherry St NE e St NE

Co Rd 113 Zeetler Rd

Po Ash Ct NE pla Elm Ct rC t

Gr o

Ba Ca nk n S O al t ak St N S Lin t N E e E St NE St

TE NN ES SE ER IVE R

Av e

St NW

W ! ils Ch on ur St ch NE St NE

1st Ave NE

1st St NW State Rte 24 Go rdo n Dr SW

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14 Mar Ch ket u S La rch t NW Al fay St m et N a te W St S N t Vine W NW St NW Da v NW is S t NW

Bibb Garrett

Moo nli Way ght

Decatur Day Use Park

Co Rd 3

Bee Line Hwy

Canary

Co Rd 71 Mooresville Rd

Way

re n tu Ve

Broad St

FINAL DRAFT

Market St

Co Rd 45

nding

Calhoun Community College

whea d La

! !

SW Endeavor Way

CHAPTER TO 3 Singing River Trail Route MOORESVILLE DECATUR

Blue Jay Way

Buddy Garrett Rd

Sandy Rd

RIVER CITY CONNECTION

Blv dS

Proposed Alignment

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

4 6 / S I N G I N G R I V E R TRExisting A I L M AUnpaved S TE R PShared L A N Use Path

Proposed Unpaved Shared Use Path Proposed Ferry

! ! ! !

Proposed Trailhead

Interstate

Fish and Wildlife Service Land

Other Destination

US Highway

Redstone Arsenal

Proposed Midblock Crossing

State Road

Municipality

Signalized Intersection

County or Local Road

Water

Railroads

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

This alternative is located in an environmentally sensitive area. Possible routing and permitting will need to be coordinated with appropriate agencies.

Broad Street is a small local road 02 with very low traffic. Signage will be used to direct trail users down Broad Street, connecting an existing unpaved road and North Street. The Town of Mooresville developed a concept on State Hwy 20 through town consisting of a lane reduction, landscaping, and parking. The trail would be part of this cross section on the south side.

The trail will continue along the south side of Highway 20, where there is substantial right-of-way (100-200 feet) for a sidepath. For the two creek crossings between downtown Mooresville and Arrowhead Landing, alternatives include parallel bicycle/pedestrian bridges alongside the existing bridges, or a shared use path on the existing bridge pavement (approximately 40 feet wide).

This segment utilizes existing unpaved road. The road may need to be resurfaced and will need to be maintained with new material periodically. It should be noted that this area is prone to flooding and may not be suitable for use during flood conditions.

An existing unpaved Fish and Wildlife Service road provides an opportunity to cross under Interstate 65.

This segment will be coordinated with the Fish and Wildlife Service, which is planning the construction of a new unpaved road.

The City of Decatur was awarded 08 a BUILD grant of $14.2 million for an interchange improvement at Bibb Garrett Road and Alabama Hwy 20. A shared-use path will be provided through this intersection to the north. In addition, the Trail should connect to the newly developing Calvary Community on Hwy 20. The segment of trail following County Rd 45 (Airport Rd) should be aligned along the south side. The street is a rural two lane road without markings that is between 18 to 22 feet wide. Rightof-way along the corridor ranges from between 44 to 50 feet. The south side has fewer adjacent property owners, driveways, and interactions with utilities.

Routing through Calhoun Community College will be coordinated with upcoming construction projects planned at the campus.

Hunter Lane is a 16 feet wide frontage road providing access to over 20 homes. The low-volume, lowspeed, narrow character of the road make it an acceptable facility for a trail. Signage and traffic calming treatments will further signify its use as a shared facility.

A proposed ferry service will connect trail users to Downtown Decatur.

After Hunter Lane, a sidepath will follow US 31 . A cantilevered bridge on the west side of US 31 will accommodate trail traffic over the railroad.

The trail will deviate from US 31 to transition onto a boardwalk traversing a stream and wetland. The boardwalk with terminate onto a limited access service road along the east side of the Decatur Day Use Park.

Marina Area of Decatur

Along the western side of the bridge, an existing path extending from the marina will be widened to a shared use path. Then another boardwalk will run along the western side of the bridge, from the end of the side path to Decatur Day Use Park.

If boardwalk needs to be on other side of US 31 in the future, the trail could cross under the bridge to connect to the Marina.

Intersection improvements are needed to facilitate crossing US 31 and CR 45 to Calhoun Community College.

Arrowhead Landing Road

S I NG I NG R I VE R T R AI L M AST E R P LAN / 4 7

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

SWAN CREEK

CALHOUN COMMUNITY COLLEGE TO ATHENS

Courthouse Singing on the Square in Athens

Weaving through the agricultural countryside of Limestone County to historic Downtown Athens.

Docked Boats near Athens

Cotton Field near Athens

Athens City Hall

Source: City of Athens 4 8 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

HOBBS STREET – GATEWAY CONNECTION FROM SWAN CREEK GREENWAY TO ATHENS STATE COLLEGE AND DOWNTOWN ATHENS The Singing River Trail would follow Hobbs Street to connect to Downtown Athens. The 2015 Athens Transportation Plan recommends a “Complete Street” road diet of Hobbs Street. The cross section would include a two-way separated bikeway with sidewalk on the north side of Hobbs Street.

Proposed

Existing

S I NG I NG R I VE R T R AI L M AST E R P LAN / 4 9

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Proposed Commuter Route

Existing Sidepath

! ! ! !

31 N US Hwy

S waMcCa in Dr Cre n ek D r

Mimosa Ct

Stewart Dr

Bee Line Hwy

4 Co Rd 4 Brook wood Dr E r Norton D

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Swan Creek Greenway

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Tec Dover St hS cho ol Edinburgh Dr

21 Edison D r

Bolyn St

Iris St

US Hwy 31 S

72 £

Annie Ruth Jamar St

1 Miles

Aster St

Ole Carriage Dr Plantation Way

Shady Ln

Grove Ln

Shaw St S

Hoffman St

Freeman Ave

lch Dr We

Merlin Dr

Rte

Sta te

Dexter St

Cornish Dr Sussex Dr

Rogers St Thomas St N

Hargrove St

Box St

E Forrest St

Brookhill Dr

Minuteman Dr

0.5

Swan Dr

Rd Co

Sk y

E Sta te Rte 2

John Hector Dr

State Rte 27

S Monroe St

Frazier St

S Beaty St

East St

e St Maize St

S Clinton St

S Marion St

Coleman Ave Grace S Houst on S t Ave S Madison St Jefferson St

Jefferson St S

Proposed Alignment

0.25

Calvin Elkt on Rd Dr

Putm a Pvt D n r

N Clinton St

N Beaty S t

N Marion St

Irvin St

N Madison St

Horton St Sanders St N Malone St Vine St

Lu ca sS t

Levert Cir Levert Ave

Durham Dr

Armory St

W Sanderfer Rd

N Jefferson St

Mason St Coman St

Newby Rd ani Dr

Mooresville Rd Co Rd 71

Dogwood Flats Rd

Fennell Rd

Ste

BELLE MINA

5 0 / S I N G I N G R I V E R TR A I L M AUnpaved S TE R PShared L A N Use Path Existing

Wheeler St

N Houston St

Meadows Rd

McCulley Mill Rd

Ennis

Nabors Rd Co Rd 95A

Co Rd 91 Hall Rd

Newby Chapel Rd Co Rd 89

Line Rd C o Rd 87B re e

Co Rd 93

Stewart Rd Co Rd 69

Sandlin St

Wilk inso n

Yarbrough Rd Co Rd 85 Co Rd 87A

Bee Line Hwy

Sommers Rd Railroad Ave Co Pa Rd 6 ge 7 Rd

Carter Rd

Co Rd 45

Co Rd 10

Briarwood Cir Meadow Squire Run Way

s Dr

ant Gr St

Calhoun Community 3 Miles College

Southwind Dr Montreat Dr

Ryan St

Brahma St Winston Dr Hereford Dr Vaughn Dr Evans Dr

bon Ln Audu

Windscape Dr

Co Rd 6

h omas L Hammons Rd

US H wy 7 2

13 Commercial Dr

C on g

Z ion Church Ln

gt o n

Sam Dr

Old Rd tur Deca

Station Rd

Da iry

wart Ln Boseck Rd

E South St C hrist opher E Lee St C ir

9th St

US Hwy 12th St 72 W Lee Hwy

Wa sh in

i n gt o

W 13th St

Market St E

16Christ

7th St

10th St

Fennell Ln

6th St

E Prior St

SH ld U at e 5 1 O t S 2 e Rt

N Briarwood Rd Rd B rook wood gelawn Dr Rid

Harris

1.5

Romeo St

Cloverleaf Dr

Martin Lime Rd

18o Rd 29

C Rd ry 2nd St r fe ns 3rd St 4th St ow Br

! !

Buck Island Rd

Pryor St

E McClellan St

Bryan St Hobbs St

t on St Rte ashi ng Sta te us W W 2B

Humphrey Rd

McClellan St E

Cole Pvt Dr

Pryor St W Ma lo Cir ne

Park Pl ay W ood

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1st Ave

4th Ave

Willow St Dr w vie Pa Ci nsy r

w Idle

Rosie Rd

Ma r St Wket

Farm Rd

Ve Trl

3rd Ave

E Pine St Walnut St Oak St

6th Ave

ATHENS

lyn Al St

Dogwood Flat

id Br

0.75

Co Rd 95 Co Rd 24 Huntsville Brownsferry Rd

Pee t e

TE NN RI ESS VE E R E 0

Co R d 14 Laughmiller Rd

g eforth Rd

Pi n e

Co Rd 16 Ingram Rd

5th Ave

2nd Ave

Nuclear Plant Rd

Lee Hwy

Lindsay Ln S

US Hwy 31 S

Co Rd 61

Co Rd 30

Craft Rd

Capshaw Rd

E Sanderfer Rd

Hightower Rd Co Rd 67A

Lindsay Rd

Linton Rd

Co R

7th Ave

ng St pri

Malone Rd

Co Rd 87 Oakdale Ridge Rd

Levert Ave Jefferson S tS

Creek !Swan Greenway

Pepper Rd

kt El

E Elm St

W Sanderfer Rd

Co Rd 48

Weeping St

Plum St

8th Ave

Monroe St

Lill i

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Co Rd 44

E Forrest St

t ne S Malo

W 13th St State Rte 2

S Clint o n S

n St ingto

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N Jefferson St Frazier St

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Hobbs St

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Co Rd 65

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1st Ave

W Hobbs St

FINAL DRAFT t G a rr e C ir

Lindsay Ln N Co Rd 83

US Hwy 31 N

Elkton Elkton R St d

Co Rd 52C Quinn Rd

5th Ave

Co Rd 63

ke n tS

This is a guidance document only and does not commit Rdat a specific location. In some cases, the trail to beingBarksdale built Co Rd 54 ch W Elm St In those cases, easements will need to beLoRoapacquired. ea State Rte 99 ls 10th landowners will be included in the process, educated onAve t s Nick Davis Rd Hou Cts private 9th property rights. about the project, with respect for Ave

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CHAPTER 3 SingingCOLLEGE River Trail Route CALHOUN COMMUNITY Co Rd 48 W Elm St E Elm St New Cut Rd k TO ATHENSar Isla

1 51 y3 e2 Hw e R t S U at Old St

S tat e Rt e 12 7

SWAN CREEK

Whit field D r

Winslow St

E Sanderfer Rd

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Wauchula Pvt Dr Wauchula

Proposed Trailhead

Interstate

Fish and Wildlife Service Land

Other Destination

US Highway

Redstone Arsenal

Proposed Side Path

Proposed Midblock Crossing

State Road

Municipality

Proposed Unpaved Shared Use Path

Signalized Intersection

County or Local Road

Water

Proposed Ferry

Railroads

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

The Trail would traverse the Calhoun Community College campus. Currently the campus is discussing redesign of portions of campus. Precise trail routing will be determined at a later date.

North of Calhoun College, the Singing River Trail would most ideally follow an easement through current farmland (if landowners are interested). Otherwise, the Trail would extend northward along the east side of US 31 (not as ideal of a trail experience). The US 31 ROW extends in a range of 30-50 feet off the edge of pavement, allowing for the placement of a trail.

Where Swan Creek crosses US 31, the Trail would follow the Swan Creek corridor to the northeast to Huntsville Brownsferry Road. This area is characterized by large parcel landowners – easement acquisition would need to be discussed.

From Huntsville Brownsferry Road, 04 a significant amount of land along Swan Creek is farmland. Acquisition/easement should be sought along the Swan Creek. Given the relatively narrow 50 foot width of the creek, bridge structures may be placed to avoid uninterested landowners. The Trail should be placed as close to the creek as possible, given the scenic nature of the corridor and to have less impact on adjacent lands. Approaching Strain Road from the south, approximately 0.6 mile of land ownership is City of Athens just east side of the Swan Creek corridor. However, there is more topography on this stretch creating some trail development challenges.

From Strain Road north, the Trail would 06 most likely be placed on the west side of Swan Creek. The City of Athens owns land on the west side that extends 0.5 miles of the total 1.5 miles to reach US 72. North of the City-owned

land are multiple parcels owned by same owner. An easement should be negotiated. This trail segment is recommended in the 2015 Athens Transportation Plan.

An easement would be required across commercial parking lots on east side of Jefferson Street for the trail to access Jefferson Street.

A Trail alternative would follow Town 07 Creek from its entrance into the Swan Creek, on the south side of the City of Athens Wastewater Treatment Plant. This Town Creek trail is recommended in the 2015 Athens Transportation Plan

Like Hobbs Street, Jefferson Street 17 is identified in the 2015 Athens Transportation Plan for a “Complete Street” road diet. Jefferson Street traffic volumes are expected to decline. The existing four-lane section is generally 44’ curb to curb (11’ lanes) and extends to Green Street, near Downtown. 2011 ALDOT traffic volumes at Forrest Street intersection are 12,840 and decline towards Downtown. ROW is significant, especially on the eastern side (ranging from 20’-25’ from curb). Jefferson Street should be reconfigured to 3-lane (33’ width) allowing for 11’ on eastern side and ROW space for a shared-use path. Driveway consolidation would be critical as well.

The Trail would follow the sewer easement, utilizing the existing worn path/dirt road.

At US 31, the Trail would run underneath the bridge (Further study needed to confirm feasibility of carrying trail under bridge).

West of US 31, the Trail would follow the cleared, graded sewer easement on north side of Town Creek.

10 11

An undercrossing of bridge of Old Decatur Road will be needed.

The Trail would follow the creek and easement to US 72.

Because bridge under US 72 is a culvert, an underpass is not possible. A pedestrian-actuated stop signal should be provided with elevated median refuge in current striped median refuge.

The Trail would continue following the 14 cleared, graded sewer easement on east side of Town Creek. There is substantial clearance to carry 15 the trail under the Railroad bridge. A bridge crossing of Town Creek will also be necessary.

A Town Creek restoration project in concert with a Jefferson Street Complete Street reconstruction could transform this entrance into Downtown Athens, encouraging economic development.

The City of Athens has RTP grant funding to extend Swan Creek Greenway under US 72 with a parking lot addition on the south side. An evaluation of clearance has been conducted and undercrossing approved under US 72.

The new trailhead/parking area will be on the west side of the creek - the parking lot will be located at end of Edison Street.

The existing informal parking area and trailhead on the north side of US 72 and trailhead should be improved to a paved entrance with gateway signage.

The Trail would utilize existing Swan Creek Greenway from US 72 to Athens-

Limestone Park/Athens High School. The trail should be paved and widened to Singing River Trail design standard. From existing Swan Creek Greenway, the Trail would extend west through Athens-Limestone Park, using existing walking loop of the park, to the Hobbs Street/US 31 intersection.

The Trail would utilize crossing of US 31 on North Side of Hobbs Street. The crosswalk should be upgraded to countdown signals and the center median refuge should be extended so that crosswalk cuts through the middle. The crosswalk should be widened to accommodate bicyclists and pedestrians.

US-31 southbound traffic turning westbound on Hobbs Street should be in a stop or yield configuration.

The 2015 Athens Transportation Plan recommends a “Complete Street” road diet of Hobbs Street.

From US-31 to Beaty Street (Downtown), Hobbs Street connects the Swan Creek Greenway, Athens-Limestone Park, and Athens Middle School to Athens State University and Downtown Athens. Hobbs Street is a 4-lane road and approximately 50 feet from curb-to-curb. 2011 ALDOT traffic counts are 9,710, decreasing to 6,720 closer to Downtown. This roadway should be converted to a 3-lane cross section (11’ travel lanes) with buffer and north-side separated bikeway of 17 feet to complement existing northside sidewalk.

Existing sidewalk on Hobbs Street should be repaired where necessary; a few small gaps should be filled with sidewalk. Driveway crossings should be consolidated where possible.

S I NG I NG R I VE R T R AI L M AST E R P LAN / 5 1

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

Commuter Route One of the goals of the Singing River Trail Master Plan is to provide a transportation corridor for bicyclists and pedestrians. With the recreational segment traversing southward to the Wheeler National Wildlife Refuge, a more direct route is needed to complete the Huntsville-Decatur connection. This commuter route will combine off-road and on-road treatments that are comfortable for the majority of experienced cyclists who would make use of the corridor. For example, Old US Hwy 20 is being widened to include bike lanes at the time of this study - that is a key east-west portion of the Commuter Route. Should opportunity present itself in the future through development, a shareduse sidepath should be considered in addition to the bike lanes. The Commuter Route connects back with the recreational segment

The commuter portion of the Singing River Trail should connect through Madison Downtown Recreation Campus/Football Stadium. City of Madison owns one parcel; one easement would be needed through an additional parcel to reach Sullivan Street. Alternatively, the Trail could route up to Downtown Madison and back down Celtic.

With further development (and Sullivan being recommended as a "Green Street" in City of Madison plans), a signalized intersection with high-quality bicycle/pedestrian crossing should be provided at Sullivan crossing.

A developer is working with the City of Madison to add a shared use sidepath along Kyser Boulevard. This would become part of the commuter route.

A developer is working with the City of Madison to connect Kyser Boulevard to Westchester Drive. As part of this project, the shared use path with continue and connect to the future Bradford Creek Greenway. The Bradford Creek Greenway would continue north under the railroad bridge to Palmer Park. The Singing River Trail would continue south, using the Bradford Creek Greenway for a short segment.

The Singing River Trail commuter route 05 would continue south along the eastern edge of two large industrially-zoned parcels. An easement would need to be acquired. The Trail commuter route would turn west, along one of the same parcels described in #5. It would hug the southern edge of this parcel providing connectivity to a number of businesses along production avenue.

American Tobacco Trail, Durham, NC

52 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

The Trail commuter route would use the new sidepath along the east side of County Line Road briefly southward to the County Line Road/Old Highway 20 intersection.

A high-quality bicycle/pedestrian crossing will be needed at County Line Road/Old Highway 20 intersection. Currently, there is no signal, but that will likely change with the widening project of Old Highway 20.

The Trail commuter route will extend westward along Old Highway 20 as bike lanes (a current, ongoing City of Huntsville widening project is including bike lanes to Greenbrier Parkway).

The current widening project ends at Greenbrier Parkway. Future widening should include bike lanes. An interim solution would be extending a sidepath the Limestone Slough/Creek (future development and roadway reconstruction potential should be monitored).

The crossing of the railroad will require coordination with Norfolk Southern. A canopy to protect trail users should be considered. An undercrossing may need a boardwalk due to wet conditions.

The commuter route would turn south along the Limestone Slough/Creek. This is identified as a regional proposed greenway. Generally, this crosses only a few parcels owned by one landowner; and easement would be necessary.

Adequate height and space exists under I-565 to continue the Trail.

The commuter section of the Singing River Trail meets back with the scenic, recreational route as a sidepath along Highway 20 towards Mooresville.

Carter Cir

Lanier Rd

Celtic Dr

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Sullivan St

Hughes Rd

Rd S W

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Mill Ridge Dr

Ray Sanderson Rd

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Gl en nH ea rn Houston Go on Bl v o ds Blvd dSW SW Hertz Dr

Laracy Dr SW

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County Line Rd

Ma rt

Mossyleaf Dr SW

Greenbrier Rd

Old Jim Wil l

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Co Rd 115

Mose Chapel Rd

Co Line Rd Wit her sJ unction

w Rd

Maecille Dr

Segers Rd Co Rd 119

Powell Rd

Smokey Way

Kellner Rd SW

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Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Proposed Commuter Route

Existing Sidepath Existing Unpaved Shared Use Path

! ! ! !

Hous ton G o Way odson

Swancott Rd

Proposed Alignment

SW Barlowe Rd

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13 Bibb Garrett

e St Wis

Todd Dr

Indian Springs Rd Co Rd 131

Cresent Cir

Co Rd 45 Bibb Garrett Rd

Huntsville International Airport

Dublin

Dr r D gy er o nol e ech Av xt T se Ne ou

Ha ng er Dr

W lvd S rn B

565

e W

0 y2 Hw y w H ur cat De

Hea

Rte

Alt 72

lle svi

hes t

Aly

Dr Ivory Pl d Blv on dis Dr ime Quarry R d Ma L ic s aph Gr Bus Park Bl v d Disk Dr Ludie Richard Dr Interpro Dr Cleghorn Blvd Ln Cochran Rd SW Na r tu S W li ppe re s Dunlop Blvd S W W Beaver Short Pike Rd SW Ridge SW

k Cor

reh Wa

te Sta

st c

Glen

N Gin St w n r Vie ire L Ceda Emp

nt Hu

d Kyser Blv

Royal Dr

Jetplex Ln

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Fr on

orta l

Downtown ! Madison

02t St

co Re es Ja m

wy Greenbri er Pk

BELLE MINA

ay eW Tre

n tto Co y dley ley Wa n u H und H

ill Park Ln

95 ell Rd

Orchid Ln

Maplewood

Jack so Sally Ln n Ave Dawn Dr Le Grayson Ave

n Ave ucti o Prod Cir

ood Ln

Dr b TO DECATUR Sharp Blvd Stanley Ave MADISON bFINAL DRAFT Gann Ave VIA MOORESVILLE Mill Rd i ft Dr P

Palmer Rd

Greenbrier Restaurant

Co Rd 10

Dons Ln Garden Hills Rd NW Schrimsher Rd Cobble Creek Rd

Zion Church Ln

New Bristol Ln Thornle y Ct Brockton Dr Lena Cain Blvd Millbury Ct

Co Rd 121

C Fe o R nn d

Telluride Dr

ntham

Experimental Loop

Boseck Rd

COMMUTER ROUTE

Gra

Stewart Ln

B rad ee ford Cr eek Gr

Beerli Dr Benoir Trl Ascot Ln Woodvale Ln Bakerfield n Ln Co ra

oll ow

Mazda-Toyota Manufacturing Site

Woodmere Ct Halsey Dr Hardiman Rd

Humphrey Rd

Hi gh Coach Way Ct gly Lan e Hunington C has Dr Fo Matti e Ct

Way Acorn

B u rgreen Rd

CHAPTER 3 Singing River Trail Route

Pine Cir L ong M ea d o

Proposed Trailhead

Interstate

Fish and Wildlife Service Land

Other Destination

US Highway

Redstone Arsenal

Proposed Side Path

Proposed Midblock Crossing

State Road

Municipality

Proposed Unpaved Shared Use Path

Signalized Intersection

Proposed Ferry

S I NG I NG R I VE T R AI L M AST E R P LAN County orRLocal Road Water/ 5 3

Railroads

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

Additional Trail Features

MOBILE/WEB-BASED APP:

The vision for the Singing River Trail is more than just a place to walk or bike. As described in the vision statement and goals, the Trail will be a place to learn, experience, celebrate, treasure, and socialize. Additional recommendations to be pursued with multiple national, state, and local partners include:

The Trail can be experienced through a smartphone app that traces the journey, identifies key stopping points, interprets the historic and natural landscapes, and provides current information and alerts related to trail maintenance issues like flooding in the Refuge area. The app can also provide information about outfitters, nearby bike maintenance, lodging, and meal options along the corridor.

NON-TRADITIONAL, OUTDOOR, LINEAR MUSEUM: The Trail is an opportunity to educate visitors by featuring historical and natural history interpretation through the outdoor experience. The corridor is rich in Native American history, Civil War history, agricultural history, settlement history, industrial history, and natural history. This can be accomplished through interpretive signage and panels along with a smartphone app (described to the right).

Above: Conceptual wayfinding and interpretation apps developed for the Great Rivers Greenway. Source: Darnell Surles, http:// www.studentshow.com/gallery/34745049/ Company-Redesign-Great-Rivers-Greenway

Right: Wayside exhibits provide information about a specific feature on a landscape and help visitors make connections to a site. Source: National Park Service, https://www. nps.gov/orgs/1453/interpretation.htm 5 4 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

ENCOURAGEMENT OF TRAILORIENTED DEVELOPMENT: The Trail can offer prime locations for outfitter rentals, concessions, restaurants, bed and breakfasts, breweries and more. Offering those options will encourage greater trail use and tourism. The greater business community, along with municipal and county governments, can assist in those start-ups.

Rural trail oriented development along the Virginia Creeper Trail in Virginia

Trail oriented development along the Razorback Greenway in Arkansas

TRAIL PROGRAMS: The Trailâ&#x20AC;&#x2122;s visibility will expand through annual and seasonal programs such as trail races, trail clean-up days, group walks, National Trails Day events, community gardens/edible gardens, classroom trips, charity bike rides, Bike to Work Month events, employer commuter encouragement programs, etc. These programs can be led or assisted by advocacy groups, Launch 2035, and municipal/county parks and recreation departments. In addition, national, state, and local magazines, travel guides, and online platforms can advertise the Singing River Trail as a destination to encourage visitation.

Events along the Swamp Rabbit Trail in South Carolina

S I NG I NG R I VE R T R AI L M AST E R P LAN / 5 5

CHAPTER 3 Singing River Trail Route

WAYFINDING SYSTEM

5 6 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

FINAL DRAFT

CHAPTER 3 Singing River Trail Route

FINAL DRAFT

S I NG I NG R I VE R T R AI L M AST E R P LAN / 5 7

CHAPTER 4 Phase One Projects

5 8 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

FINAL DRAFT

Razorback Greenway Northwest Arkansas Source: Alta

FINAL DRAFT

CHAPTER 4 Phase One Projects

“Once the Singing River Trails get underway, and then brought to completion, Limestone County will benefit in ways we don’t even yet understand. What we do know and understand is the increased recreational opportunities and healthy lifestyles for walkers and hikers and bicycle riders, young and old. Visitors will not only be impressed, they will come back and add dollars to our local economy, lots of them, I think. So, Limestone County will just become a more and more desirable place to live, work and play.” Rod Huffman, Athens Planning Commission

Phase One Projects

HOBBS STREET page 60

SWAN CREEK TRAILHEAD page 78

SPACE CENTER page 76

Beginning Phase of Trail

GOVERNORS HOUSE DRIVE page 74

INDIAN CREEK TRAIL EXTENSION page 70

LAKE 5 TRAIL TENNESSEE RIVER BOARDWALK

TRASH PANDA TRAIL

page 72

page 68

page 62

ARROWHEAD LANDING TRAIL page 64

WHEELER NWR TRAIL page 66

S I NG I NG R I VE R T R AI L M AST E R P LAN / 5 9

FINAL DRAFT

CHAPTER 4 Phase One Projects

Blac

k&G

East St

t gS rin Sp

agle

reek

Swa nC

Hill Dr

ATHENS LIMESTONE PARK

SWAN CREEK GREENWAY

South St ! ! ! !

en E

Sam

Crestview St

Green St

Hoffman St

Shaw St

Washington St

ATHENS MIDDLE SCHOOL

Gold

Market St

DOWNTOWN

31 £

Thomas St

Beaty St

BIG SPRING PARK

old

Hobbs St

Proposed Alignment

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

Proposed Midblock Crossing

Existing Unpaved Shared Use Path

Proposed Unpaved Shared Use Path

Signalized Intersection

Proposed Trailhead Other Destination 0

375

750

1,500 Feet

Proposed Ferry

HOBBS STREET – GATEWAY CONNECTION FROM SWAN CREEK GREENWAY TO ATHENS STATE COLLEGE AND DOWNTOWN ATHENS The 2015 Athens Transportation Plan recommends a “Complete Street” road diet of Hobbs Street. The current roadway has four lanes and is approximately 50 feet from curb-to-curb. 2011 ALDOT traffic counts are 9,710, decreasing to 6,720 closer to Downtown. This roadway should be converted to a 3-lane cross section (11’ travel lanes) with buffer and north-side separated bikeway to complement the existing north-side sidewalk.

Existing sidewalk on Hobbs Street should be repaired where necessary; a few small gaps should be filled with sidewalk. Driveway crossings should be consolidated where possible. The roadway improvement will improve quality of life, connect to multiple destinations, increase transportation options, and contribute to positive economic development for the City of Athens.

6 0 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

n Dr

V P hil ictory D ip R iv ers r Dr

E Prior St

Mc C ai

ATHENS STATE UNIVERSITY College St

Buck Island Rd

SWAN CREEK SEGMENT (ATHENS)

Bryan St

Clinto n St

Marion St

CITY HALL

N Monroe St

Jefferson St

HOBBS STREET

TRIP GENERATORS

FROM: SEGMENT LENGTH:

6,400 feet

(1.2 mile)

US HWY 31 TO: CLINTON STREET

Swan Creek Greenway Athens-Limestone Park Athens Middle School Athens State University Big Spring Park City Hall Downtown Athens

FINAL DRAFT

CHAPTER 4 Phase One Projects

ESTIMATED CONSTRUCTION COST Quantity

Item

Cost

6,400 LF

Complete Street Retrofit

$1,749,526.88

See appendix for full engineer's estimate sheet. Estimate does not include acquisition costs or engineering/design/permitting costs.

POSSIBLE PUBLIC/GRANT FUNDING SOURCES: City of Athens, ALDOT TAP, ARC

Proposed 11’

11’

TRAVEL LANE

TURN LANE

TRAVEL LANE

5’

6’

SEPARATED BIKE LANES

Proposed

6’ SIDE WALK

BUFFER

GUTTER PAN

31 £

H ill

Swa n

Sam

US-31 southbound traffic turning west-bound on Hobbs Street should be in a stop or yield configuration.

Cr ee k

Gol

Mc C ai n D

den Eag le

US 31 CROSSING DETAIL

The crosswalk should be upgraded to countdown signals and the center median refuge should be extended so that crosswalk cuts through the middle. The crosswalk should be widened to accommodate bicyclists and pedestrians. Utilize existing walking loop of the park, to the Hobbs Street/US 31 intersection.

12’

6’

TRAVEL LANE

SIDE WALK

GUTTER PAN

Existing Existing

GUTTER PAN

S I NG I NG R I VE R T R AI L M AST E R P LAN / 6 1

FINAL DRAFT

CHAPTER 4 Phase One Projects

TENNESSEE RIVER BOARDWALK

RIVER CITY CONNECTION SEGMENT (DECATUR)

Canal St NE

RHODES FERRY PARK

Oak St NE

Dr. Bill Sims Bike Trail

Ferry St NE

Wilson St NE

Lafayette St NE

Vine St NE

Line St NE

Well St NE

31 £

DECATUR DAY USE PARK

RIVERWALK MARINA

ln Wa ut

Market St NE

Church St NE

rry

e Ch

N St

8th Ave NE

Gibb 10th Ave NE

Proposed Alignment

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Midblock Crossing

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Signalized Intersection

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

Existing Unpaved Shared Use Path

Proposed Unpaved Shared Use Path

625

1,250

2,500 Feet

Proposed Ferry

TENNESSEE RIVER BOARDWALK - CONNECTING THE CITY OF DECATUR A central question for the Singing River Trail is the necessary connection to the City of Decatur. A large portion of the water crossing is shallow water apart from the main channel. A concrete boardwalk is recommended that would provide a world-class opportunity to walk across the waterway.

The boardwalk would begin at Decatur Day Use Park and closely parallel US Hwy 31. Overlooks, or respite/viewing areas, should be provided at least every 1/4 mile. A ferry is recommended as an option to connect travelers across the Tennessee River main channel from the Marina to Rhodes Ferry Park.

62 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

FROM: SEGMENT LENGTH:

7,300 feet

(1.4 miles)

DECATUR DAY USE PARK TO: RIVERWALK MARINA

TRIP GENERATORS Decatur Day Use Park Riverwalk Marina Rhodes Ferry Park Downtown Decatur

FINAL DRAFT

CHAPTER 4 Phase One Projects

ESTIMATED CONSTRUCTION COST Quantity

Item

Cost

7,300 LF

Boardwalk Trail

$9,685,501.68

See appendix for full engineer's estimate sheet. Estimate does not include acquisition costs or engineering/design/permitting costs.

POSSIBLE PUBLIC/GRANT FUNDING SOURCES: City of Decatur, ALDOT, Limestone County, Morgan County, TVA

Proposed

ADDITIONAL CONSIDERATIONS It is recommended that fishing not be allowed along this boardwalk. It is highly likely that fishermen will want to use this facility. The City of Decatur, ultimately should monitor and decide what is best for its citizens. Concrete (Permatrak, or similar) is recommended for the surface with metal railings. Maintenance of this facility is an important consideration.

A safe connection through the Marina area will be important for travelers to continue their trip. An existing, winding, unpaved 1,200 foot "trail" exists along land and adjacent to Hwy 31 leading away from the Marina. The boardwalk would end at that "trail." The existing "trail" would be more formalized and could be paved in the future for better access. Proposed

S I NG I NG R I VE R T R AI L M AST E R P LAN / 6 3

FINAL DRAFT

CHAPTER 4 Phase One Projects

ARROWHEAD LANDING TRAIL

RIVER CITY CONNECTION SEGMENT (MOORESVILLE)

St S

Rte 2

h No rt

State

PINEY CREEK High

y St Pine

MOORESVILLE

St ket

Mar

Rd ille resv Moo

d he a

Old

2 wy 7 US H

d 71 Co R

Bibb

y 20 Hw

Alt

w Arro

ding

Lan

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¥ 565

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

Existing Unpaved Shared Use Path

Proposed Unpaved Shared Use Path

875

1,750

3,500 Feet

Proposed Ferry

ARROWHEAD LANDING TRAIL - MOORESVILLE CONNECTION TO THE REFUGE TRAIL Arrowhead Landing Road is an unpaved travelway used mostly by outdoor enthusiasts (kayaking and fishing). The road provides beautiful scenic vistas across the water along with canoe/ kayak access. It is largely an unknown jewel to most North Alabama residents. The roadway would remain unpaved but be smoothed with a stone dust surface. The Singing River Trail would then follow existing unpaved Refuge road under I-65

bridge northward towards Hwy 20. Ultimately, the connection will be made to the new BUILD grant overpass at Bibb Garrett and Hwy 20 and a connection should be made to the Calvary Community development. When parallel to Hwy 20 (near Mooresville), the facility would be a shared-use path.

6 4 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

SEGMENT LENGTH:

22,000 feet

(4.2 miles)

FROM:

TRIP GENERATORS

MOORESVILLE

Mooresville (post office, Southern Carnage, JaVa. Mooresville) Wheeler National Wildlife Refuge

TO: WHEELER REFUGE

POSSIBLE PUBLIC/GRANT FUNDING SOURCES: Limestone County, ARC, RTP, LWCF, TVA

d l er R Zeet Rd 113 Co

Proposed Alignment

FINAL DRAFT

CHAPTER 4 Phase One Projects

ESTIMATED CONSTRUCTION COST Quantity

Item

Cost

3,500 LF

Option 1: Sidepath + Separated Bike Lane on Bridges

$1,575,025.92

3,500 LF

Option 2: Sidepath + Standalone Bike/ Ped Bridges

$3,365,955.42

3.5 miles

Stone Dust Trail Rehabilitation*

$798,934.66

Option 1 Total Cost

$2,373,960.58

Option 2 Total Cost

$4,164,890.08 View under I-65 Tennessee River bridge facing south

* The purpose of this design is to keep a natural trail that can both meet ADA and vehicular load requirements. It is recommended that the entire gravel structure be removed and replaced with stone dust path to ensure ADA compliance. Reconstruction would be conducted in the same footprint with minimal impact to the surrounding environment. If, during testing or during construction, it is determined that the existing gravel is suitable for ADA compliance, only regrading may be needed which would lower cost. See appendix for full engineer's estimate sheet. Estimate does not include acquisition costs or engineering/ design/permitting costs.

ADDITIONAL CONSIDERATIONS A long section (Arrowhead Landing Road) will remain open to motor vehicles. Bicyclists, pedestrians, and motor vehicles will need to share the road with clear signage and low speeds. Wayfinding signage would be provided for bicyclists and pedestrians. In addition, warning signage at locations of blind spots should be added for safety.

Resting locations with benches should be provided at locations along this section. Scenic vistas with benches and interpretive signage should be provided to enhance the experience. Along Hwy 20, near Mooresville, the facility is a shared-use path with option for standalone bridge over two waterways or separated facility on existing bridges.

Arrowhead Landing Road (courtesy of Wheeler Wildlife Refuge)

S I NG I NG R I VE R T R AI L M AST E R P LAN / 6 5

FINAL DRAFT

CHAPTER 4 Phase One Projects

WHEELER WILDLIFE TOUR SEGMENT

Jolley B Rd

John Gordon Rd

Lands End Dr SW

New Hope Rd

Rountree Pl

SW Rockhou se Rd Co Rd 129

WHEELER NWR TRAIL

Mus sle Cam pR

Refuge Rd

Truck Trl E

Proposed Alignment

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

Existing Unpaved Shared Use Path

Proposed Unpaved Shared Use Path

Proposed Ferry

1,250

2,500

5,000 Feet

Wheeler National Wildlife Refuge

WHEELER NATIONAL WILDLIFE REFUGE TRAIL - RIVERFRONT SECTION This long stretch of the Singing River Trail is a destination unto itself. The Trail will follow an existing unpaved roadway (called Rockhouse Bottoms Road) with tremendous Tennessee River and backwater views. Wildlife/waterfowl viewing is exceptional through this area. The roadway would remain unpaved but be smoothed with a stone dust surface.

Promoting this section of trail will bring more people to the Wheeler National Wildlife Refuge, which is an underappreciated local and national resource. This will be a great weekend recreational activity that should promote economic development in both Triana and Mooresville.

6 6 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

TRIP GENERATORS

FROM: SEGMENT LENGTH:

28,000 feet

(5.3 miles)

JOLLEY B ROAD TO: ROCKHOUSE RD

Wheeler National Wildlife Refuge Triana

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FINAL DRAFT

CHAPTER 4 Phase One Projects

ESTIMATED CONSTRUCTION COST Quantity

Item

Cost

5.3 miles

Stone Dust Trail Rehabilitation + Trailhead/Bathroom Facility

$1,425,718.72

The purpose of this design is to keep a natural trail that can both meet ADA and vehicular load requirements. It is recommended that the entire gravel structure be removed and replaced with stone dust path to ensure ADA compliance. Reconstruction would be conducted in the same footprint with minimal impact to the surrounding environment. If, during testing or during construction, it is determined that the existing gravel is suitable for ADA compliance, only regrading may be needed which would lower cost. See appendix for full engineer's estimate sheet. Estimate does not include acquisition costs or engineering/design/permitting costs.

POSSIBLE PUBLIC/GRANT FUNDING SOURCES: Madison County, Limestone County, RTP, LWCF Proposed

ADDITIONAL CONSIDERATIONS Motor vehicles are currently allowed along this section from mid-February through mid-October. It is closed from mid-October to mid-February (late fall and winter). It is open for foot and bicycle traffic year-round. This will remain the case as it will be a shared facility. Wayfinding signage should be provided for bicyclists and pedestrians.

Resting locations with benches along with overlook sites should be provided to enhance the experience. Maintenance is of critical importance due to rain events and flooding. This must be monitored and programmed into funding needs to maintain a high-quality facility. This project features a trailhead improvement at current Jolley B parking area. Existing S I NG I NG R I VE R T R AI L M AST E R P LAN / 6 7

FINAL DRAFT

CHAPTER 4 Phase One Projects

TRASH PANDA TRAIL ¥ 565

Con

tec R d

TOWN MADISON / BALLPARK (FUTURE) Canterbury Dr

Hu rs

tr o M on

s eD

Eucl id

d nR

ng mi

Bl v

Disk Dr

Proposed Alignment

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Midblock Crossing

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Signalized Intersection

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

Existing Unpaved Shared Use Path

Proposed Unpaved Shared Use Path

h Way

sle C

Mo u n ta B roo k in

In terg rap

Carli

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av e n

Wa y

MADISON GOLF CENTER

Hur st H th a ven

Grap hics Dr

375

Clear broo k Ct

r Brazelton Ci

Spa Age ce Rd

MADISON-TRIANA LINK SEGMENT (MADISON)

750

1,500 Feet

Proposed Ferry

TOWN MADISON SIDEPATH During the time of this Master Plan (20182019), the new mixed-use and residential development Town Madison was under construction. Town Madison will be a hub of activity for locals and regional visitors. It will also be an important destination for the Singing River Trail, providing many amenities (food/drink/entertainment) and activities. The new baseball stadium for

the minor league team Rocket City Trash Pandas will be a major destination. The main roadway through Town Madison (Town Madison Blvd) will feature a 10' sidepath that will connect from one end of Town Madison to the other, forming an important segment of the Singing River Trail.

6 8 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

SEGMENT LENGTH:

9,300 feet

(1.8 miles)

FROM:

TRIP GENERATORS

ZIERDT RD

Town Madison Ballpark Madison Golf Center Intergraph Corporation

TO: INTERGRAPH WAY

FINAL DRAFT

CHAPTER 4 Phase One Projects

ESTIMATED CONSTRUCTION COST* *Trail being constructed by Town Madison developer. Cost below is estimate for project if it were a standalone addition of shared-use path. Quantity

Item

Cost

9,300 LF

Total Cost

$2,088,648

POSSIBLE PUBLIC/GRANT FUNDING SOURCES: Funded by developer

Aerial Master Plan from townmadison.com

ADDITIONAL CONSIDERATIONS The Town Madison developer is constructing Town Madison Boulevard and the accompanying sidepath. Connected biking and walking infrastructure should extend from the Singing River Trail to the retail and Stadium destinations, providing seamless transitions.

Ultimately, the Trail would exit Town Madison Blvd at Intergraph Way and extend under the I-565 bridge. The critical connection to Downtown Madison is dependent on a high-quality crossing treatment at Intergraph Way and Madison Blvd.

10â&#x20AC;&#x2122; TRAVEL LANDSLANE CAPED MEDIAN

TRAVEL LANE

SIDE PATH

LANDSCAPE BUFFER Town Madison Blvd. cross section S I NG I NG R I VE R T R AI L M AST E R P LAN / 6 9

FINAL DRAFT

CHAPTER 4 Phase One Projects

wy 7

d Wi n t Ct f Dri

sto ne Dr

US H

ROCKET CORRIDOR SEGMENT (MADISON)

Vi s

h A r c et P l e Str

Fl a g

ng rn i Mo

o M ad i s

c pa

ge eA

Ma di

son

d nR

lto

B lv d

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INDIAN CREEK TRAIL EXTENSION

EK CRE N IA IND

MADISON ACADEMY rs ehu Pin

t Dr

ter

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tec

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¥ 565

REDSTONE ARSENAL

Hu n

tsv

il le

cat

rso de

Proposed Alignment

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Midblock Crossing

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Signalized Intersection

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

Existing Unpaved Shared Use Path

Proposed Unpaved Shared Use Path

500

1,000

2,000 Feet

Proposed Ferry

INDIAN CREEK EXTENSION The existing Indian Creek Greenway is a jewel of the region's greenway system. It currently ends at Madison Pike with a large trailhead. The greenway would extend under Madison Pike (with adequate clearance), and utilize the sewer easement behind Madison Academy.

The trail would continue under the existing railroad bridge, then curving back to Slaughter Road, rejoining the power line corridor. With the completion of this link and the Zierdt Road sidepath project, there will be nearly 8 miles of continuous shareduse path greenway from the existing northernmost extent of the current Indian Creek Greenway terminus.

70 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

SEGMENT LENGTH:

10,800 feet

(2 miles)

FROM:

TRIP GENERATORS

INDIAN CREEK GREENWAY

Indian Creek Greenway Madison Academy Publix Super Market

TO: ZIERDT RD SIDEPATH

FINAL DRAFT

CHAPTER 4 Phase One Projects

ESTIMATED CONSTRUCTION COST Quantity

Item

Cost

10,800 LF

12' Shared-use Path

$2,039,486.59

See appendix for full engineer's estimate sheet. Estimate does not include acquisition costs or engineering/design/permitting costs.

POSSIBLE PUBLIC/GRANT FUNDING SOURCES: City of Huntsville, City of Madison, Madison County, RTP, LWCF, ALDOT TAP

Proposed

ADDITIONAL CONSIDERATIONS Eight property owners will need to be negotiated with, primarily on the south side of the railroad bridge. Madison Academy is a willing participant for the long section between Madison Pike and the railroad bridge. A high-quality mid-block crossing (likely signalized) at Shelton Road will be needed to connect to the underconstruction sidepath on the west side

of Shelton. Special care should be given to ensuring sight lines are adequate and traffic is slowed. An underpass of the railroad will require a permit; in addition, if the railroad will allow, a canopy should be provided to prevent debris from the tracks from hitting a trail user.

Existing

S I NG I NG R I VE R T R AI L M AST E R P LAN / 7 1

FINAL DRAFT

CHAPTER 4 Phase One Projects

Diamond Dr NW

g ePl NW

ch Ex

Harolds Dr NW

dwood D

W el

Rockledge Pl NW

Utica P l NW

Steeplechase Dr N W

Hwy 20

NW Pik e

n dis o

Ma Ol d

Blv

255

Mad

ison

ST. JOHN PAUL II CATHOLIC HIGH SCHOOL

Woods Ln NW

Ridgely Pl NW Blocker St NW

BRIDGE STREET TOWN CENTRE

Roy al Pines Dr NW

ROCKET CORRIDOR SEGMENT (HUNTSVILLE)

Whispering Pines TrlN

LAKE 5 TRAIL

¥ 565

svil

t Hu n

atu

ec le D

REDSTONE ARSENAL

Rideout Rd

Cir Quality

Proposed Alignment

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Midblock Crossing

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Signalized Intersection

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

Existing Unpaved Shared Use Path

Proposed Unpaved Shared Use Path

500

1,000

2,000 Feet

Proposed Ferry

REDSTONE GATEWAY TO MADISON PIKE CONNECTION - CABELAS As part of their commitment to expanding the greenway system, the City of Huntsville is moving into the design phase of this project at the conclusion of this Master Plan process. This project will be constructed in 2020.

The project features an "on-road" connection along Governors West, using the wide shoulder widths of the railroad crossing bridge to create a separated facility. The corridor will continue as a 12' shared-use path through the Cabelas development, along Lake 5, and up to Madison Pike.

7 2 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

SEGMENT LENGTH:

6,100 feet

(1.2 miles)

FROM:

TRIP GENERATORS

REDSTONE GATEWAY TRAIL TO:

Cabela’s Hotel Services Employment Apartment Complex

MADISON PIKE

FINAL DRAFT

CHAPTER 4 Phase One Projects

COST INFORMATION At the time of this study, this project was being scoped by the City of Huntsville. Additional information will be available at the conclusion of this Master Plan process and will be reflected here at that time.

POSSIBLE PUBLIC/GRANT FUNDING SOURCES: Funded by City of Huntsville

Proposed

ADDITIONAL CONSIDERATIONS The off-road segment will be a 12' concrete shared-use path.

A pedestrian access/greenway easement is needed at the hotel property.

Given the continued trail development in Research Park, on the north side of Madison Pike, this segment will need a signalized, mid-block crossing for trail users. As a result, this will also provide greater connectivity to Bridge Street.

A high-quality crossing is needed at the existing Governors West/Cabela Road signalized intersection. Effort should be made to protect trees as the trail approaches Madison Pike. Understory will need to be removed.

Existing S I NG I NG R I VE R T R AI L M AST E R P LAN / 7 3

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CHAPTER 4 Phase One Projects

GOVERNORS HOUSE DRIVE

HEART OF HUNTSVILLE SEGMENT (HUNTSVILLE)

r SW

ore S

Jordan Ln

y Cir S W

Syc a m

Mary S

t SW

ay St SW

Ridgewa

n St S

e r Dr

McAl list

Dr SW ister

t SW

All Mc

e Dr S

Red fe r

Lex Dr SW

Mobil

Lex Cir SW

Cres twoo d Dr

Hawth

orne

Rid gew

eD rs Hous

o Go vern

Judith

565

Ratn e y Dr S W

Ave S

9th A v

e SW

Proposed Alignment

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Midblock Crossing

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Signalized Intersection

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

Existing Unpaved Shared Use Path

Proposed Unpaved Shared Use Path

250

500

1,000 Feet

Proposed Ferry

GOVERNORS HOUSE 2-WAY CYCLE TRACK/ON-ROAD SHARED USE PATH As part of a regularly scheduled roadway resurfacing, the City of Huntsville is implementing an in-roadway shared-use path that will run the length of Governors House, from Bob Wallace Avenue to Jordan Lane. This project will occur in 2019.

will remove the center-turn lane as there are no driveways on the north side of this roadway, relatively lower traffic volumes, and limited turning movements. The five foot buffer will include vertical delineators.

The current roadway has two lanes with a center turn lane. The resurfacing project

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TRIP GENERATORS

FROM: SEGMENT LENGTH:

5,700 feet

(1.1 mile)

JORDAN LANE SW TO: BOB WALLACE AVE

US Space and Rocket Center Hotels Low & Mid-Density Residences Huntsville Achievement School

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CHAPTER 4 Phase One Projects

ESTIMATED CONSTRUCTION COST Quantity

Item

Cost

5,700 LF

Cycle Track (thermo $250,000* striping, delineators, relocating one street light)

*Project in progress by City of Huntsville as part of resurfacing program. Cost shown here is the additional cost only for the cycle track (does not include total City cost for resurfacing) Proposed

POSSIBLE PUBLIC/GRANT FUNDING SOURCES: Funded by City of Huntsville

Proposed 11’

11’

TRAVEL LANE

5’

4.5’

BUFFER SEPARATED BIKE LANES

ADDITIONAL DETAILS AND CONSIDERATIONS A highly-visible marked crosswalk with countdown signal and ramp was added during the Jordan Lane resurfacing which gets bicyclists and pedestrians across Jordan Lane from 9th Street. A mid-block, signalized crossing will be necessary to extend bicyclists and pedestrians across Bob Wallace Avenue. Signage will be added to communicate the beginning and end of the cycle track.

Temporary Singing River Trail signage will be added along this corridor. Vertical delineators will provide a greater feeling of separation and safety for bicyclists and pedestrians. In long-term, depending on usage, a sidewalk could be added adjacent to the on-street facility. In the longer term, it is recommended to remove right-hand slip turn lane at Governors House/Bob Wallace.

Existing

12’

TRAVEL LANE

TURN LANE

TRAVEL LANE

Existing

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CHAPTER 1 INTRODUCTION

SPACE AND ROCKET CENTER

ROCKET CORRIDOR SEGMENT (HUNTSVILLE) Bob Wallace Av e

¥ 565

Space and Rocket Center

! !

Redstone Arsenal

!! !!

Proposed Alignment

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

Proposed Midblock Crossing

Existing Unpaved Shared Use Path

Proposed Unpaved Shared Use Path

Signalized Intersection

Proposed Trailhead Other Destination 0

250

500

1,000 Feet

Proposed Ferry

U.S. SPACE AND ROCKET CENTER SHARED-USE PATH This segment of the Singing River Trail will connect to the most visited destination in the state of Alabama, the U.S. Space and Rocket Center. The shared-use path will cross Bob Wallace Avenue with a signalized crossing and enter the east side of the Space Center campus, connecting to the newly opened Energy Greenway (2019).

The path would follow the TVA easement behind the Space Center with a spur to the main entrance. Ultimately, this phased segment will end at a new trailhead at the western side of the Space Center area.

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SEGMENT LENGTH:

8,700 feet

(1.7 miles)

FROM: BOB WALLACE AVE TO: SPACE CENTER

(WEST SIDE)

TRIP GENERATORS US Space and Rocket Center Botanical Gardens Energy Greenway Marriott Hotel Future Exploration Park Redstone Gateway

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CHAPTER 4 Phase One Projects

ESTIMATED CONSTRUCTION COST Quantity

Item

Cost

8,700 LF

12' Shared-Use Path, $1,711,202.06 Signal, etc.

See appendix for full engineer's estimate sheet. Estimate does not include acquisition costs or engineering/design/permitting costs.

POSSIBLE PUBLIC/GRANT FUNDING SOURCES: City of Huntsville, Space & Rocket Center, Redstone Arsenal, RTP, TVA

Proposed Proposed Bob Wallace crossing

ADDITIONAL CONSIDERATIONS Two alternatives remain on the eastern side of this segment. The preferred alternative follows an existing dirt path along a sewer easement, parallel to McDonald Creek. The path would turn westward along an existing paved roadway, ultimately connecting to the Energy Greenway in the TVA easement. This will require coordination with Redstone Arsenal, Space and Rocket Center, and Botanical Gardens.

A mid-block, signalized crossing will be necessary to extend bicyclists and pedestrians across Bob Wallace Avenue. A pedestrian access/greenway easement will be needed with TVA for the length of the utility corridor. A spur shared-use path should be developed to get users directly to the main entrance of the museum.

Existing

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CHAPTER 4 Phase One Projects

SWAN CREEK SEGMENT (ATHENS)

State Rte 2

SWAN CREEK TRAILHEAD

Lee Hwy

72 £

Edison Dr

! ! ! !

Proposed Alignment

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Proposed Commuter Route

Existing Sidepath

Proposed Side Path

Proposed Midblock Crossing

Existing Unpaved Shared Use Path

Proposed Unpaved Shared Use Path

Signalized Intersection

Proposed Trailhead Other Destination 100

200

400 Feet

Proposed Ferry

SWAN CREEK GREENWAY EXTENSION AND NEW TRAILHEAD The Swan Creek Greenway is a beautiful, unpaved trail corridor that extends from Swan Creek Park south to Hwy 72. Plans are in place to continue the pathway north and south. Currently, the trail ends on the north side of Hwy 72, with an informal trailhead access. The City of Athens acquired a grant from the Alabama Department of Conservation and Natural Resources to extend the trail south under

the Hwy 72 bridge and also create a formal trailhead on the south side of Hwy 72. This project will be a key extension for the Singing River Trail to set the stage for continued trail development southwards. The trail will not be paved at this time; in the long term, depending upon user needs and funding availability, the trail may be paved.

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TRIP GENERATORS

FROM: SEGMENT LENGTH:

1,200 feet

END OF GREENWAY TO: EIDSON STREET

New Trailhead Businesses along US 72

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CHAPTER 4 Phase One Projects

ESTIMATED CONSTRUCTION COST Quantity

Item

Cost

1,200 LF

Trail Extension, Trailhead, and Acquisition

$250,000

POSSIBLE PUBLIC/GRANT FUNDING SOURCES: Funded through RTP with local match from City of Athens

Proposed layout from City of Athens

ADDITIONAL CONSIDERATIONS The total cost projection was $250,000 ($200,000 from ADECA grant with $50,000 local City of Athens match). The new section of trail will match the current section of trail with dense grade crushed rock. The trailhead will be accessible from Eidson Street and will feature a gravel parking lot.

A short trail spur from the new trailhead to the new section of the Swan Creek Greenway will guide users to the main corridor. Wayfinding signage should also be added (not currently part of this project). This will help residents and travelers identify the Swan Creek Greenway as it is currently "hidden" from most users. Existing - north of US 72

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CHAPTER 4 Phase One Projects

TEMPORARY WAYFINDING

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THROUGHOUT TRAIL SYSTEM

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CHAPTER 4 Phase One Projects

ESTIMATED COST Quantity

Item

Cost

Aluminum signs with UV protected digitally printed faces (2'x3') + 12' Green 2lb Posts

$5,998.00

Installation Cost

$5,841.00

Total Cost

$11,839.00

Estimate from local sign shop. Costs may be reduced slightly by using existing posts where practical. Also, local, municipal or county public works departments could install signs.

POSSIBLE PUBLIC/GRANT FUNDING SOURCES: Private donations

Proposed temporary sign at Indian Creek Greenway/Madison Pike

ADDITIONAL CONSIDERATIONS Temporary signs should be placed on existing posts when practical to save on post and installation costs. Temporary signs placed beside roadway corridors may need review by City, County, or State depending upon roadway ownership.

Permanent signage should be added as more of the Singing River Trail is constructed and longer segments are connected. Effort should be made to locate existing posts/poles for sign attachment. In addition, sign clutter should be avoided. The Singing River Trail temporary signs should be installed where they will be highly visible. Proposed temporary sign at Rotary Fountain-Downtown Huntsville

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CHAPTER 4 Phase One Projects

TEMPORARY SIGNAGE PLACEMENT The temporary signage will be placed at key locations along the route. The goal of this project is two-fold -ÂÂ first, bring awareness and brand recognition to existing segments of the trail and future connections from popular existing trails; and second, to bring awareness of the trail

at popular destinations and urban areas. The following map and table shows where signs should be placed and what type of sign type should be used.

Type

Town Madison Entrance West

Trailhead at Existing Facility

Triana

Urban Area or Destination

Type

Wheeler NWR Existing Parking Area

Trailhead at Existing Facility

These signs should be placed shortly after Master Plan completion as an early action item.

ID Number Location

Big Spring Park Trail North

Trailhead at Existing Facility

Wheeler NWR

Trailhead at Existing Facility

Big Spring Park Trail South

Trailhead at Existing Facility

Wheeler NWR

Trailhead at Existing Facility

Lowe Mill ARTS & Entertainment

Urban Area or Destination

Wheeler NWR

Trailhead at Existing Facility

Governors House East

Trailhead at Existing Facility

Mooresville

Urban Area or Destination

Huntsville Botanical Garden

Urban Area or Destination

Arrowhead Landing North

Trailhead at Existing Facility

Governors House West

Trailhead at Existing Facility

Arrowhead Landing South

Trailhead at Existing Facility

US Space & Rocket Center

Urban Area or Destination

Wheeler NWR Entrance Road

Trailhead at Existing Facility

Redstone Gateway Trail South

Trailhead at Existing Facility

Decatur (Rhodes Ferry Park)

Urban Area or Destination

Redstone Gateway Trail North

Trailhead at Existing Facility

Swan Creek Trail South - Future

Trailhead at Existing Facility

Indian Creek Greenway

Trailhead at Existing Facility

Swan Creek Trail South - Existing

Trailhead at Existing Facility

Downtown Madison

Urban Area or Destination

Trail Junction

Trailhead at Existing Facility

Town Madison Entrance East

Trailhead at Existing Facility

Swan Creek Park

Trailhead at Existing Facility

Town Madison Ball Park

Urban Area or Destination

Athens

Urban Area or Destination

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CHAPTER 4 Phase One Projects

ATHENS 29

28 27 26 25

HUNTSVILLE 7

MADISON 11

1312

14 TE NN ES SE E

6 5

1 2

BELLE MINA RI VE R

21 20

DECATUR 24

MOORESVILLE

23 22

TRIANA

15 16

19 18

8 Miles

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Â¸

CHAPTER 5 implementation Framework

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Virginia Creeper Trail Southwest Virginia Source: Alta

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CHAPTER 5 implementation Framework

”The Singing River Trail will be a great addition to the transportation system in the North Alabama Region by providing relief of traffic congestion, added health benefits and promoting tourism.” Dewayne Hellums, Director, Decatur Area MPO

Implementation Framework Introduction Successful implementation of the Singing River Trail Master Plan will require a coordinated effort among local government agencies, private sector organizations, business and industry, civic groups, and community residents. These groups, organizations and agencies ultimately must assume a leadership position and take necessary actions if the Singing River Trail is to become the valuable, world class, regional asset that this Plan envisions. Local, state and federal agencies will need to provide funding and programs to support the establishment of the Trail and to assist in future implementation of the key elements

of this Plan. This section of the Plan defines some of the most important actions that will need to be undertaken to achieve the vision defined by this Plan. This chapter defines an overall implementation strategy and framework for the Singing River Trail, and outlines some practical “next steps” for implementing this Plan. Action Steps upon Completion of Master Plan

1 WIDE COMMUNICATION AND PRESENTATION OF MASTER PLAN

2 DESIGNATION OF LEAD AGENCY – LAUNCH 2035

to Local Governments, State government, organizations, business community, residents

3 OPERATIONAL FUNDING FOR 5-YEAR PERIOD TO SUPPORT FULL TIME SINGING RIVER TRAIL DIRECTOR

SEEK DESIGN AND HIRE EXPERT CONSTRUCTION CONSULTANT TO FUNDING MANAGE TRAIL PROGRAM; TEAM OF EXPERTS AND CONSULTANTS

6 ACQUISITION AND DESIGN (PHASE 1 PROJECT FIRST)

Private partners – Lead gifts, Grants, Municipal/County governments, MPOs/ RPOs, State/Federal government S I NG I NG R I VE R T R AI L M AST E R P LAN / 85

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CHAPTER 5 implementation Framework

Action Steps ADOPTION OF THIS GREENWAY ACTION PLAN One of the first steps to be taken by the county and local governments in Limestone, Morgan, and Madison counties would be to adopt this Singing River Trail Master Plan as an element of their comprehensive plans, and implement the recommendations contained herein. This Plan should become components of regional, county, and local transportation plans and be prioritized for state funding. Likewise, other agencies, organizations and businesses within the communities should also incorporate the aspects of this plan that directly relate to their individual mission, goals and objectives.

DESIGNATION OF A LEAD AGENCY

Launch 2035, designated as a 501c3 in mid-2019, would be the Lead Agency for coordination and implementation of the Singing River Trail Master Plan. This nonprofit organization would derive its mission principally from the vision, goals, and recommendations of this Master Plan. As such, Launch 2035 will need to incorporate the recommendations contained in the Operations and Management section of this plan. Launch 2035 would also need to

prepare an operations and implementation strategy for how it will meet the obligations associated with lead agency/organization and file such a strategy with local governments, the State of Alabama, and federal agencies. Launch 2035 would employ staff and would work in partnership with local governments and businesses to implement the recommendations of this Plan. One of the first steps of Launch 2035 is to hire a full-time Singing River Trail Director or Coordinator. This position would be supported by government and/or private funding on an annual basis for a term of five years. The Singing River Trail Coordinator would be responsible for championing the Plan, engaging funding partners, coordinating with local, county, state, and federal agencies, writing grants, assisting with implementation, soliciting design consultants and overseeing their work, working with private developers, and being a steward of funds accumulated to support the project. A secondary part-time hire of a grantwriting specialist is also recommended to ensure that grants are pursued in an efficient and successful manner.

8 6 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

LIKELY RESPONSIBILITIES OF SINGING RIVER TRAIL COORDINATOR •

Coordinating with external design partners, vendors, and construction contractors

•

Scheduling, budgeting, budget management, and managing resources

•

Fundraising (public and private funding sources)

•

Troubleshooting, problem-solving, and resolving operational problems to minimize delays

•

Working with local, state, and federal government agencies

•

Communicating with project partners, stakeholders, general public, and landowners

•

Identifying and facilitating real estate transactions; assisting with drafting and negotiating conservation easements, contracts, options, and purchase and sale agreements; arranging for appraisals, surveys, title and legal reviews, etc Project progress and performance monitoring; communicating project progress and impacts Attending construction project meetings, approving change orders and contractor invoices

LIKELY RESPONSIBILITIES OF PROGRAM MANAGEMENT CONSULTANT The manager of the Trail Program is typically a lead consultant serving as project manager and design team leader, handling all aspects of the trail development work from planning through construction management. The consultant manager oversees a large team of specialty subconsultants. The team mobilizes when problems happen. Tasks may include: •

ROW acquisition

•

Appraisals

•

Engineering

•

Surveying

•

Permitting

•

Materials testing

•

Regular meetings with Singing River Trail Coordinator

•

Monthly progress reports

•

Public and stakeholder engagement

•

Fundraising assistance/Key presentations

•

Construction standards

•

Stakeholder coordination

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SECURE OPERATIONAL FUNDING Securing operational funding is absolutely essential for a successful trail program. This has been the case in successful regional trails like the Razorback Greenway and the Wolf River Greenway. Launch 2035 should seek $500,000 of operational funding for a five year period. These funds would be used to support the Director and provide a head start towards the next big step of acquiring funding to design and build the Singing River Trail.

SEEK DESIGN AND CONSTRUCTION FUNDING The biggest dollars are needed to build the Singing River Trail. The Trail construction will require a cobbling together of multiple funding sources, including both private and public funding, and then leveraging funds from lead gifts. Across the United States, one of the fastest emerging funding sources for greenway development is the private sector. This trend is occurring for various reasons, including support for improvements to quality of life, health and wellness, alternative transportation, conservation of natural resources and economic development. Most importantly, private financial support has enabled the greenway development process to move faster, so that facilities can be completed more efficiently. The design of the Singing River Trail should be consistent across jurisdictions to maintain the look and feel of the trail.

Private Sector Support

Public Sector Support

Launch 2035 and the Singing River Trail Coordinator should work with private sector organizations and businesses in the region to gain acceptance and approval for the implementation of the recommendations within this Plan. Launch 2035 and its new Singing River Trail Coordinator will need to be prepared to communicate the recommendations of this Plan and the benefits that the Trail will have to the region.

Launch 2035 and the Singing River Trail Coordinator should work with public sector agencies in the region to gain acceptance and approval for the implementation of the recommendations within this Plan. The counties and municipalities should include funding for the Singing River Trail in their Capital Improvement Project (CIP) lists.

Engaging private funding requires four basic steps: 1 - Develop the “Pitch.” In this case, the Economic and Health Benefits of the Singing River Trail and this Master Plan are part of that pitch.

The Singing River Trail Director should work with local partners to apply for federal, state, and local grants to support implementation of the Trail. The grant list includes, but is not limited to: • Recreation Trails Program (RTP) • Land and Water Conservation Fund (LWCF)

2 - Make the “Ask.” 3 - Leverage a “Lead Gift.” First, a lead gift from a prominent and respected local project sponsor signifies the importance of the project throughout the entire community. Second, a lead gift is often used to leverage other private funds. Third, a lead gift may be used as a matching source of funding for public sector grants. 4 - Create an Invite List. Continue to build momentum by asking additional organizations.

Grantwriting

• Appalachian Regional Commission (ARC) • ALDOT Transportation Alternatives Program (TAP) • US Dept, of Commerce, Economic Development Administration (EDA) • USDA Rural Development Grants • FHWA BUILD Grants

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CHAPTER 5 implementation Framework

Funding Case Studies

Case Study

Razorback Greenway

Wolf River Greenway

In Northwest Arkansas, the Razorback Regional Greenway was conceived by the Northwest Arkansas Regional Planning Commission as a network of primarily on-road trails spanning the two-county region (Benton and Washington counties). In 2009, the Walton Family Foundation stepped in and spearheaded a public-private partnership that resulted in the development of a 36-mile, primarily off-road, world class regional greenway.

In Memphis, Tennessee, the 36-mile Wolf River Greenway has been the brainchild of the Wolf River Conservancy (a non-profit land trust based in Memphis) for more than 35 years. Using a traditional approach of relying on public sector leadership and funding to build the project, the Conservancy became frustrated with the glacial pace of greenway facility development – in 35 years, approximately 5 miles of trail had been completed. In 2014, the Conservancy decided to fund the development of 22 miles of the trail within the Memphis city limits using private sector funds. As of 2016, the Conservancy has raised approximately $40 million in support of facility development, with more than half of that coming from private sector sources. The Conservancy has then leveraged the private sector support to gain public sector support from the City of Memphis and Shelby County. The Conservancy expects to design, permit and build the entire 22 mile Memphis portion of the Greenway by 2019.

Carolina Thread Trail

The Razorback Regional Greenway was funded from a combination of public and private funds, including a USDOT TIGER 2 grant of $15 million, and a dollar for dollar gift from the Walton Family Foundation of $15 million. Other grant funds were added later bringing the total funding to more than $40 million. Without the lead gift from the Family Foundation, the project would never have happened. The Foundation based its gift on two community goals: 1) improve the health of local residents, and 2) support economic development throughout the region to keep Northwest Arkansas competitive for years to come. The 36mile Razorback Regional Greenway was officially completed and opened for use in May 2015. 8 8 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

For the Carolina Thread Trail in North Carolina, the “ask” came during a breakfast meeting of philanthropic and corporate groups. This invitation only breakfast generated more than $15 million in support.

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ORGANIZATIONAL FRAMEWORK Launch 2035 will work in close partnership with multiple agencies throughout the Singing River Trail acquisition, design, construction, and post-construction phases. When acquisition is necessary, Launch 2035 will work closely with the Land Trust of North Alabama to hold those lands. As Trail sections are completed, they will be turned over to the local governing agency (City, County, State, or Federal) where the Trail resides for maintenance and management.

Singing River Trail Land Use Committee

Board of Directors

RESPONSIBILITIES: Serve as liaison between Launch 2035 and partnering agency, contribute to public and stakeholder engagement, assist in funding strategies

RESPONSIBILITIES: Champion trail, develop trail, ensure trail is “world class,” seek funding, assist with land acquisition

PRINCIPAL PARTNER

Cities of Huntsville, Madison, Decatur, Athens; Counties of Madison, Limestone, Morgan

TARCOG, NARCOG, Decatur Area MPO, Huntsville Area MPO

PRINCIPAL PARTNER

State of Alabama and Federal Agencies

Foundations and Donors

RESPONSIBILITIES: Develop greenway as partner to Launch 2035, contribute funding, own and maintain after trail completed

RESPONSIBILITIES: Serve as funding agent for federally funded segments, assist in seeking federal and state funding, incorporate into planning

PRINCIPAL PARTNER

Land Trusts

RESPONSIBILITIES: Fund the Trail, seek other funding partners

RESPONSIBILITIES: Assist with land acquisition

PARTNER

Residents, Property Owners, and Developers

Chambers of Commerce/Business and Industry

Small Towns (Triana, Mooresville)

Schools, Universities, and Colleges

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CHAPTER 5 implementation Framework

BEGIN PHASE ONE PROJECTS (CHAPTER 4)

Typical Greenway Development Process

The projects identified in Chapter 4 should be begun as quickly as possible, to keep implementation moving. If it takes longer than anticipated to get operational funding and funding for design and construction, begin with lower-cost projects as possible (including temporary wayfinding signage installment).

The development process for trails will vary from community to community and from project to project, especially depending on the work already completed to-date for each segment of trail. Certain funding sources may have additional requirements, and some steps may occur simultaneously or in a different order. Still, it is useful to have a sense of the typical process and the main steps involved in trail development. The diagram below outlines these steps.

Flexibility is key as opportunities may arise in unexpected ways. For example, a city may have funding they want to immediately dedicate to a particular segment of the Singing River Trail that may benefit the city in multiple ways (even if not part of Phase One). Another example is a private entity wanting to immediately fund a segment of Trail that will positively impact their employees. In these cases, Launch 2035 and its partners should move to adjust the project schedule and implement those trail segments.

Operations, Management, Maintenance, Evaluation

Start Cycle for Priority Trail(s)

Confirm Routing with Landowners/ Stakeholders

Secure Env. Documentation & Funding for 30% Design

Grand Opening Event

Bidding, Procurement & Construction

ADOPT THE PLAN

Secure Funds for Acquisition, Full Design & Construction

Secure Permits/ Construction Authorization ROW Authorization, Acquisition, & Certification

9 0 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

Complete 30% Design & Update Construction Cost Estimates

100% Plan, Specification & Estimate (PS&E)

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CHAPTER 5 implementation Framework

Guidance for Greenway Operations and Management

Routine Operations and Maintenance Costs

An Operations and Maintenance Program could be developed by a regional coordinating entity, or by individual jurisdictions according to the facilities maintained by each of them. The maintenance costs that follow are provided for planning guidance only; agencies responsible for maintenance and operations should update budgets annually, as more accurate and local costs are available for reference over time. These budgets should take into account routine and remedial maintenance over the life cycle of the improvements, as well as ongoing administrative costs. The section below provides an overview of approximate costs for basic bicycle, pedestrian and greenway trail operations and maintenance services. The estimates include field labor, materials, equipment and administrative costs. These costs vary, depending upon the facility to be maintained, level of use, location, and standard of maintenance.

While actual costs will vary depending upon a number of factors, such as future availability of water and labor rates, the estimates can provide a general idea of potential operations and maintenance obligations. Following are typical annual costs for key components: • Shared-Use/Greenway Trails: Crew sizes tend to range from 0.5 to 5 full time employees (FTE’s) per 10 miles of offstreet trail. A guideline for consideration is to have at least one FTE per 15 miles of trail. Annual routine maintenance costs may range from less than $3,000 to over $7,000 per mile. Routine cleanup and monitoring of facility conditions are often handled by volunteers and maintenance crews. • On-Street Bicycle Facilities: In absence of specific maintenance agreements, bicycle lanes, shared lane markings, separated bikeways, and other on-street facilities should be maintained as part of the roadway environment, by either local, county, or state agencies, depending on ownership. Some provision should be made for regular inspections, to include minor repair or replacement of signs, vegetation grooming and other items that an inspector could remedy in the field. Additional attention should be paid

to debris, potholes, pavement damage, and other obstacles to safe on-street bicycling. Some additional sweeping will be required where bicycle lanes and wider shoulders are provided along roads that regularly collect debris in the path of bicyclists. Some communities use newly developed apps for smartphones that allow users to easily report geocoded maintenance issues. • Pedestrian Facilities (On Road Sidewalk/ Sidepath): In many cities, the public works department maintains sidewalk facilities on locally owned streets. Local property owners or homeowner associations could be made more responsible for routine maintenance of sidewalks with the municipal public works departments responsible for more significant repairs. Crosswalks, pedestrian signals, curb ramps, median crossing islands, and other pedestrian facilities should be maintained as part of the roadway environment, depending on right-of-way ownership. It is recommended that state DOTs maintain all sidewalks on state rights of way. Maintaining these pedestrian facilities is an important part of maintaining the complete right of way for all users. Cracks, surface defects, tree root damage, and other problems should be identified on a regular basis and fixed to ensure that sidewalks remain accessible to all types of pedestrians.

DONOR RECOGNITION PROGRAM Donors of all levels can be recognized through a variety of methods including off-site recognition (thank you letters, awards, publicity, events, commemorative items, mementos, and newsletters) and on-site recognition (signs, recognition boards/walls, permanent plaques, landscape features, public art, bench engravings, etc.) On-site recognition often is placed at trailheads and highly-visible locations. In some cases, donors do not wish to be recognized and that should be respected as well. Typically, different levels of contribution can be recognized. The Singing River Trail Coordinator and Program Manager should establish this program as an early action item once the Master Plan is complete.

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CHAPTER 5 implementation Framework

Remedial Operations and Maintenance Costs

• Shared-Use/Greenway Trails (and Sidepaths): A 7-to-15-year life is assumed for asphalt and crushed fine trails after which an overlay may be required. A complete resurfacing after 20-25 years is anticipated. Concrete is assumed to last twice as long.

Toolbox for Greenway Right-of-Way Acquisition

• Pedestrian Facilities (Sidewalk): Sidewalks should be constructed with concrete, which requires replacement in 50 to 75 years.

• Bridges, tunnels, retaining walls and other heavy infrastructure are assumed to have a 100-year life or longer. • On-road Bicycle Facilities: Remedial work for on-road bicycle facilities includes asphalt repaving (5’ on either side of the street for a two-way bike route, total 10’ width) along with curb and gutter, sewer-grate and manhole repair. Pothole and crack repair are considered routine. Pavement markings, such as bicycle lane lines, bicycle stencil markings, and edgelines should be re-installed when other roadway pavement markings are improved. The cost of this work is often covered as part of the overall street maintenance regime, yet it should not be assumed to be covered; local bicycle and pedestrian planners and advocates should monitor street resurfacing and reconstruction project to ensure that bicycle facilities and bicycle facility repair is included in overall street maintenance.

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There are many different ways to secure right-of-way for trails and to protect green spaces, most of which require coordination between land trusts, landowners, and land use planners. The following text provides a list of options that could be considered. Partnerships

Local government agencies could pursue partnerships with land trusts and land managers to make more effective use of their land acquisition funds and strategies. The following offers recommendations on how these partnerships could be strengthened: • Land Trusts: Land trust organizations are valuable partners when it comes to acquiring land and rights-of-way for trails and green space. These groups can work directly with landowners and conduct their business in private so that sensitive land transactions are handled in an appropriate manner. Once the transaction has occurred, the land trust will usually convey the acquired land or easement to a public agency, such as a town or county for permanent stewardship and ownership.

• Private Land Managers: Another possible partnership that could be strengthened would be with the utility companies that manage land throughout the region. Trails and greenways can be built on rights-of-ways that are either owned or leased by electric and natural gas companies. Electric utility companies have long recognized the value of partnering with local communities, non-profit trail organizations, and private landowners to permit their rights-ofways to be used for trail development. This has occurred throughout the United States. Local government agencies should actively update and maintain relationships with private utility and land managers to ensure that parts of the regional trail network can be accommodated within these rightsof-way. The respective municipalities will need to demonstrate to these companies that maintenance will be addressed, liability will be reduced and minimized, and access to utility needs will be provided (and in many cases made easier via paved trail).

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Government Regulation

Regulation is defined as the government’s ability to control the use and development of land through legislative powers. Regulatory methods help shape the use of land without transferring or selling the land. The following types of development ordinances are regulatory tools that can meet the challenges of growth and development while also conserving and protecting green space resources. • Growth Management Measures (Concurrency): Concurrency based development approaches to growth management simply limit development to areas with adequate public infrastructure. This helps regulate urban sprawl, provides for quality of life in new development, and can help protect open space. In the famous case, Golden v. Planning Board of the Town of Ramapo (1972), the Town initiated a zoning ordinance making the issue of a development permit contingent on the presence of public facilities such as utilities and parks. This was upheld in Court and initiated a wave of slow-growth management programs nationwide. This type of growth management can take the form of an adequate public facilities ordinance. • Performance Zoning: Performance zoning is zoning based on standards that

establish minimum requirements or maximum limits on the effects or characteristics of a use. This is often used for the mixing of different uses to minimize incompatibility and improve the quality of development. For example, how a commercial use is designed and functions determines whether it could be allowed next to a residential area or connected to a greenway. • Incentive Zoning (Dedication/ Density Transfers): This mechanism allows trails to be dedicated for density transfers on development of a property. The potential for improving or subdividing part or all of a parcel 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 as transfer deeds. • Conservation Zoning: This mechanism recognizes the problem of reconciling different, potentially incompatible land uses by preserving natural areas, open

spaces, waterways, and/or greenways that function as buffers or transition zones. It can also be called buffer or transition zoning. This type of zoning, for example, can protect waterways by creating buffer zones where no development can take place. Care must be taken to ensure that the use of this mechanism is reasonable and will not destroy the value of a property. • Overlay Zoning: An overlay zone and its regulations are established in addition to the zoning classification and regulations already in place. These are commonly used to protect natural or cultural features such as historic areas, unique terrain features, scenic vistas, agricultural areas, wetlands, stream corridors, and wildlife areas. • Negotiated Dedications: This type of mechanism allows municipalities to negotiate with landowners for certain parcels of land that are deemed beneficial to the protection and preservation of specific stream corridors. This type of mechanism can also be exercised through dedication of greenway lands when a parcel is subdivided. Such dedications would 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.

• Reservation of Land: This type of mechanism 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 6 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. • Planned Unit Development: A planned unit development allows a mixture of uses. It also allows for flexibility in density and dimensional requirements, making clustered housing and common open space along with addressing environmental conditions a possibility. It emphasizes more planning and can allow for open space and greenway development and connectivity. • Cluster Development: Cluster development refers to a type of development with generally smaller lots and homes close to one another. Clustering can allow for more units on smaller acreages of land, allowing for larger percentages of the property to be used for open space and greenways.

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Land Management

Management is a method of conserving the resources of a specific green space parcel by an established set of policies called management plans for publicly owned greenway land or through easements with private property owners. Property owners who grant easements retain all rights to the property except those which have been described in the terms of 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 the 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 perpetually. • Management Plans: The purpose of a management plan is to establish legally binding contracts which define the specific use, treatment, and protection for publicly owned greenway lands. 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 longterm action plans for the treatment and protection of greenway lands.

Acquisition

• Conservation Easement: This type of easement generally establishes permanent limits on the use and development of land to protect the natural resources of that land. When public access to the easement is desired, a clause defining the conditions of public access can be added to the terms of the easement. Dedicated conservation easements can qualify for both federal income tax deductions and state tax credits. Tax deductions are allowed by the Federal government for donations of certain conservation easements. The donation may reduce the donor’s taxable income. • Preservation Easement: This type of easement is intended to protect the historical integrity of a structure or important elements in the landscape by sound management practices. When public access to the easement is desired, a clause defining the conditions of public access can be added to the terms of the easement. Preservation easements may qualify for the same federal income tax deductions and state tax credits as conservation easements. • Public Access Easements: This type of easement grants public access to a specific parcel of property when a conservation or preservation easement

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is not necessary. The conditions of use are defined in the terms of the public access easement. • Riparian Easement: This type of conservation easement provides protection only to streamside lands. This is an effective tool for protecting areas important to instream and upland wildlife habitats, flood control, streambank erosion reduction, and water quality protection. Protected areas can function effectively as part of local and regional watershed protection plans.

Acquisition requires land to be donated or purchased by a government body, public agency, trail manager, or qualified conservation organization. • Donation or Tax Incentives: In this type of acquisition, a government body, public agency, or qualified conservation organization agrees to receive the full title or a conservation easement to a parcel of land at no cost or at a “bargain sale” rate. The donor is then eligible to receive a federal tax deduction of up to 30 to 50 percent of their adjusted gross income. Additionally, some states offer tax credits for a percent of the property’s fair market value. Any portion of the fair market value not used for tax credits is often deducted as a charitable contribution. Also, property owners may be able to avoid any inheritance taxes, capital gains taxes, and recurring property taxes. • Fee Simple Purchase: This is a common method of acquisition where a local government agency or private trail or green space manager 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, and to alienate or sell land.

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• Easement Purchase: This type of acquisition 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 that the full title value. • Purchase / Lease Back: A local government agency or private greenway organization can purchase a piece of land and then lease it back to the seller for a specified period of time. This lease may contain restrictions regarding the development and use 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 the donation of the property as an income tax deduction. • Installment Sale: An installment sale is a sale of property at a gain where at least one payment is to be received after the tax year in which the sale occurs. These are valuable tools to help sellers defer capital gains tax. This provides

a potentially attractive option when purchasing land for open space from a possible seller. • Option / First Right of Refusal: A local government agency or private organization establishes 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 the greenway resource. • Purchase of Development Rights: A voluntary purchase of development rights 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. • Land Banking: Land banking involves land acquisition in advance of expanding urbanization. The price of an open space parcel prior to development pressures is more affordable to a jurisdiction seeking to preserve open space. A municipality

or county might use this technique to develop a greenbelt or preserve key open space or agricultural tracts. The jurisdiction should have a definite public purpose for a land banking project. • Condemnation: The practice of condemning private land for use as a greenway is viewed as a last resort policy. Using condemnation to acquire property or property rights can be avoided if private and public support for the greenway program is present. Condemnation is seldom used for the purpose of dealing with an unwilling property owner. In most cases, condemnation has been exercised when there has been an absentee property ownership, when the title of the property is not clear, or when it becomes apparent that obtaining the consent for purchase would be difficult because there are numerous heirs located in other parts of the United States or different countries.

community’s claim about the property’s value has been prepared and offered to the property owner; 3) 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 of compensation and has rejected all offers; and 4) due to the ownership of the property, the timeframe 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 community has deemed it necessary to exercise eminent domain.

• Eminent Domain: The right of exercising eminent domain should be done with caution by the community and only if the following conditions exist: 1) the property is valued by the community as an environmentally sensitive parcel of land, significant natural resource, or critical parcel of land, and as such has been defined by the community as irreplaceable property; 2) written scientific justification for the S I NG I NG R I VE R T R AI L M AST E R P LAN / 9 5

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“The planned Singing River Trail is a key resource for the future of North Alabama, and will help us attract not only new customers visiting the area for the first time to enjoy it from a new perspective, but even more importantly the active people we need to keep our creative enterprise running and growing. We fully support the development of this beautiful public resource.” Bruce Weddendorf, Straight to Ale Brewery

Appendix A: Design Guidelines Overview The vision of this Master Plan is to create a “world class resource.” The Singing River Trail will connect major destinations and downtowns that draw people already. The trail’s linear experience between destinations must also be a destination, in and of itself, that creates a feeling of uniqueness, comfort, and safety. You will know when you are on The Singing River Trail. The trail corridor and amenities are important to the world-class experience of the Singing River Trail. Just as the logo has become symbolic of the trail, the trail and its amenities become the breadcrumbs of recognizable forms, patterns, texture, color, and rhythm that contribute to a consistent brand expression of safety, comfort, legibility, and community pride. Since the Singing River traverses a range of landscapes, it is essential to provide a pattern of experiences that reflect the local color and context of natural, suburban, and urban settings within 9 6 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

North Alabama. This Design Guide will build upon the trail amenities, wayfinding, and character of North Alabama to create a framework for the trail system as it is built out over time. One of the most important functions of the Singing River brand is to provide a cohesive look and feel for materials and messaging.

National Guidance The following standards and guidelines are referred to in this guide: • The Federal Highway Administration’s (FHWA) Manual on Uniform Traffic Control Devices (MUTCD) defines the standards used by road managers nationwide to install and maintain traffic control devices on all public streets, highways, bikeways, and private roads open to public traffic

The MUTCD is the primary source for guidance on lane striping requirements, signal warrants, and recommended signage and pavement markings. • American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities (2012) provides guidance on dimensions, use, and layout of specific bicycle facilities. • The National Association of City Transportation Officials’ (NACTO) Urban Bikeway Design Guide (2012) is the newest publication of nationally recognized bikeway design standards, and offers guidance on the current state of the practice designs. • The AASHTO A Policy on Geometric Design of Highways and Streets (2011) commonly referred to as the “Green Book,” contains the current design research and practices for highway and street geometric design.

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guiding principles of design continuity, connectivity + accessibility The Singing River Trail should be a continuous non-motorized multi-use pathway, where possible, accommodating all user types. When the trail must follow a roadway right-of-way, the trail should experience the greatest separation from vehicular traffic possible. This trunk line will connect directly to residential, commercial, and natural areas, with seamless and accessible connections to on-street facilities and secondary trails.

connectivity

trail experience Trail design must be sensitive to the perspective of the visitor to promote use, enjoyment and a sense of stewardship and pride along the trail as a park space. This includes considering the impact on the five senses of the users and providing diverse and choreographed experiences. The trail corridor should ensure safety, provide visual interest, and stimulate the senses. Where feasible, the Singing River Trail should include passive areas along the trail for respite, socializing, and the enjoyment of public art.

resource stewardship, compatibility + sustainability

experience

Wherever and whenever feasible, use resilient materials that are responsibly sourced. Consider furnishings that are non-polluting, conserve energy, and use natural, recycled or recyclable materials.

public awareness + trail identity The Singing River Trail will have a strong local and regional identity as a model for design excellence. The trail will be a centerpiece for the regionâ&#x20AC;&#x2122;s recreation and transportation, resulting in trail-oriented development and green space preservation.

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universal access on trails DESCRIPTION The trail must meet accessibility guidelines to ensure that paths, street crossings, signals, and other facilities for pedestrian and bicyclist circulation and use are readily accessible to and usable by those with disabilities.

TYPICAL APPLICATION Constructing outdoor shared-use paths and trails may have limitations that make meeting ADA guidelines difficult and sometimes prohibitive. Prohibitive impacts include harm to significant cultural or natural resources; a significant change in the intended purpose of the trail; requirements of construction methods that are against federal, state, or local regulations; or terrain characteristics that prevent compliance.

GUIDELINES • Path surfaces must be firm, stable surfaces, and are generally limited to hard surface such as asphalt, concrete, wood, and compacted gravel. Some surface materials must be periodically maintained to meet accessibility requirements. • The path running slope must be less than 5% without use of landings. Design with a 4.5% running slope target is recommended to account for variation in construction tolerances. Where the shared use path is contained within a street or highway border, its grade shall not exceed the general grade established for the adjacent street or highway. • The path cross slope must not exceed 2%. Design with a 1.5% cross slope target is recommended to account for variation in construction tolerances. • Paths must provide a 5 ft (1.5 m) minimum clear width to serve as an accessible pedestrian access route. A minimum clear width is 4 ft is acceptable if passing spaces are provided every 200 ft. Most shared used paths designed for bicycle access will meet this requirement (PROWAG 2011). • On trails designated as accessible, provide rest areas or widened areas on the trail, optimally at every 300 feet. • The trail surface should be solid, free of obstacles and tripping hazards. Trail edge vegetation/screening, and signage should be maintained and located so as not to present obstacles for visually impaired trail users.

FURTHER CONSIDERATIONS • Trailhead signage should provide accessibility information, such as trail gradient/profile, distances, tread conditions, location of drinking fountains, and rest stops. • At trailheads there should be at least one accessible parking area per every 25 vehicle spaces. (Above) Some gravel and crushed fine material trail types are considered to be ADA-compliant. Source: National Trails Training Partnership 9 8 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

• Trail amenities, drinking fountains and pedestrian-actuated push buttons should be placed no higher than four feet off the ground.

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Trail Typologies TYPES

Off-Road

The preferred typology for the Singing River Trail, off-road segments are separated from roadways and provide the ultimate user experience.

Off-Road Trail Treatments This is the preferred trail typology for the Singing River Trail. With the goal of attracting large segments of the population and tourists, off-road trails provide a low-stress and enjoyable journey. Off-road trails may be separated from the roadway completely, following waterways or utility easements. In some cases, they may parallel a roadway (sidepath). Depending on the surrounding land use and land regulations, the trail may be paved or unpaved. The preferred surface is paved for the Singing River Trail to accommodate the widest range of users. However, in locations like Wheeler Wildlife Refuge, the trail must remain unpaved – however, unpaved conditions can be established as flat and stable for the wide majority of the population. For purposes of this master plan, off-road trails may be broken down into the following classifications: • Shared-use path (not in roadway right-of-way) (PREFERRED OFF-ROAD) • Shared-use sidepath (in roadway right-of way)

On-Road

• Unpaved shared-use path

Some segments of the Singing River Trail will fall within an existing roadway to allow for a continuous, long-distance trail where off-road trails are not possible.

Intersection Treatments

The Singing River Trail must have comfortable, safe accommodations for crossing roadways so that the majority of the population will make the journey.

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Shared-Use Path (Singing River Trail Preferred) Shared use paths can provide a desirable facility, particularly for recreation, and users of all skill levels preferring separation from traffic. Shared-use paths should generally provide directional travel opportunities not provided by existing roadways.

A B

TYPICAL APPLICATION • In utility corridors, such as powerline and sewer corridors. • In active rail corridors, trails can be built adjacent to active railroads (referred to as Rails-with-Trails. • In waterway corridors, such as along canals, drainage ditches, rives and beaches. • In abandoned rail corridors (commonly referred to as Rails-to-Trails or Rail-Trails).

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DESIGN FEATURES WIDTH

A • 8 ft is the minimum allowed for a two-way shared-use path and is only recommended for low traffic situations. • 10 ft is recommended in most situations and will be adequate for moderate to heavy use (this is the preferred minimum for Singing River Trail). • 12 ft is recommended for heavy use situations with high concentrations of multiple users. A separate track (5’ minimum) can be provided for pedestrian use.

LATERAL CLEARANCE

B • A 2 ft or greater shoulder on both sides of the path should be provided. An additional ft of lateral clearance (total of 3’) is required by the MUTCD for the installation of signage or other furnishings.

• If bollards are used at intersections and access points, they should be colored brightly and/or supplemented with reflective materials to be visible at night.

OVERHEAD CLEARANCE • Clearance to overhead obstructions should be 8 ft minimum, with 10 ft recommended.

STRIPING • When striping is required, use a 4 inch dashed yellow centerline stripe with 4 inch solid white edge lines. • Solid centerlines can be provided on tight or blind corners, and on the approaches to roadway crossings.

FURTHER CONSIDERATIONS The provision of a shared use path adjacent to a road is not a substitute for the provision of on-road accommodation such as paved shoulders or bike lanes, but may be considered in some locations in addition to on-road bicycle facilities.

CRASH REDUCTION Shared use paths reduce injury rates for cyclists, pedestrians, and other non-motorized modes by 60 percent compared with on street facilities.1 1Teschke, Kay. Route Infrastructure and the Risk of Injuries to Bicyclists. American Public Health Association. December 2012.

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Sidepath Shared use paths along roadways, also called sidepaths, are a type of path that run adjacent to a street.

TYPICAL APPLICATION • Along roadways.

DESIGN FEATURES • Guidance for sidepaths should follow that for general design practices of shared use paths. • A high number of driveway crossings and intersections create potential conflicts with turning traffic. Consider alternatives to sidepaths on streets with a high frequency of intersections or heavily used driveways. • Where a sidepath terminates, special consideration should be given to transitions so as not to encourage unsafe wrong-way riding by bicyclists.

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CROSSING APPROACHES Adjacent Crossing - A separation of 6 feet emphasizes the conspicuity of riders at the approach to the crossing.

Minimum 6’ setback from roadway

Setback Crossing - A set back of 25 feet separates the path crossing from

merging/turning movements that may be competing for a driver’s attention. Yield line placed 6’ from crosswalk

Stop bar placed 6’ from crosswalk

Yield line placed 6’ from crosswalk

W11-15, W16-7P used in conjunction with yield lines

Stop bar placed 25’ from crossing

W11-15, W16-7P used in conjunction with yield lines

FURTHER CONSIDERATIONS • Crossing design should emphasize visibility of users and clarity of expected yielding behavior. Crossings may be STOP or YIELD controlled depending on sight lines and bicycle motor vehicle volumes and speeds. • The provision of a shared use path adjacent to a road is not a substitute for the provision of on-road accommodation such as paved shoulders or bike lanes, but may be considered in some locations in addition to on-road bicycle facilities. • To reduce potential conflicts in some situations, it may be better to place one-way sidepaths on both sides of the street.

CRASH REDUCTION Sidepaths perform similarly to shared use paths, which reduce injury rates for cyclists, pedestrians, and other non-motorized modes by 60 percent compared with on street facilities.1 1Teschke, Kay. Route Infrastructure and the Risk of Injuries to Bicyclists. American Public Health Association. December 2012.

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Unpaved Shared-Use Path New shared use paths must meet accessibility guidelines to ensure that paths, street crossings, signals, and other facilities for pedestrian circulation and use are readily accessible to and usable by pedestrians with disabilities.

TYPICAL APPLICATION

DESIGN FEATURES

• Natural surface trails are a low-impact solution and found in areas with limited development or where a more primitive experience is desired.

• Trails can vary in width from 18 inches to 6 ft or greater; vertical clearance should be maintained at 9ft above grade.

• Consider implications for accessibility when weighing options for surface treatments.

• Trail surface can be made of dirt, rock, soil, forest litter, or other native materials. Some trails use crushed stone (a.k.a. “crush and run”) that contains about 4 percent fines by weight, and compacts with use.

• Base preparation varies from machine-worked surfaces to those worn only by usage.

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On-Road Trail Treatments In order to construct a long-distance trail, it is necessary for some trail segments to be on-road. While not the preferred option for the Singing River Trail, on-road trails allow for a continuous, connected trail. It should be noted that major United States greenways such as the East Coast Greenway, Empire State Trail, and Razorback Greenway all have substantial on-road sections, despite their vision of being entirely off-road. This is a result of challenging landscapes, difficulty obtaining easements, or on-road connections being the only feasible option. For purposes of this master plan, on-road trails may be broken down into the following classifications: • Two-way separated bikeway with sidewalk (PREFERRED ON-ROAD) • One-way separated bikeway with sidewalk • Buffered bike lanes with sidewalk • Bicycle boulevards

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Two-Way Separated Bicycle Lanes (Singing River Trail On-Road Preferred Option) Two-Way Separated Bicycle Lanes are bicycle facilities that allow bicycle movement in both directions on one side of the road. Two-way separated bicycle lanes share some of the same design characteristics as one-way separated bicycle lanes, but may require additional considerations at driveway and side-street crossings. For purposes of the Singing River Trail, two-way separated bike lanes should be paired with a sidewalk for pedestrians.

TYPICAL APPLICATION • Works best on the left side of one-way streets. • Streets with high motor vehicle volumes and/or speeds. • Streets with high bicycle volumes. • Streets with a high incidence of wrong-way bicycle riding. • Streets with few conflicts such as driveways or cross-streets on one side of the street. • Streets that connect to shared use paths. 1 0 6 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

DESIGN FEATURES

A • 12 ft operating width preferred (10 ft minimum) width for two-way facility. • In constrained environment, an 8 ft minimum operating width may be considered.

B • Adjacent to on-street parking, a 3 ft minimum width channelized buffer or island shall be provided to accommodate opening doors (NACTO, 2012) (MUTCD 3H.01, 3I.01). • A separation narrower than 5 ft may be permitted if a physical barrier is present (AASHTO, 2013). • Additional signalization and signs may be necessary to manage conflicts.

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TWO-WAY SEPARATED BICYCLE LANES

A two-way facility can accommodate cyclists in two directions of travel.

FURTHER CONSIDERATIONS • On-street bike lane buffers and barriers are covered in the MUTCD as preferential lane markings (section 3D.01) and channelizing devices, including flexible delineators (section 3H.01). Curbs may be used as a channeling device, see the section on islands (section 3I.01). • A two-way separated bike lane on one way street should be located on the left side. • A two-way separated bike lane may be configured at street level or as a raised separated bicycle lane with vertical separation from the adjacent travel lane. • Two-way separated bike lanes should ideally be placed along streets with long blocks and few driveways or mid-block access points for motor vehicles.

CRASH REDUCTION

CONSTRUCTION COSTS

A study of bicyclists in two-way separated facilities found that accident probability decreased by 45 percent at intersections where the separated facility approach was detected between 2-5 meters from the side of the main road and when bicyclists had crossing priority at intersections. (CMF ID: 3034) Installation of a two-way separated bike lane 0-2 meters from the side of the main road resulted in an increase in collisions at intersections by 3 percent (CMF ID: 4033).

The implementation cost is low if the project uses existing pavement and drainage, but the cost significantly increases if curb lines need to be moved. A parking lane is the low-cost option for providing a barrier. Other barriers might include concrete medians, bollards, tubular markers, or planters.

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One-Way Separated Bicycle Lanes When retrofitting separated bike lanes onto existing streets, a one-way street-level design may be most appropriate. This design provides protection through physical barriers and can include flexible delineators, curbs, on-street parking or other barriers. A street level separated bike lane shares the same elevation as adjacent travel lanes. For purposed of the Singing River Trail, sidewalks should be paired with one-way separated bicycle lanes for pedestrian use.

B C

A TYPICAL APPLICATION

DESIGN FEATURES

• Street retrofit projects with limited funds for relating curbs and drainage. A • Pavement markings, symbols and/or arrow markings must be placed at the beginning of the separated bike lane and at intervals along the facility (MUTCD 9C.04). • Streets with high motor vehicle volumes and/or speeds and high bicycle volumes. • Streets for which conflicts at intersections can be effectively mitigated using parking lane setbacks, bicycle markings through the intersection, and other signalized intersection treatments. • Appropriate for most riders on most streets. 1 0 8 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

B • 7 ft width preferred (5 ft minimum). C • 3 ft minimum buffer width adjacent to parking. 18 inch minimum adjacent to travel lanes (NACTO, 2012). Channelizing devices should be placed in the buffer area. • If buffer area is 4 ft or wider, white chevron or diagonal markings should be used.

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STREET LEVEL SEPARATED BICYCLE LANES

Street Level Separated Bicycle Lanes can be separated from the street with parking, planters, bollards, or other design elements.

FURTHER CONSIDERATIONS • Separated bike lane buffers and barriers are covered in the MUTCD as preferential lane markings (section 3D.01) and channelizing devices (section 3H.01). Curbs may be used as a channeling device, see the section on islands (section 3I.01). • A retrofit separated bike lane has a relatively low implementation cost compared to road reconstruction by making use of existing pavement and drainage and by using parking lane as a barrier. • Gutters, drainage outlets and utility covers should be designed and configured as not to impact bicycle travel. • Special consideration should be given at transit stops to manage bicycle & pedestrian interactions.

CRASH REDUCTION

CONSTRUCTION COSTS

A before and after study in Montreal of physically separated bicycle lanes shows that this type of facility can result in a crash reduction of 74 percent for collisions between bicyclists and vehicles. (CMF ID: 4097) In this study, there was a parking buffer between the bike facility and vehicle travel lanes. Other studies have found a range in crash reductions due to SBL, from 8 percent (CMF ID: 4094) to 94 percent (CMF ID: 4101).

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Separation Methods Separated bikeways may use a variety of vertical elements to physically separate the bikeway from adjacent travel lanes. Barriers may be robust constructed elements such as curbs, or may be more interim in nature, such as flexible delineator posts.

DELINEATOR POSTS

CONCRETE BARRIER

PARKING STOPS

4 in Minimum Height 4 in Minimum Height 6 ft Typical 10 ft - 40 ft Typical Spacing 10 ft - 40 ft Typical Spacing

6 ft Typical

RAISED MEDIA

6 in Typical Curb Height 6 in Typical Continuous Curb Height (Can allow drainage gaps) Continuous (Can allow drainageStrips gaps) Planting

RAISED LANE

3 ft Typical Minimum

3 in - 6 in Height Typical 3 in - 6 in Height Typical

16 in Preferred Minimum

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1 ft - 2 ft Typical

2 ft Preferred Minimum 2 ft Preferred Minimum

Appropriate barriers for retrofit projects:

• Parked Cars • Flexible delineators • Bollards • Planters • Parking stops

1 ft - 2 ft Typical

PLANTERS 1 to 2 ft Shy distance 1 to 2 ft Shy distance Maintain consistent space Maintain between consistent planters space between planters

(optional)

Planting Strips (optional) 16 in Preferred Minimum

6 ft Spacing (variable)

Continuous Spacing 3 ft Typical Minimum

3 ft Preferred 3 ft Preferred

6 ft Spacing (variable)

Continuous Spacing

TYPICAL APPLICATION

3 ft Typical 3 ft Typical

Appropriate barriers for reconstruction projects:

• Curb separation • Medians • Landscaped Medians • Raised separated bike lane with vertical or mountable curb • Pedestrian Safety Islands

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BIKEWAY SEPARATION METHODS

Raised separated bikeways are bicycle facilities that are vertically separated from motor vehicle traffic.

DESIGN FEATURES • Maximize effective operating space by placing curbs or delineator posts as far from the through bikeway space as practicable. • Allow for adequate shy distance of 1 to 2 ft from vertical elements to maximize useful space. • When next to parking, allow for 3 ft of space in the buffer space to allow for opening doors and passenger unloading. • The presences of landscaping in medians, planters and safety islands increases comfort for users and enhances the streetscape environment.

FURTHER CONSIDERATIONS • Separated bikeway buffers and barriers are covered in the MUTCD as preferential lane markings (section 3D.01) and channelizing devices (section 3H.01). Curbs may be used as a channeling device, see the section on islands (section 3I.01). • With new roadway construction a raised separated bikeway can be less expensive to construct than a wide or buffered bicycle lane because of shallower trenching and sub base requirements. • Parking should be prohibited within 30 ft of the intersection to improve visibility.

CRASH REDUCTION

CONSTRUCTION COSTS

A before and after study in Montreal of separated bikeways shows that this type of facility can result in a crash reduction of 74 percent for collisions between bicyclists and vehicles. (CMF ID: 4097) In this study, there was a parking buffer between the bike facility and vehicle travel lanes. Other studies have found a range in crash reductions due to SBL, from 8 percent (CMF ID: 4094) to 94 percent (CMF ID: 4101).

Separated bikeway costs can vary greatly, depending on the type of material, the scale, and whether it is part of a broader construction project.

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Buffered Bicycle Lanes Buffered bike lanes are conventional bicycle lanes paired with a designated buffer space, separating the bicycle lane from the adjacent motor vehicle travel lane and/or parking lane. For purposes of the Singing River Trail, buffered bicycle lanes should be paired with sidewalks for pedestrians.

TYPICAL APPLICATION

DESIGN FEATURES

• Anywhere a conventional bike lane is being considered.

A• The minimum bicycle travel area (not including buffer) is 5 ft wide.

• On streets with high speeds and high volumes or high truck volumes.

B • Buffers should be at least 2 ft wide. If buffer area is 4 ft or wider, white

• On streets with extra lanes or lane width. • Appropriate for skilled adult riders on most streets.

chevron or diagonal markings should be used.

• For clarity at driveways or minor street crossings, consider a dotted line. • There is no standard for whether the buffer is configured on the parking side, the travel side, or a combination of both.

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BUFFERED BICYCLE LANE

The use of pavement markings delineates space for cyclists to ride in a comfortable facility.

FURTHER CONSIDERATIONS • Color may be used within the lane to discourage motorists from entering the buffered lane. • A study of buffered bicycle lanes found that, in order to make the facilities successful, there needs to also be driver education, improved signage and proper pavement markings.1 • On multi-lane streets with high vehicle speeds, the most appropriate bicycle facility to provide for user comfort may be physically separated bike lanes. • NCHRP Report #766 recommends, when space in limited, installing a buffer space between the parking lane and bicycle lane where on-street parking is permitted rather than between the bicycle lane and vehicle travel lane.2 1 Monsere, C.; McNeil, N.; and Dill, J., “Evaluation of Innovative Bicycle Facilities: SW Broadway Cycle Track and SW Stark/Oak Street Buffered Bike Lanes. Final Report” (2011).Urban Studies and Planning Faculty Publications and Presentations. 2 National Cooperative Highway Research Program. Report #766: Recommended Bicycle Lane Widths for Various Roadway Characteristics.

CRASH REDUCTION

CONSTRUCTION COSTS

A before and after study of buffered bicycle lane installation in Portland, OR found an overwhelmingly positive response from bicyclists, with 89 percent of bicyclists feeling safer riding after installation and 91 percent expressing that the facility made bicycling easier.3

The cost for installing buffered bicycle lanes will depend on the implementation approach. Typical costs are $16,000 per mile for restriping. However, the cost of large-scale bicycle treatments will vary greatly due to differences in project specifications and the scale and length of the treatment.

3 National Cooperative Highway Research Program. Report #766: Recommended Bicycle Lane Widths for Various Roadway Characteristics.

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Bicycle Boulevards Bicycle boulevards are low-volume, low-speed streets modified to enhance bicyclist comfort by using treatments such as signage, pavement markings, traffic calming and/or traffic reduction, and intersection modifications. These treatments allow through movements of bicyclists while discouraging similar through-trips by non-local motorized traffic. For purposes of the Singing River Trail, bicycle boulevards may be short-term, interim solutions or short connections to shared-use paths. Sidewalks are needed for Singing River Trail pedestrians.

A TYPICAL APPLICATION • Parallel with and in close proximity to major thoroughfares (1/4 mile or less). • Follow a desire line for bicycle travel that is ideally long and relatively continuous (2-5 miles). • Avoid alignments with excessive zigzag or circuitous routing. The bikeway should have less than 10 percent out of direction travel compared to shortest path of primary corridor. • Streets with travel speeds at 25 mph or less and with traffic volumes of fewer than 3,000 vehicles per day. 1 1 4 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

DESIGN FEATURES

A• Signs and pavement markings are the minimum treatments necessary to designate a street as a bicycle boulevard.

B • Implement volume control treatments based on the context of

the bicycle boulevard, using engineering judgment. Target motor vehicle volumes range from 1,000 to 3,000 vehicles per day.

C • Intersection crossings should be designed to enhance safety and minimize delay for bicyclists.

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BICYCLE BOULEVARDS

TRAFFIC CALMING

Bicycle boulevards are established on streets that improve connectivity to key destinations and provide a direct, low-stress route for bicyclists, with low motorized traffic volumes and speeds, designated and designed to give bicycle travel priority over other modes.

Streets along classified neighborhood bikeways may require additional traffic calming measures to discourage through trips by motor vehicles.

FURTHER CONSIDERATIONS Bicycle boulevard retrofits to local streets are typically located on streets without existing signalized accommodation at crossings of collector and arterial roadways. Without treatments for bicyclists, these intersections can become major barriers along the bicycle boulevard and compromise safety. Traffic calming can deter motorists from driving on a street. Anticipate and monitor vehicle volumes on adjacent streets to determine whether traffic calming results in inappropriate volumes. Traffic calming can be implemented on a trial basis.

CRASH REDUCTION

CONSTRUCTION COSTS

In a comparison of vehicle/cyclist collision rates on traffic-calmed side streets signed and improved for cyclist use, compared to parallel and adjacent arterials with higher speeds and volumes, the bicycle boulevard is found to have a crash reduction factor of 63 percent, with rates two to eight times lower when controlling for volume (CMF ID: 3092).

Costs vary depending on the type of treatments proposed for the corridor. Simple treatments such as wayfinding signage and markings are most cost-effective, but more intensive treatments will have greater impact at lowering speeds and volumes, at a higher cost.

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APPENDIX

Intersection (Crossing) Treatments As trails traverse landscapes, they inevitably must cross roadways, waterways, and railroads. The treatment of roadway crossings is essential for providing safe and comfortable trail crossings. Most Singing River Trail crossings will be at-grade; however, some crossings must be underpasses or overpasses to truly provide a safe and separated experience. Engineering judgment should be used to determine the appropriate treatment based on number of travel lanes, traffic volumes, and sight distance. In all cases, the most comfortable and safe option is preferred for the Singing River Trail. For purposes of this master plan, crossing treatments may be broken down into the following classifications: • Marked Crossings • Median Crossings • Active Enhanced Crossings (Beacons) • Full Traffic Signal Crossings

PEDESTRIAN CROSSING CONTEXTUAL GUIDANCE

• Grade-Separated Crossings PEDESTRIAN CROSSING CONTEXTUAL GUIDANCE

At unsignalized locations

FACILITY TYPE

Local Streets 15-25 mph 2 lane 3 lane

At unsignalized locations

Collector Streets 25-30 mph 2 lane with median 2 lane refuge 3 lane

Arterial Streets 30-45 mph FACILITY TYPE 2 lane with median 2 lane refuge 3 lane

Local Streets 15-25 mph 2 lane 3 lane

4 Crosswalk lane with (with warning6 lane with EJ median signage and stop signs) median 4 lane refuge 5 lane 6 lane refuge

Collector Str 25-30 mp

2 lane with median 2 lane refuge



Crosswalk (with warning signage and stop signs)



Hybrid Beacon X X

Hybrid Beacon



FullTraffic Signal  

X

Full Traffic Signal



Grade separation

Grade separation 



X



LEGEND LEGEND

Most Desirable Engineering Judgement 1 1 6 / SNot I N GRecommended I N G R I V E R TR A I L

 EJ MXA S TE R P L A N

Most Desirable Engineering Judgement Not Recommended

 EJ X

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Marked Crossing A marked/unsignalized crossing typically consists of a marked crossing area, signage, and other markings to slow or stop traffic. The approach to designing crossings at mid-block locations depends on an evaluation of vehicular traffic, line of sight, pathway traffic, use patterns, vehicle speed, road type, road width, and other safety issues such as proximity to major attractions.

TYPICAL APPLICATION • Maximum Traffic Volumes ≤9,000-12,000 Average Daily Traffic (ADT) volume • Maximum travel speed of 35 MPH • Minimum Sight Lines 25 MPH zone: 155 ft 35 MPH zone: 250 ft 45 MPH zone: 360 ft

DESIGN FEATURES • On roadways with low to moderate traffic volumes (<12,000 ADT) and a need to control traffic speeds, a raised crosswalk may be the most appropriate crossing design to improve pedestrian visibility and safety. • High visibility “ladder” style crosswalk markings • A Bicycle/Pedestrian warning sign (W11-15) with downward arrow plaque (W16-7P) at the crossing, on both sides. Bicycle and Pedestrian figures on the sign should always face toward the crosswalk. • A Bicycle/Pedestrian warning sign (W11-15) with “ahead” plaque (W16-9) before the crossing. SINGING RIVER TRAIL MASTER PLAN / 117

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Median Crossing On roadways with higher volumes, higher speeds and multi-lanes of vehicular traffic, a median crossing is preferred. A median refuge island can improve user safety by providing pedestrians and bicyclists space to perform the safe crossing of one side of the street at a time.

TYPICAL APPLICATION â&#x20AC;˘ Maximum Traffic Volumes Up to 15,000 ADT on two-lane roads, preferably with a median Up to 12,000 ADT on four-lane roads with median

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DESIGN FEATURES â&#x20AC;˘ Unsignalized crossings of multi-lane arterials over 15,000 ADT may be possible with features such as sufficient crossing gaps (more than 60 per hour), median refuges, and/or active warning devices like rectangular rapid flash beacons or in-pavement flashers, and excellent sight distance. For more information see the discussion of active enhanced crossings.

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Active Enhanced Crossing Active enhanced crossings are unsignalized crossings with additional treatments designed to increase motor vehicle yielding compliance on multi-lane or high volume roadways. These enhancements include pathway user or sensor actuated warning beacons, Rectangular Rapid Flash Beacons (RRFB) shown below, or Pedestrian Hybrid Beacons.

TYPICAL APPLICATION • Guidance for marked/unsignalized crossings applies. • Warning beacons shall not be used at crosswalks controlled by YIELD signs, STOP signs, or traffic control signals. • Warning beacons shall initiate operation based on user actuation and shall cease operation at a predetermined time after the user actuation or, with passive detection, after the user clears the crosswalk.

DESIGN FEATURES

A • RRFBs are user actuated lights that supplement warning signs at unsignalized intersections or mid-block crossings. • Pedestrian hybrid beacons provide a high level of comfort for crossing users through the use of a red-signal indication to stop conflicting motor vehicle traffic. Hybrid beacon installation faces only cross motor vehicle traffic, stays dark when inactive, and uses a unique ‘wig-wag’ signal phase to indicate activation. Vehicles have the option to proceed after stopping during the final flashing red phase, which can reduce motor vehicle delay when compared to a full signal installation. SINGING RIVER TRAIL MASTER PLAN / 119

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Route Users to Signalized Crossing Path crossings within approximately 400 ft of an existing signalized intersection with pedestrian crosswalks are typically diverted to the signalized intersection to avoid traffic operation problems when located so close to an existing signal.

TYPICAL APPLICATION • For this restriction to be effective, barriers and signing may be needed to direct path users to the signalized crossing. If no pedestrian crossing exists at the signal, modifications should be made. • Path crossings should not be provided within approximately 400 ft of an existing signalized intersection. If possible, route path directly to the signal.

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DESIGN FEATURES • In the US, the minimum distance a marked crossing can be from an existing signalized intersection varies from approximately 250 to 660 ft. • Engineering judgment and the context of the location should be taken into account when choosing the appropriate allowable setback. Pedestrians are particularly sensitive to out of direction travel and undesired mid-block crossing may become prevalent if the distance is too great.

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Full Traffic Signal Crossings Signalized crossings provide the most protection for crossing path users through the use of a red-signal indication to stop conflicting motor vehicle traffic. A full traffic signal installation treats the path crossing as a conventional 4-way intersection and provides standard red-yellow-green traffic signal heads for all legs of the intersection. W11-15

A Push button actuation

TYPICAL APPLICATION Full traffic signal installations must meet MUTCD pedestrian, school or modified warrants. Additional guidance for signalized crossings: • Located more than 300 feet from an existing signalized intersection • Roadway travel speeds of 40 MPH and above • Roadway ADT exceeds 15,000 vehicles

DESIGN FEATURES

A • Shared use path signals are normally activated by push

buttons but may also be triggered by embedded loop, infrared, microwave or video detectors. The maximum delay for activation of the signal should be two minutes, with minimum crossing times determined by the width of the street.

• Each crossing, regardless of traffic speed or volume, requires additional review by a registered engineer to identify sight lines, potential impacts on traffic progression, timing with adjacent signals, capacity and safety. SINGING RIVER TRAIL MASTER PLAN / 121

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Shared-Use Path at Roundabouts Single lane roundabouts can provide high intersection throughput and reduced delay while reducing points of conflict between people driving, walking, and riding bikes. Multilane roundabouts can offer similar benefits, but introduce more complexity to the intersection and require special design considerations. At roundabouts, it is important to provide clear right-of-way rules to all people traveling through and guidance through use of appropriately designed signage, pavement markings, and geometric design elements.

C A

B TYPICAL APPLICATION

DESIGN FEATURES

• Where a bike lane or separated bikeway approaches a single-lane roundabout.

A • Design approaches/exits to the lowest speeds possible. Use effective

• Reduce vehicular speeds at crossings to 20 mph or less.

B • Allow people bicycling to exit the roadway onto a separated bike lane or

• Support high yield-compliance behaviors by motorists at crossings. • Provide smooth transitions between on-street bicycle facilities and off-street paths. • Ensure off-street path users can see approaching traffic before initiating crossing maneuvers. 122 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

radius of curvature less than or equal to 130’ for speeds of up to 20 MPH. shared use path that circulates around the roundabout.

• Also allow people bicycling the choice to navigate the roundabout like motor vehicles to “take the lane.”

C • Maximize yielding rate of motorists to people walking and people bicycling at crosswalks with small corner radii and reduced crossing distance.

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• Ensure good sightlines at crossings, provide lighting at a point immediately upstream of the crosswalk so that drivers on both approaches to the crosswalk have ample time to see and react to those in the crosswalk. • Use mountable aprons/ramps at roundabout entries, exits and the central island to accommodate larger vehicles while keeping passenger vehicle speeds low. • Detectable directional indicators can be used at bike ramps entrances and exits to prevent people with vision disabilities from entering the roadway at these locations.

FURTHER CONSIDERATIONS • Consider using speed tables, or raised crosswalks to increase motorist yielding at crossings. • The publication Roundabouts: Informational Guide states, “... it is important not to select a multilane roundabout over a single-lane roundabout in the short term, even when longterm traffic predictions eventually warrant a higher capacity intersection design” (NCHRP 2010 p 6-71). The purpose of this is to prevent crashes in the interim time period. When intersections have more lanes and are wider than necessary to safely and comfortably accommodate near term traffic, a higher crash rate and more frequent injury crashes occur.

This roundabout features designated ramps that transition people on bicycles from the bike lane on to a shared use path or wide sidewalk. People on bikes are then directed back on to the roadway, or across a marked crosswalk. Crossings are set back from the circulatory lane and orient people walking and on bikes so that they are better able to see oncoming cars.

• Other circulatory intersection designs exist but they function differently than the modern roundabout. These include traffic circles (also known as “Rotaries,” and neighborhood traffic circles. • Multilane roundabouts support higher traffic volumes and higher stress levels for people on bikes. People on bikes should not be encouraged to take the lane while traveling through a multilane roundabout. • At multilane roundabout crossings, consider a jog in the median to enhance intersection awareness and judgement for those crossing.

CRASH REDUCTION Research indicates that single-lane roundabouts benefit people bicycling and people walking by slowing traffic. Multi-lane roundabouts present greater challenges and because of the added complexity and conflicts than the single lane roundabout. Crosswalks across multiple traffic lanes have decreased yielding; and greater crashes regardless of whether the multilane crosswalk is at a signalized intersection, unsignalized intersection, mid-block location, or at a multilane roundabout. The extent and severity of the injury is determined by the speed of impact and frailty of the person in the crosswalk. The City of Bend strives to provide safe crosswalks for all users and prioritizes single lane roundabouts over other intersection forms to maximize injury prevention and optimize intersection operations. SINGING RIVER TRAIL MASTER PLAN / 123

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Intersection Crossing Markings Bicycle pavement markings through intersections guide bicyclists on a safe and direct path through the intersection and provide a clear boundary between the paths of through bicyclists and vehicles in the adjacent lane.

TYPICAL APPLICATION • Streets with conventional, buffered, or separated bike lanes. • At direct paths through intersections. • Streets with high volumes of adjacent traffic. • Where potential conflicts exist between through bicyclist and adjacent traffic.

DESIGN FEATURES

A • Intersection markings should be the same width and in line with leading bike lane.

B • Dotted lines should be a minimum of 6 inches wide and 4 ft long, spaced every 12 ft.

• All markings should be white, skid resistant and retro reflective (MUTCD 9C.02.02). • Green pavement markings may also be used.

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INTERSECTION CROSSING MARKINGS

Intersection crossing markings can be used at signalized intersections or high volume minor street and driveway crossings, as illustrated above.

FURTHER CONSIDERATIONS The National Committee on Uniform Traffic Control Devices has submitted a request to include bicycle lane extensions through intersections as a part of future MUTCD updates1. Their proposal includes the following options for striping elements within the crossing: • Bicycle lane markings • Double chevron markings, indicating the direction of travel. • Green colored pavement. 1 Letter to FHWA from the Bicycle Technical Committee for the MUTCD. Bicycle Lane Extensions through Intersections. June 2014.

CRASH REDUCTION

CONSTRUCTION COSTS

A study on the safety effects of intersection crossing markings found a reduction in accidents by 10 percent and injuries by 19 percent.2

The cost for installing intersection crossing markings will depend on the implementation approach. On roadways with adequate width for reconfiguration or restriping, costs may be negligible when provided as part of routine overlay or repaving projects.

A study in Portland, OR found that significantly more motorists yielded to bicyclists after the colored pavement had been installed (92 percent in the after period versus 72 percent in the before period).3 2 Jensen, S.U. (2008). Safety effects of blue cycle crossings: A before-after study. Accident Analysis & Prevention, 40(2), 742-750. 3 Hunter, W.W. et al. (2000). Evaluation of Blue Bike-Lane Treatment in Portland, Oregon. Transportation Research Record, 1705, 107-115.

Typical shared lane markings cost $180 each.

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Grade-Separated Crossings Grade-separated crossings provide critical non-motorized system links by joining areas separated by barriers such as railroads, waterways, and highway corridors. In most cases, these structures are built in response to user demand for safe crossings where they previously did not exist. There are no minimum roadway characteristics for considering grade separation.

ADA generally limits ramp slopes to 1:20

B D

OVERCROSSING

C D UNDERCROSSING TYPICAL APPLICATION • Where shared-use paths cross high-speed and highvolume roadways where an at-grade signalized crossing is not feasible or desired, or where crossing railways or waterways. • Depending on the type of facility or the desired user group, grade separation may be considered in many types of projects.

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DESIGN FEATURES

A • Overcrossings should be at least 8 ft wide with 14 ft preferred and additional width provided at scenic viewpoints.

B • Railing height must be a minimum of 42 inches for overcrossings. C • Undercrossings should be designed at minimum 10 ft height and 14 ft width, with greater widths preferred for lengths over 60 ft.

D • Centerline stripe is recommended for grade-separated facility.

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Trail Amenities Handrails + Guardrails DESCRIPTION Handrails and guardrails are safety barriers that serve several functions depending on the situation. A “handrail”, for example, is primarily a safety device intended to protect trail users from a potential hazardous condition including keeping small children and toddlers from slipping through the railing. A “guardrail” primarily serves to protect bicyclists, roller skaters and other higher speed wheeled users from a hazardous situation. In some instances, such as above a vegetated embankment where the threat of impact is minimal the railing may be lower in height. Where the threat of impact is substantial, such as over a highway, the rail would be higher. (Heights are determined per national published bicycle design standards.) In many cases, particularly where the drop off is more hazardous, the safety barrier serves both a handrail and guardrail function.

GUIDELINES • For handrails, if there is a drop-off in excess of 18” or other hazard, openings on the rail should not pass a 4” sphere (confirm with local codes). • A guardrail should withstand a 250 lb. load with 1/2” deflection with a w=50 pound per linear foot transverse and vertical load capacity. • Rails should not present sharp or protruding edges and ends should be flanged and marked with MUTCD-specified hazard panels to reduce the chance of injury from collision. • Handrails should conform to local and national building codes. • Guardrails and guardrail/handrail combinations should conform to the specified minimum heights per the AASHTO Guide to The Development of Bicycle Facilities and other local and state standards—ranging from 42” to 54” depending on the situation.

(Above) Cable railing with timber posts and handrail.

• Where bicycle traffic will be present, an off-set “rub rail” should be provided to prevent entanglement of bicycles with the railing structure. Rub-rail is optional on overlooks, or pulloffs out of main stream of bike traffic. • There should be a minimum clear-zone (typically 10’) between the insides of the railings when rail is on both sides of the trail. • Structures should be durable and affordable to build and maintain, such as weathered steel or powder coated steel. • Aesthetic designs should conform to overall branding standards including consistent selection of materials and colors per each branded segment.

(Above) Cable railing with aluminum posts and handrail along boardwalk.

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Boardwalks and Bridges Boardwalks and bridges are elevated structures that allow the trail to pass through or over wetlands, water bodies, unstable soils, and other sensitive areas. Depending on conditions and other trail planning considerations, they may be only a few inches off the ground or several feet or more above the surface. Though not required, low decks may have low curbs or railings as low edge restraints. However, in instances where the deck is 30” or more above the finished grade, a safety rail will be required..

TYPICAL APPLICATION • Boardwalks are usually constructed of wooden planks or recycled material planks that form the top layer of the boardwalk. The recycled material has gained popularity in recent years since it lasts much longer than wood, especially in wet conditions. • In general, building in wetlands is subject to regulations and should be avoided.

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DESIGN FEATURES

A • A boardwalk width should be a minimum of 10 ft when no rail is used. A 12 ft width is preferred in areas with average anticipated use and whenever rails are used.

B • When the height of a boardwalk exceeds 30”, railings are required. • If access by vehicles is desired, boardwalks should be designed to structurally support the weight of a small truck or a light-weight vehicle.

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GUIDELINES • Boardwalks have a clear unobstructed width (inside of curb or handrails) and should match or exceed the specified widths of the trails they serve. In some instances, however, there may be a transition area to allow tapering to interface the trail with the boardwalk while meeting safety standards. • Sustainable design techniques are used to minimize adverse impacts or intrusion of the structure on the environment during both construction and use.

• Use resilient materials with low maintenance. Concrete decking and steel or cable railing is preferred. Decking may be composite material or concrete for long term maintenance and resiliency. • Boardwalk and bridge design and materials should fit with the branding and furnishing styles of the various character segments of the Singing River Trail.

• Hand railing heights meet local and national code standards for the anticipated use including heights specified in the AASHTO Guide to the Development of Bicycle Facilities. • Provide a minimum 42” high for low drops and 54” for high drop offs. Railings are designed to protect small children with appropriate minimal gaps where conditions dictate.

(Above) Boardwalk example.

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Trailheads Good access to a path system is a key element for its success. Trailheads serve the local and regional population arriving to the path system by car, transit, bicycle or other modes. Trailheads provide essential access to the shared use path system and include amenities like parking for vehicles and bicycles, restrooms (at major trailheads), and posted maps. Trail user information Trail

Restroom and drinking fountain

Trail

Short length of fence Ramp

Trail user information

Trailhead sign

Bicycle rack

Native plantings

Accessible parking

Bicycle access

Entry sign

Sidewalk

Curb and Gutter Pedestrian access

MINOR TRAILHEAD

MAJOR TRAILHEAD TYPICAL APPLICATION • At major and minor trailheads.

DESIGN FEATURES • Major trailheads should include automobile and bicycle parking, trail information (maps, user guidelines, wildlife information, etc.), garbage receptacles and restrooms. • Minor trailheads can provide a subset of these amenities.

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Signage, including maps and other important information, educate visitors to a trail in Utah.

Signage, bike parking, trash cans, and bench seating provide a welcoming trailhead experience at Fanno Creek in Oregon.

FURTHER CONSIDERATIONS Trailheads with a small motor vehicle parking area should additionally include bicycle parking and accessible parking. Neighborhood access should be achieved from all local streets crossing the path. No parking needs to be provided, and in some situations “No Parking” signs will be desirable to minimize impact on the neighborhood. See Local Neighborhood Accessways for neighborhood connection guidance.

CRASH REDUCTION Not applicable.

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Rest Areas + Overlooks DESCRIPTION Rest areas and overlooks afford places to stop, rest, eat a snack, have a drink, take refuge from the sun or enjoy a view. These spots may also offer interpretive, cultural and wayfinding information as well as public art. Several kinds of rest areas could be provided including rest pads, larger rest areas, overlooks, and trail pavilions. A larger rest area might include two or more benches and possibly a drinking fountain with a toilet facility nearby. A pavilion rest area might include a shelter and picnic table(s). An overlook is a special kind of rest area tied to a view of special interest. An overlook might include interpretive signage describing the area being viewed.

GUIDELINES • All rest areas and overlooks should be designed to move users and their bicycles off the main trail to eliminate any possible traffic hazard. • Rest areas and overlooks should be located in attractive, quiet, secure-feeling settings away from traffic noise and not close to private residences. • Rest areas and overlooks should be accessible per the ADA and should offer shade with either trees or a sun shelter. • Rest areas, at least rest pads, should be located every 1/4 to 1/2 mile depending on grade. Rest area example. Source: Razorback Greenway, Bentonville, AR.

• Larger rest areas or overlooks should generally be located every one to two miles and should include a crushed stone or concrete pad with benches, a bike rack, informational signage, trash receptacle and drinking fountain. • Larger rest areas and overlooks, especially those with trash receptacles should be readily accessible by maintenance vehicles. • Consider storm shelters, sunshade structures and picnic shelters appropriately grounded for lightning.

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FINAL DRAFT

APPENDIX

Erosion Control + Slope Protection DESCRIPTION In a number of instances, steep slopes, stream banks, construction cuts, and other areas subject to erosion will require erosion control and stabilization improvements. In instances where retaining walls are not needed, other forms of erosion control and slope protection will be required.

GUIDELINES • Typically erosion control should be considered where grades exceed 3:1 unless well stabilized by vegetation . • Consider incorporating rain gardens and bioretention areas along trail to handle storm runoff from paved sections, especially in areas with steeper slopes to prevent erosion from runoff. • Where feasible, use natural or natural-appearing stabilization that promotes the re-growth of vegetative cover such as woven plant fiber matting.

Shade Structures

• If rock rip rap is used for stabilization provide an adequate buried toe along river and stream banks and bury rock with soil that is stabilized and re-vegetated to conceal rock and promote a more natural slope. • Along river and stream banks and other embankments terrace slopes to create a natural appearance and establish a healthy riparian edge with reforestation. • Wherever feasible restore disturbed slopes with appropriate indigenous vegetation. • Local and state guidelines prevail for all erosion and sediment control in Alabama. Refer to the Alabama Soil and Water Conservation Committee’s manual.

DESCRIPTION Whether it be protection from the rain or a place to rest during a sunny day, shade structures and shelters create comfort and protection for all trail users. Shade structures should be sensitive to context and designed to integrate with intended function of the site and trail user needs. All structures will require approval from staff and should include little to no maintenance. GUIDELINES • The orientation of structures should be considered to provide maximum protection from elements.

• Structures should not block viewsheds of historic, natural, or cultural elements.

• Can be placed in any setting (grass, concrete, asphalt, etc) with considerations for ADA access to and into the structure.

• Structures should incorporate other amenities, especially benches and picnic tables.

• Plants may be incorporated into the design of the structures especially where they can provide additional user benefits (vines or greenwall for cooling effect). Plant material should be context sensitive and low maintenance.

• Colors should fit into a natural setting and not be bright oranges, pinks, blues, etc. • Provide shade structures, particularly where mature trees are not available to provide shade.

• Structures should not impede bicycle and/or pedestrian movement • Appropriate shade tolerant grasses should be used under and shall be located adjacent to the trail (not within the travelway). shade structures when grass is desired underneath.

(Above) Shade sails provide flexibility and numerous color options.

SINGING RIVER TRAIL MASTER PLAN / 133

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APPENDIX

Restrooms + Drinking Water Fountains DESCRIPTION Careful consideration should be given to a number of factors before locating restrooms for the Singing River Trail including available land, size of gateway or trailhead, frequency of use, existing restroom facilities within the trail system, utility availability, and user need. Public restrooms require considerable maintenance and service. Access to these resources should be a strong consideration when planning for restroom buildings. Access to drinking water is crucial to safety and trail enjoyment for multiple user types. Sources of potable water should be identified along the trail alignment with spacing of five miles or less. If access points are more than five miles apart, signs should be placed at potable water access points to indicate distance to the next source.

GUIDELINES • Restrooms should be located at all major access points and recreational areas. (Above) Typical detail.

• Spacing between restrooms should not exceed 5 miles. • Restrooms should be housed in architecturally appropriate facilities and property screened and buffered from adjacent private properties. • Drinking water should be available at all major trailheads/access points. A commercially manufactured water fountain product is recommended and should have a spigot for filling water bottles and pet drinking bowls. • Directional signage should be provided indicating the location and directions to convenience stores and other commercial “waystations” where food and drinks may be purchased. • All facilities should be accessible per the ADA. (Above) Fountain example.

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(Above) Restroom example.

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APPENDIX

Vegetation Management + Trail Edge Grooming DESCRIPTION There are several areas of landscape management to promote both an ecologically and user-friendly greenway and trail system. For the Singing River Trail, these include areas such as river edge and wetlands; multi-use trail edge/shoulder; “streetside parkways”; parks and feature areas; and managed “natural” areas.

1 Multi-Use Trail Edge — the zone immediately adjacent to and above paved multi-use pathways. Vegetation management refers to trimming the shoulder and beyond to assure a safe, usable trail. It also includes maintaining (trimming and/or mowing) an under-story “clear zone” back into the adjacent vegetation to promote lines of sight for safety and security and a more groomed appearance of the trail corridor. This edge should appear natural and should undulate and can vary in some areas from 5’ to 20’ back into the adjacent forest or meadow.

GUIDELINES • Regularly monitor activities and conditions in natural areas including proposed public works projects such as stream channel and utility work. • Groom larger trees in the buffer zones to 8’-10’ above ground. • Plant and groom low to medium height grasses and wildflowers on opposite side of trail from roadway in a meandering swath 10’ to 50’ in width. • Thin understory and groom trees along opposite side of trail from roadway in a 10’ to 50’ meandering swath. • Regularly monitor tree growth around the trail and remove potentially hazardous overhanging branches and deadwood. • Regularly monitor for invasive and pest species and eradicate using environmental sustainable methods. • Use native species in all landscapes.

2 Streetside Parkways — Greenway sections visible from nearby streets with a more

parklike open landscape setting. These reaches may vary from 50’ to 200 feet wide and are intended to create a more formal park feel. There may be mowed turf grass or other managed landscape including tree groupings with cleared understory.

3 Parks and Feature Areas — more formal areas of the trail that incorporate parks and other attractions along the corridor. Typically these are turf grass areas, plazas or other more formal areas.

• Consider including the removal of exotic and invasive species along the trail system. • Promote a natural look in grooming and mowing with undulating edges that follow the landscape rather than straight lines or shapes that don’t match the local terrain. This might include “articulated” mowing of trail edges to create attractive curves and sweeps. • Where appropriate, provide and maintain vegetated buffer zones between activity areas and sensitive landscapes such as wetlands. • Pruning and tree care should follow ANSI A300 Tree Care Guidelines.

4 Managed “Natural” Areas — are designated areas with scenic enhancement or

interpretation. An example of this might be a meadow planted in wildflowers or a variety of ornamental grasses.

SINGING RIVER TRAIL MASTER PLAN / 135

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APPENDIX

Landscape + Vegetation Screening/Fencing DESCRIPTION In some instances, screening is desired either to conceal visually unattractive objects (such as overhead power lines) from trails or to screen from adjacent land uses such as residences in the interest of privacy. This may be accomplished with plantings, screen fences or other delineators such as a rail-type fence to create a sense of delineation.

SCREENING GUIDELINES

FENCING GUIDELINES

• All ground cover should be trimmed to a maximum of 24” above ground level height. • Where vegetative screens are recommended to provide privacy for private properties, they are not to exceed 4’ in height. • Consider Crime Prevention Through Environmental Design (CPTED) principles when providing screening along trails.

• Minimize use of fencing, height and type of fencing (i.e. simple post and wire to protect an area where security or privacy is not a major concern). A 48” height is preferred to 72” unless higher required by security or safety concerns. • Avoid opaque fencing to permit visibility. • Attempt to conceal fencing behind vegetation where feasible.

• Trees should be trimmed to provide a minimum of 8 ft (2.4 m) of vertical overhead clearance, 10 ft (3.0 m) preferred (AASHTO Bike Guide).

• When securing private property include placards that state: “Private Property: Please Respect Owner’s Privacy”

• Tree canopies should not obstruct pathway illumination.

• As much as possible fencing should blend with the natural trail environment.

• Select and place trail vegetation to provide seasonal comfort; shade in the warmer months and sunlight in colder months.

• Where appropriate affix “Do Not Trespass”, or “Sensitive Wildlife Area” or other appropriate regulatory or informational signage to fences.

12-14 ft (Above) Typical detail with vegetative screening.

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(Above) Native plants should be used as much as possible for proposed landscape screening along the Singing River trail.

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APPENDIX

Entry Monumentation

Seating

DESCRIPTION

Monumentation consists of decorative structures that demark points of entry to the trail system— from a street, a trailhead/parking area or other entry to the trail. These may vary in size with larger structures for intermodal trailheads (with parking) and smaller structures for local access points. Monumentation should also include larger identity monuments—large structures, prominently located within sight of major roads and highways that provide a high level of visibility and help build community awareness of the trail.

Seating along trails provides a place for trail users to rest, congregate, contemplate, or people-watch along trails and throughout the trail system. Benches can be designed to create identity in a place or along the trail or be strictly utilitarian. Picnic tables provide places for trail users to congregate for meals or to just and relax.

GUIDELINES

• Entry monumentation should be consistent with the aesthetic for each character district. • Trail identity monuments should be provided at key locations along the greenway corridor. These should be clearly visible and recognizable from nearby major roadways. • Intermodal entry monumentation should be clearly visible and recognizable from passing vehicles. Size and scale should vary based upon site and location conditions. • At local access points, use monuments that are more modest than those at the intermodal entryways. Local access markers are lower key and should be compatible with local neighborhoods. • Monuments may be placed on one or both sides of trail at both local access and intermodal entry points.

• Locate benches at all gateways, trailheads, picnic areas and at regular intervals along the trail. • Locate all seating (and other site furniture) a minimum of 3’ from the edge of the trail. • Locate benches a minimum of 4’ from restrooms, phone booths and drinking fountains and a minimum of 2’ from trash receptacles, light poles and sign posts. • Seating should be placed in shaded area, especially where there is minimal shade available. • Drainage should slope away from the bench and the trail.

(Above) Examples of entry monumentation.

(Above) Typical detail. SINGING RIVER TRAIL MASTER PLAN / 137

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APPENDIX

Trash Receptacles DESCRIPTION Trash and recycle receptacles provide for proper maintenance and appearance of the trail system. Trash and recycle receptacles should be placed at gateways, rest stops or comfort stations, concession facilities, or area where users might stop to drink and eat.

GUIDELINES • Locate receptacles at each trailhead and each seating area (1 per every 1 picnic table, 1 per every 2 benches). • Placement of other receptacles will depend upon the location of concessions, facilities and areas of group activities. • Receptacles should be selected using the following criteria: • Expected trash amount • Maintenance program requirements • Types of trail users

Lighting DESCRIPTION Lighting for trails should be analyzed per segment context with full consideration for safety needs, sensitive habitats, trail function, and maintenance commitments. In general, lighting is not appropriate for trails in remote areas, trails with low use, or where there is little to no development. Street lighting can improve visibility of the crossing and trail users for motorists. Lighting may also be necessary for daytime use in trail tunnels and underpasses.

• Durability

GUIDELINES • Lighting should be at pedestrian scale. Placement, spacing, and other finish specifications depends on the fixture and optics. • Place lighting at decision points and areas of interest, such as street crossings, intersections with other trails, trail spurs, and near commercial and mixed-use developments.

(Above) Typical detail.

• Avoid light fixtures at eye level that could impair visibility. • Dependent upon trail hours, consider uses in urban and/or commercial land use areas. • All fixtures should be LED 2700K color temperature when possible.

• Consider CPTED principles whenever lighting is introduced, such as color rendering, dimly lit “hiding places” and abstracted illumination. • Lighting should avoid trees and be placed outside of canopy edge where possible. • Solar powered lighting is available where utility connection is difficult or when alternative energy sources are desired. Daylight hours should be analyzed per season prior to specifying solar lighting.

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(Above) Examples of trail lighting. Source: https://structura.com/galleries/

Page Intentionally Left Blank

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APPENDIX

Wayfinding Signage DESCRIPTION Developing a consistent regional wayfinding experience through adherence to best practices will improve the user experience along the Singing River Trail and facilitate more regional trips by foot or bike. Bicycle wayfinding signage provides information on direction and distance to key regional destinations and other routes. This plan provides guidelines for the region to develop their own wayfinding, including sign design and placement. A coordinated, well-designed signage system improves the coherency of a greenway network. It also provides a greater sense of security and comfort for users by confirming that riders are on the correct route and are aware of how far they will have to travel to

reach their destination. On-street bicycle wayfinding signs also provide visual cues to motorists that people on bikes may be present and should drive with caution. Signage should provide a sense of identity and utility for the trail network. The signage program should adhere to a consistent, selective, and strategic manner so as not to clutter or dominate the visual character of the trails. The signs should also be easily reproducible, since the implementation and construction could take place over many years.

GOALS

DESTINATION/DIRECTIONAL SIGN GUIDANCE

The following goals were developed to guide the design of the Singing River Trail wayfinding system, to ensure that the proposed design suits the needs of the corridor, and its users.

The ability to navigate through a community is informed by landmarks, natural features, and other visual cues. Wayfinding signs indicate the direction of travel and the location of destinations and access points along the way. These signs increase users’ comfort and accessibility to the trail network. Signs should typically be placed at key locations leading to and along routes, including the intersection of multiple routes. Directional signs serve many purposes, including: 11’ 10 ’ 9’

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DUNN RD.

BALL RD.

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• Helps users find access points to the trail system.

BLVD.

S. COOPER ST.

ST.

EAST PARKWAY S.

SEMMES ST.

MASSEY RD.

• Helping overcome a “barrier to entry” for people who do not use the trail system.

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• Enhance education opportunities about local history, amenities, culture and ecology.

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Phase 1 Confluence Park (Mud Island to Second) Phase 9 Epping Way Phase 11 Kennedy Park

Phase 7 Douglass Park to North Highland NORRIS RD. Phase 8 North Highland Ave. (Cycle Track) Phase 14B TVA Powerline to Walnut Grove

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• Helping users identify the best routes to destinations.

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• Improve connections to trail networks from adjacent neighborhoods/communities, improve connections from the trail network to nearby amenities, cultural destinations or recreational destinations.

• Helping users and emergency responders identify locations, in case of emergency on the trails.

12 ’

• Improve wayfinding throughout the subareas.

• Helping to familiarize users with the trail system.

D ST. N. SE CO N

• Enhance awareness for users that they are along a larger trail network.

Coast

Coast Coast

Mile Marker

concept march 14, 2016

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APPENDIX

REGULATORY SIGN GUIDANCE

INTERPRETIVE SIGN GUIDANCE

Regulatory signs give a direction that must be obeyed, and apply to intersection control, speed, vehicle movement and parking. The examples below are types of regulatory signage.

Interpretive displays provide trail users with information about the surrounding environment or site, wildlife, vegetation, history and the significance of cultural elements. Interpretive displays may also be combined with public art and sculpture opportunities along the trail.

• Smaller scale signs or plaques may be used for trail applications. • See the MUTCD 9B for a detailed list of regulatory sign application and guidance.

• Consider the character of the trail and surrounding elements when designing these signs. • Work with experts specific to the information you are conveying on the signs such as historians, ecologists, or artists. • Separate interpretive signage panels from the main trail circulation so that users can stop and not impede traffic.

R1-1

R1-2

R9-7

R5-3

(Above) Examples of regulatory signage.

• Consider including interpretive signage at rest stops or areas of congregation. • Panels must be ADA accessible.

INFORMATIONAL KIOSK GUIDANCE Kiosks and message centers provide trails users with information to orient themselves, learn of areas of interest, read the rules and regulations of the trail system, and find the hours of operation. Along the entire trail rules, regulations, and ADAAG accessibility advisories should be included on each kiosk.

• Consider use of technology for interpretation. (i.e. website links, mobile apps, or podcasts)

• Install kiosks at each major and minor trailhead.

ETIQUETTE SIGN GUIDANCE

• When locating kiosks next to parking facilities, set the units back far enough from traffic and protect the support posts or structure with appropriately sized barriers.

Informing trail users of acceptable etiquette is a common issue when multiple user types are anticipated. Yielding the right-of-way is a courtesy and yet a necessary part of a safe trail experience. The message must be clear and easy to understand. The most common trail etiquette systems involve yielding of bicyclists to pedestrians.

• Provide ADA access using established guidelines for visual height, clearance, and surface type where kiosks are located. • Evaluate the use of emerging technology options for implementation of greenway information and messages as part of the signage program (LED displays, mobile friendly links and maps, etc.).

(Above) Example of etiquette signage.

• Trail etiquette information should be posted at access points and periodically along the trail.

(Above) Kiosk at Walnut Creek Trail in Raleigh, NC.

SINGING RIVER TRAIL MASTER PLAN / 141

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APPENDIX

Appendix B: Public Input Summary A key component of the master planning process for the Singing River Trail was stakeholder and public input. This was conducted through multiple methods in an effort to reach as many North Alabama residents as possible. The planning process is described in Chapter 1. Below are the various tools used for public engagement for this master plan.

Steering Committee Meetings The Launch 2035 Land Use Committee formed the Steering Committee, or guiding body, of the Singing River Trail Master Plan process. This included nearly 50 representatives of county and municipal government and other regional and local agencies. The Committee met six times during the course of the project. The Committee helped to establish the vision and goals for the project. Three subcommittees were formed that addressed fundraising, trail routing, and public engagement.

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APPENDIX

Public Events

270 4

Attendees

Public Meetings

Project Launch - March 2018

The general public was invited to come to two evening Singing River Trail public workshops on two consecutive evenings (first at the Space and Rocket Center in Huntsville and the second evening at Calhoun Community College). Alongside Alta Planning + Designâ&#x20AC;&#x2122;s Chuck Flink and Matt Hayes, over 200 residents learned about the potential for the Singing River Trail and other regional success stories like the Razorback Greenway (NW Arkansas), the Swamp Rabbit Trail (Greenville SC), and the Wolf River Greenway (Memphis TN). Participants were asked to provide their input on plan vision, trail and amenity preferences, and also on the initial draft routing. Public Meeting presentation boards and input results can be seen on the following pages.

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APPENDIX

SINGING RIVER TRAIL Trails Create Value + Generate Economic Activity

Trails generate economic returns through improved health, safety, and environmental conditions, raise property values, and attract visitors.

Direct Benefits

In total, it is estimated that the communities of North Alabama will experience $13,156,000 in transportation, health, and direct economic benefits per year with the completed Singing River Trail.

Additional Benefits

$23,631,000

Indirect Economic Spending

$866,000 Marketing examples: Developers understand the positive impact of trails on property value...

Transportation Benefits

$7,079,000

Earnings from Direct Economic Spending

$1,400,000 Health Benefits

$13,156,000 TOTAL ANNUAL DIRECT BENEFITS

900

Temporary Job-Years

100

Permanent Job-Years

$10,890,000 Economic Benefits

MARCH 2018

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APPENDIX

March 2018 Public Meeting Boards

SINGING RIVER TRAIL Trails Provide Safe Opportunities for Active Living

The rate of crime on trails and greenways does not exceed the rate of crime in the communities that surround trails and greenways. Community trails and trail networks sometimes face skepticism because of a lack of understanding regarding the safe opportunities that trails offer residents for recreation and transportation. In fact, a national study of 372 trails demonstrated that serious and minor crimes were much lower on urban, suburban and rural trails than the national crime rates for urban, suburban and rural areas.

Police Work and Safety: • Targeting Crossings: Crossings are often dangerous locations along trails, and police can target traffic enforcement operations at these high-profile locations subject to heavy use. • Getting Police on Bikes: Bike patrols offer many tactical advantages to police when compared with a cruiser, including lower cost, and more maneuverability. • Establishing an Emergency Locator System: Allows trail users to identify their location on the trail to 911 dispatchers and police officers.

Community Example: A study in Charlotte, North Carolina, examined properties neighboring the 14 Charlotte greenways and found the rates of property crimes to be either insignificantly different or lower than the rates in the surrounding neighborhoods.

Natural Surveillance & Volunteer Patrols For trails and greenways, natural surveillance occurs through increased numbers of trail users, creating an environment where behavior on the trail is monitored by trail users themselves. This type of surveillance can be supplemented with a volunteer-based trail patrol group.

Lighting in Select Areas Most trails operate as linear parks, officially closing at dusk. Certain high-use areas of trails are sometimes kept open after dark to serve the needs of trail commuters who use the trail after dark. MARCH 2018

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APPENDIX

SINGING RIVER TRAIL Trails Improve Quality of Life

A complete trail network, as part of the local transportation system, offers effective transportation alternatives by connecting homes, workplaces, schools, parks, downtown areas, and cultural attractions.

Health Benefits

Table: Annual Health Benefits (estimated values) Annual Bicycle Trips

400,000

Annual Miles Bicycled

2,080,000

Annual Walk Trips

600,000

Annual Miles Walked

3,120,000

Annual Hours of New Physical Activity

137,000

Annual Healthcare/Productivity Cost Savings

$1,400,000

Transportation Benefits

Daily Trip Distances 79.4%

10 or less 62.7%

Distance 5 or less Traveled (in Miles) 3 or less

48.8% 39.6%

2 or less 1 or less less than 1/2

The implementation of a welldesigned, connected trail system in Madison, Morgan, and Limestone counties would encourage a shift from inactive modes of transportation such as cars and trucks to active modes such as bicycling and walking that help promote active lifestyles.

27.5% 13.7% Percentage of Travel

Trails improve options for active transportation. Two-thirds of all trips we make are for a distance of five miles or less—a distance that can easily be covered by bicycling. Surveys by the FHWA show that Americans are willing to walk as far as two miles to a destination and bicycle as far as five miles.

Protecting Water and Wildlife with Natural Greenway Corridors Trail corridors that connect to and contain large areas of open space serve important functions for our natural ecosystems by: • Creating a natural buffer that protects waterways from soil erosion and pollution caused by agricultural and roadway runoff. • Linking wildlife and habitat that is fragmented by development, thereby supporting greater biodiversity. • Protecting and restoring natural floodplains along rivers and streams (FEMA estimates that implementation of floodplain ordinances prevents $1.1 B in flood damage annually).

MARCH 2018

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APPENDIX

SINGING RIVER TRAIL

The vision for the Singing River Trail is a regional greenway that will meander through the tri-county area of Madison, Morgan & Limestone Counties in North Alabama, serving over half a million citizens.

Project Background

ATHENS

The Singing River Trail will act as a spine for local greenway connections as it travels through the various jurisdictions. Through these linkages, many additional destinations and attractions will be connected together, thereby multiplying the greenway’s impact. The overarching vision of the Singing River Trail is that it will act as a catalyst for economic investment and community collaboration, serving as a tremendous asset for ecotourism in the region. While initially planned for three counties, it could eventually extend through a larger portion of North Alabama. £ ¤

£ ¤ 431

£ ¤ 231

HUNTSVILLE

MADISON US Space & Rocket Center

£ ¤ 31

¥ 565

Redstone Arsenal

¥ 65

Huntsville International Airport Mooresville

Wheeler Lake

Wheeler National Wildlife Refuge

DECATUR Te nn es see Riv er

Funding & Partnerships Triana

The Singing River Trail will be funded through a combination of public and private sources. A campaign to acquire funds through grants and private donations is already underway to support the planning effort.

Priceville MARCH 2018

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SINGING RIVER TRAIL Trail Planning Principles

Connectivity and collaboration By creating an environment that fosters inter-jurisdictional cooperation, the goal of connectivity can be attained.

Inclusiveness and free accessibility to all The greenway will be an asset available for the use of all of our citizens in urban, suburban and rural settings. The planning process must be transparent and open.

Leverage Private capital will be used to help stimulate activity and attract state and federal sources that require match funds.

Respect for the land and respect for the landowner It is critical to respect private property rights, educate landowners about the project, and include them in the process.

MARCH 2018

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APPENDIX

SINGING RIVER TRAIL Trail Types: The goal is to have a diversity of trail uses and types, including (but not limited to) hiking trails, biking trails, multipurpose trails, equestrian trails, and water trails

HIKING TRAIL (natural surface)

GREENWAY TRAIL (paved surface)

RAIL-TRAILS (along railroad corridors)

EQUESTRIAN TRAILS

SIDE PATHS (along roadways)

BIKE LANES (on-street connections)

SEPARATED BIKEWAYS (on-street connections)

BOARDWALK TRAIL (wetland areas)

SAFE TRAIL CROSSINGS

MOUNTAIN BIKE TRAILS

GRAVEL ROADS/TRAILS

Other Trail Types? (Write-in below)

MARCH 2018

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WHAT TYPE OF TRAIL WOULD YOU LIKE TO SEE INTEGRATED INTO THE SINGING RIVER TRAIL SYSTEM? (RANKED IN ORDER OF DOT VOTING RESULTS) GREENWAY TRAIL (paved surface)

#1 GRAVEL ROADS/TRAILS

HIKING TRAIL (natural surface)

BIKE LANES (on-street connections)

#6 MOUNTAIN BIKE TRAILS

SEPARATED BIKEWAYS (on-street connections)

RAIL-TRAILS (along railroad corridors)

EQUESTRIAN TRAILS

BOARDWALK TRAIL (wetland areas)

#4 SAFE TRAIL CROSSINGS

#7 SIDE PATHS (along roadways)

#7 Other Trail Types? (Write-in below) • Birding Trails

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#10

• Wide Trails (high traffic areas) • Trail Connections (connect to other trails) • Historic Trails & Markers

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WHAT AMENITIES WOULD YOU MOST LIKE TO SEE ALONG THE TRAIL? (RANKED IN ORDER OF DOT VOTING RESULTS) Mile Marking

Trailheads & Trail Map Kiosks

#1 Wayfinding Signs

Trail Lighting (in city/town center sections of trail)

Space for Food Trucks or Refreshments (at trailheads or other areas)

Ecotourism (and environmental education)

Camping Sites along the Trail

#8 Agritourism (cycle-to-farm tours)

#11 Trail-Oriented Bicycle Rental

Police Bicycle Patrol

Bicycle Repair Stands

Pet Waste/Trash Stands

Public Art

#10

#6 Drinking Fountains

Sitting Areas/ Pocket Parks

#12 Other Amenities? (Write-in below) • Bathrooms (11 additional votes) • Benches

#13

#14

#15

• Recycling Bins • Campsites, regional through travel

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APPENDIX

Vision Boards WHO WILL USE THE SINGING RIVER TRAIL? ists Tour Hikers

Everyone

Runners Equestrians Cyclists Active-People

Walkers

Millennials

Stu d

Wildlife

Families

Employees Scouts Walkathons

Bird-Watchers

Daycare

Bike

-Tou

rists

Co mm un

Touris t

itie

connection regional great

Challenging Morg an

are a

alon g

cat

local Trail useful spur miles way signage Bike attraction Wider riders part ASAP periodic e good Useful region som ke i marked larger En ride green b addition e v Aw Peaceful impeironmepermeable accessible benches amenities Hillard tus ntahorse l Museum horse-back ly runners World navigation Downtown County Beautiful Communities congested Connected restaurants Horseback

destination

Stat bikin e g

ikers ers/b ay W runn Well together ce

pla tors

ps o shunique communities

visi

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transportation Nature

bui

Alabama Downtown Research

lots

accessible

ison

way

Huntsville Redstone

Mad

r ge

n Grietye g

in Park

trails Creek lar

un m com ter Cen

Athens

Limestone restrooms Ca lho locations boone es Connect un history coffee pus Ambitious UAH Accneede m c meaningful sections e ess d a R c ible hostels state/multi enjoy Essential Point network surfaces residents wheelchair State Friendly share various Motivational lunch train picnic quality life Riding ive s r major ok lus hike c Co n I state alike land Class spot ass et Sim he At

ers

cent

networks Greenways future Arsenal Existing Martin Decatur Par k

THE SINGING RIVER TRAIL WILL BE... ?

Park

Mooresville Transportation gr State/Calhoun/UAH Restrooms eenWheeler wa Bradford ys Schools surfaces regional governments Businesses Bicycle Toyota Point Walls local rentals vehicles motor s across shops Zierdt points rth ction relation o a r N along Neighborhoods Mill Aldridge Chair att especially Town used plac light Parks Richard es Safely safer People Gates Elmont rs Racing tte cri ds already Jack en part Rocket Fri ries e connect City ew lands Br Local Gaps Bike low Clubs s Wildlife better ys te Horse m Historic hub lot nature permeable variety A&M planned connecting access stores solar parks Public Rails paved link l Jenido ona big Polaris recreati easements l Pinutoti importantwalking choo Humans s e n n t a c sta Pla Gate planning facilitating possible cooperation work Mallard non-automotive Handicap Corridor lighting Toyota/Mazda Attractions Allies customers

Dog-Walkers Commuters

parking

Kids

Wonder ful

THE SINGING RIVER TRAIL WILL CONNECT... ?

Tri -At hl

ete

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APPENDIX

Draft Plan Workshop - February 2019 North Alabama residents attended two public workshops for the Singing River Trail in early February (one in Huntsville and the other in Decatur). Combined, nearly 150 people attended, all in support of the trail and what it could mean to them and to North Alabama. Attendees were able to provide feedback on draft routing maps and listen to a presentation about the project’s status. The project team listened to the public to make modifications to the routing. The Decatur mayor kicked off the Decatur event and communicated the positive economic impact this trail could have in North Alabama. Key things heard include: • Significant support for trail • Trail MUST cross river to Decatur - consider options like cantilever, ferry, or bus • Trail needs amenities like water stations, trailheads, bike repair • Trail must connect well into each community’s greenway system, including Indian Creek Greenway, Huntsville greenways, Richard Martin Trail • Provide trail access for all (recreational uses, commuters, elderly, equestrians, ADA, etc)

FEBRUARY 2019 PUBLIC MEETINGS

SINGING RIVER TRAIL MASTER PLAN / 153

APPENDIX

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Project Website A project website was established for the Singing River Trail Master Plan. The website provided project background, meeting notes, content downloads, and opportunity for input (links to an interactive map and the online comment form). The website was updated regularly with news stories and blog entries. The website had thousands of individual views, reaching residents across North Alabama.

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APPENDIX

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Online Interactive Map An online interactive map was provided for residents to provide input on trail routing and destinations to connect. Hundreds gave their input through map markups.

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Online Interactive Map Results

User Comments

15 13 17 86

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Destination Connections

Greenway Access Points

Trailheads with Parking

Suggested Routes

APPENDIX

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Page Intentionally Left Blank

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APPENDIX

Online Comment Form

“I believe trails such as this are an extremely positive asset for any community that they pass through and can also be a source of financial gain for the local businesses.”

Over 1,000 residents completed the online comment form. Results can be seen below: SURVEY RESULTS

1,039 1

Total Responses

HOW MIGHT YOU USE THE PROPOSED SINGING RIVER TRAIL? (Select all that apply) Health and recreation

89%

Walk/bike to run errands, visit friends

47%

Commuting to work

13%

Other

4% Commuting to school

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HOW WOULD YOU TRAVEL ALONG THE TRAIL? (Select all that apply) Walking

With a stroller

Dog walking

Skating/skateboarding

Road or cross bike

With a wheelchair

Running

Other

86% 44%

43%

40% Mountain bike

32%

14%

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APPENDIX

“Would love to see this turn into a reality!”

WHAT ARE THE THREE MOST IMPORTANT DESTINATIONS TO CONNECT WITH THE SINGING RIVER TRAIL?

1. Parks (80%)

WHAT TRAIL FEATURES ARE MOST IMPORTANT TO YOU? (Select a maximum of five)

1. Trailheads/Parking areas (55%)

2. Tourist Attractions (45%)

2. Restrooms (47%)

3. Downtowns (44%)

3. Public access points (44%)

4. Residential areas (34%)

8. Places of work (10%)

5. Shopping centers (22%)

9. City services (6%)

6. Community centers (15%)

10. Other (5%)

7. Schools (11%)

WHAT IS MOST IMPORTANT FOR YOUR SINGING RIVER TRAIL EXPERIENCE?

93% Scenic and less direct, connecting to multiple destinations 7% Direct and quickest route, regardless of scenery

4. Paved Trails (37%)

13. Seating areas (17%)

5. Shade areas (34%)

14. Wayfinding signage (13%)

6. Connections to parks and recreational areas (30%)

15. Water fountains (12%) 16. Access to neighborhoods (11%)

7. Trails that are off-road or separated from roadways (27%)

17. Sculpture/art (4%) 18. Grade-separated roadway intersections (3%)

8. Regular Maintenance (26%) 9. Lighting (24%)

19. Connections to transit (3%)

10. Kiosk/map at trailheads (23%) 11. Connection to shopping areas and downtowns (20%) 12. Natural surface trails (20%)

20. Interpretive signage (3%) 21. Other (3%) 22. Connections to schools (3%)

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APPENDIX

Social Media The project team leveraged Steering Committee members representing multiple jurisdictions and agencies across the study area. Strategic “blasts” of information were provided to drive traffic to the project website and to the public workshops. A project Facebook page and Instagram were also developed, drawing people to project information. In addition, Facebook project ads were purchased to reach residents in the project area geography.

Collateral Multiple “hard” copy collateral were provided and disseminated across the region during the course of the project. Project workshop flyers were developed. Project info cards (the size of business cards) were distributed to drive people to the website. 11x17 and 24x36 project information posters were developed in digital and hard copy form and displayed at regional locations. Info Card (Front): Poster: The vision for the Singing River Trail is a regional greenway that will meander through the tri-county area of Madison, Morgan & Limestone Counties in North Alabama, serving over half a million citizens.

GET INVOLVED AT SINGINGRIVERTRAIL.COM www.SingingRiverTrail.com

Info Card (Back): WE NEED YOUR INPUT AND SUPPORT:

We need your input and support! Please get involved at www.SingingRiverTrail.com Complete comment form and input map

Give us your email address to stay updated

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Like us on Facebook

Complete comment form and input map

Give us your email address to stay updated

Like us on Facebook

Contact your local representative

You can do all this at www.singingrivertrail.com

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APPENDIX

Join Us!

SINGING RIVER TRAIL

Come learn about trails and help us envision a 70-mile trail that will connect our communities of North Alabama!

Draft Plan Workshops

Visioning Workshops

431

Harvest Meridianville ATHENS

72 PROPOSED SINGING RIVER TRAIL CORRIDOR

TWO PUBLIC INPUT OPPORTUNITIES: TUESDAY, FEBRUARY 5, 2019 Space and Rocket Center, Huntsville AL Education Resource Center next to the Marriott Hotel 5:00pm-7:00pm

Redstone Arsenal

231

Mooresville L IM M

DECATUR

ES T OR ON GA E C O N CO U N T Y UN TY

Triana

Wheeler National Wildlife Refuge

WEDNESDAY, FEBRUARY 6, 2019 Alabama Center for the Arts, Decatur AL 5:00pm-7:00pm

TWO PUBLIC INPUT OPPORTUNITIES:

MADISON

565

431

72 PROPOSED SINGING RIVER TRAIL CORRIDOR

HUNTSVILLE

US Space & Rocket Center

MADISON COUNTY

LIMESTONE COUNTY

Meridianville

LIMESTONE COUNTY

Harvest

ATHENS

MONDAY, MARCH 5, 2018 Space and Rocket Center, Huntsville AL Education Resource Center next to the Marriott Hotel 5:00pm-7:00pm

HUNTSVILLE MADISON US Space & Rocket Center

565 31

Redstone Arsenal

231

Mooresville L IM M

DECATUR

ES T OR ON GA E C O N CO U N T Y UN TY

Triana

Wheeler National Wildlife Refuge

Priceville

For more information contact Marie Bostick at (256) 534-5263 or email marie@landtrustnal.org

TUESDAY, MARCH 6, 2018 Calhoun Community College, Decatur AL Health Sciences Building, Room 109 5:00pm-7:00pm

Priceville

For more information contact Marie Bostick at (256) 534-5263 or email marie@landtrustnal.org

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APPENDIX

Appendix C Local and Regional Planning Communities along the Singing River Trail are focused on greenway development due to recent planning processes and public priorities. These planning efforts, as they impact the Singing River Trail, are described on the following pages.

HUNTSVILLE

The Big Picture (2014-2016)

The Big Picture is the umbrella comprehensive planning guide for the City of Huntsville. The Big Picture planning process ran from 2014-2016 and featured significant public involvement. One of the most common desires of citizens was to see more greenways. Two of the six principles of the Big Picture are:

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Design a Mobile and Accessible Transportation Network: Design a multimodal city that is safe and easy to navigate. Huntsville roadways, public transit, bike lanes, and greenways work together to create a transportation network that serves people of all ages and abilities. Develop Healthy and Active Neighborhoods: Develop Huntsville as a place that recognizes that an active population can reduce the cost of healthcare for its citizens and have a positive economic impact on the cityâ&#x20AC;&#x2122;s overall well-being. Build a community that by its very nature encourages daily activity and healthy lifestyles.

As part of the overall Big Picture effort, the City developed a comprehensive, wellthought-out, Greenway Master Plan, that sets an ambitious target to get greenways on the ground. The Greenway Plan Update, approved in December 2017, reflects the communityâ&#x20AC;&#x2122;s vision for a connected system of trails and greenways. The Plan includes a number of greenway corridors that expand the system westward and southward from Downtown Huntsville many of these corridors were considered for Singing River Trail routing.

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APPENDIX

Greenway Master Plan Key Action: Build 44 miles of greenway trails in 5 years.

Greenway Master Plan Vision:

Specific greenways of interest pertinent to the Singing River Trail routing:

• Every residence in the City of Huntsville is within one mile of a greenway.

• Big Spring Greenway (extending from existing Big Spring Greenway to Constellation development)

• The Greenway network is used as a recruiting tool for new industries and workforce. • The Greenway network is among the most frequently-visited tourist destinations in North Alabama.

• PARC Greenway (bike/ped bridge from Downtown over Memorial Parkway and Governors to Lowe Mill) • Clinton Avenue Complete Street corridor (from Downtown to Campus 805) • Seminole Drive greenway (from Clinton to Lowe Mill) • 9th Avenue Complete Street (from Lowe Mill to Triana) • STEAM Trail Greenway (from 9th and Triana, to Bob Wallace/I-565)

• McDonald Creek Greenway through Botanical Gardens • Redstone Gateway Greenway (along Old Madison Pike from UAH to Research Park and Indian Creek Greenway) • Indian Creek Greenway southern extension (from Old Madison Pike/ Indian Creek Greenway to Zierdt Road Greenway) • Zierdt Greenway (from I-565 to Triana) • Singing River Greenway (from Triana to Wheeler Wildlife Refuge and Tennessee River)

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APPENDIX

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RD EN HANS

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Proposed Greenway (1-5 years) Visionary Greenway (5+ years)

HAMER RD RGAN RD MO UGENE

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CHANEY THOMPSON RD

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RD W LINE RD

WAREHOUSE BUCKEYE RD

PERSIMMON RD

SOURWOOD RD

STAGHORNE RD

PERS H ING RD

SAWBRIAR RD

CHINABERRY RD

CRABAPPLE RD

HAWTHORNE RD

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1 6 4 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

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2017 City of Huntsville Greenway Master Plan

PAINT ROCK RD

FINAL DRAFT

APPENDIX

DECATUR One Decatur (2018)

As the Singing River Trail Master Plan was in progress, the City of Decatur completed and adopted their Comprehensive Plan, called One Decatur, in early 2018. The Plan specifically addresses an objective to “Increase efforts to make City more walkable and bike friendly.” In addition, specific action steps specifically called out the regional trail initiative (the Singing River Trail) and a desire to make progress towards a bicycle/pedestrian crossing of the Tennessee River: • Establish regional trail connections. Additional multimodal trail segments should be constructed in collaboration with the regional Launch 2035 effort to connect Decatur to cultural, educational, and recreational destinations in the region as well as to create a multimodal connection between Decatur and Huntsville.

• Establish a bicycle and pedestrian crossing over the Tennessee River. Currently, the Tennessee River is a major regional barrier with no safe way for cyclists and pedestrians to cross. Providing safe crossing options would improve recreational opportunities, economic connections between communities on both sides of the river, and provide alternate transportation options to alleviate congestion. »» Long term: The City should begin coordination with the State Department of Transportation to plan the provision of fixed bicycle and pedestrian crossing facilities over the Tennessee River. Options are diverse, ranging from retrofitting the existing Hwy 31 bridge, adding a separated pathway to the existing railroad crossing, or planning for an eventual new river crossing to include a

separated multi-use path. The ultimate solution should be the outcome of a long-term regional conversation. Other specific, pertinent objectives and actions pulled from One Decatur include: • Update and formalize a plan to connect the urban trail system • Complete the Bill Sims Bike trail connecting destinations within the City such as parks and schools and linking to the regional trail network. • Develop the trail network within the Refuge. »» Encourage the Refuge to create more opportunities for passive recreation via trails, boardwalks, blueways, and sites for access. Promote awareness of opportunities for the community to enjoy this unique natural area

within the City while supporting its conservation mission (which may mean that some access is seasonal). • Provide greater community access to the river through parks, multi-use trails, inviting public spaces, and amenities for water-based recreation. • Establish a water trail (blueway) through the refuge. • Maximize development opportunities on Decatur’s most valuable waterfront areas (The City recognizes there is potential to have better connection to the river, one of its most valuable resources, in a way similar to Chattanooga, TN and Greenville, SC.

SINGING RIVER TRAIL MASTER PLAN / 165

FINAL DRAFT

APPENDIX

April 2018

Figure 4-5: Planned Bicycle and Pedestrian Facilities

2040 Transportation Master Plan

TRANSPORTATION MASTER PLAN PREPARED BY:

NTS City of Madison Planning & Economic Development Department 100 Hughes Road, Madison, Alabama

MADISON

Madison Growth Plan (2010)

Madison’s Growth Plan of 2010 placed significant weight on expanding the network of greenways in Madison, connecting outwards to the west and south as Madison grows. Madison’s 2040 Transportation Plan, adopted in April 2018, also highlights greenways as being critical infrastructure to continue growing and connecting. A larger scale of this map is viewable at madisonal.gov DRAFT – April 2018

1 6 6 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

4-15

FINAL DRAFT

APPENDIX

The Plan features an updated bike/ped/ greenway recommendations map. Specific greenway projects of impact to the potential Singing River Trail routing are: • Bradford Creek Greenway southern extension (identified also in the Parks and Recreation Master Plan 2025 and Greenway and Trail Master Plan) • The Mill Creek Greenway northern extension (identified also in the Parks

and Recreation Master Plan 2025 and Greenway and Trail Master Plan) Specific roadway projects that were considered during the Singing River Trail routing include: • Old Madison Pike Roadway enhancements (mid-term) – Maintain and improve automobile capacity with targeted enhancements like bridge widening and adding turn/deceleration lanes, while also maintaining and improving traffic flow through access management techniques. • Old Madison Pike widening from three to four lanes from Hughes Road to Slaughter Road (Visionary)

• Widen Slaughter Road from 2 to 4 lanes from Old Madison Pike to Madison Boulevard (Construction Year 2023)

Pike (ROW is favorable) and Slaughter Road (to ultimately connect to Zierdt Road sidepath)

• Extend Zierdt Road as a 2-lane roadway from 1 mile north of Madison Boulevard to Old Madison Pike (Visionary)

Specific corridors were called out for bicycling/walking improvements including Huntsville Brownsferry Road, Old Madison Pike (Complete Street and/or multi-use path to fill critical link between greenways), Zierdt Road (bike/ped infrastructure to connect to Huntsville’s multi-use path south of I-565)

While Madison’s greenway network continues to grow, there is very little connectivity to or between Bradford Creek Greenway, Mill Creek Greenway, Indian Creek Greenway, County Line Road side paths, and Hughes Road side path. Therefore, the Plan calls for adding bicycle accommodations along Old Madison Pike, Mill Road, Gillespie Road, Eastview Drive, Balch Road, and Highland Drive. Roadways were also identified as suitable and feasible for Complete Streets improvements. These include Old Madison

SINGING RIVER TRAIL MASTER PLAN / 167

FINAL DRAFT

APPENDIX

A Vision for Athens: Transportation Plan

A Vision for Athens: A Future Land Use and Development Plan

By Mac Martin, AICP City Planner

ATHENS A Vision for Athens: A Future Land Use and Development Plan (2013)

The City of Athens has also begun to make greenways and Complete Streets an important objective in recent years. The City’s comprehensive plan is: A Vision for Athens: A Future Land Use and Development Plan (2013). Specific objectives and strategies pertinent to the Singing River Trail include the expansion of the Swan Creek Greenway and a Complete Street road diet of Hobbs Street. One of the objectives of the plan is to “Encourage greater connectivity between developments and existing facilities through more street connections, greenway trails - a more traditional and efficient style of development.”

The Plan identifies the Swan Creek Greenway as a key asset to the development of the western quadrants of the interchange. Access to this resource opens up numerous recreational opportunities for residents and visitors alike, connecting residential and commercial developments at the interchange with a multipurpose path along the creek, preserved forested areas, Swan Creek park, and the Sportsplex. With a transformation of Hobbs Street to a complete street format, with good sidewalks and bike lanes, downtown and Athens State University become accessible to interchange development via means other than automobile.

1 6 8 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

A Vision for Athens: Transportation Plan (2015)

This plan expands upon the objectives of the 2013 Plan by recommending an expansion of the greenway network and a road diet on Hobbs Street. Objective: Expand greenway network, particularly along Swan Creek, Town Creek, and other tributaries and wooded areas. i) Reasoning: The current greenway trail along Swan Creek is a wonderful recreational trail. However, as we are beginning to see in many other cities, greenway networks can become important transportation routes. By expanding the greenway system as shown on the map, the trail becomes a network for alternative modes of transportation apart from busy major arterial roadways that are not

favorable environments to pedestrians and bicycle use. As it is built out, this network connects neighborhoods and destinations, offering a true means of transport in addition to recreation. With a Athens Transportation Plan 56 crossing over Swan Creek near US 72, the network can connect our regional commercial center at Exit 351 with downtown and multiple recreational destinations. Objective: Provide more opportunities for bicycle travel, particularly along arterials and collectors with lower levels of service. The City can do so in a variety of ways including adding dedicated lanes, constructing multipurpose side paths, widening shoulders, and installing adequate signage and markings.

APPENDIX

FINAL DRAFT

Objective: Improve arterials, collectors, and local streets according to “complete street” design appropriate for said classifications and adjoining land uses. This can include a “road diet” for portions of Hobbs Street and Jefferson Street that have the 4- lane undivided configuration.

SINGING RIVER TRAIL MASTER PLAN / 169

APPENDIX

Appendix D Local Trail Connectivity Maps on the following pages illustrate how the Singing River Trail integrates into, and expands, existing trail networks in urban areas along the route.

170 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

FINAL DRAFT

St Clair Ln

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sD Tre

Medaris Rd NW or wood

aA& M bam a l A

rd C Fo

a Ch

Clearv ue

Riv

Lumary D r

Blake Bottom Rd NW

Ricky Rd

Ocon ee

lemont Ln NE Co

De e r

e ld R d Winchester Rd NW Hillto Ter NW

Whiteston e

5 y6

w oH

d Pat

nD ea

ormont Dr

Burton St

d dlin R

Sa ndia Blvd NW

i sk r r D N ipe Ju n

Spragin Hollo

w Rd

la Pu ik

Doc

An d o Larue St

S an

B e nch Trai l

Oakcrest Rd Robinson Rd

ock c liff D r

F o ssi l

lton Shove

Steakley Rd

N Rd ster che n i W Alpha Ln

t Flin

Dry Creek W a de M ountain

HUNTSVILLE NORTH

Countess Rd NE

il ri s T r a

Holli n gtonDr

Bob Wade Ln NW

Bob Wade Ln

Raint r e R d e

h Ridge ar pat

3 Miles

Proposed Trailhead

Interstate

Fish and Wildlife Service Land

Other Destination

US Highway

Redstone Arsenal

Proposed Side Path

State Road

Municipality

Proposed Unpaved Shared Use Path

County or Local Road

Water

Proposed Ferry

Railroads

Jos

Existing Unpaved Shared Use Path

Dale Rd SE

SE Rd

Ha rb or

Ri ve r

! !

Ol d wy

Wilson Rd

Math ew

S EE R TENN ES

s Rd

Existing Sidepath

IVE R

s her St SW

Green Cove Rd SW

e Dr

Hobbs Rd SE Hobbs Rd SW

Villaret Dr SW

Redstone Rd SW

Buxt on Rd

Patton Rd SW

4 Miles

Flig ht Rd

Cree k Rd

Hawk Rd C a jun Dr

Gray Rd SW

Aerobee Rd

Green Cove Rd SE

uthhu r st Dr SE So

a in Gap Rd SE

Magna Carta Pl SW

Clovis Rd SW

Green Mo Lancelot Dr SE

Vis t a D r

Weatherly Rd SE

Dr SW Ro th m or e

C raigmont Rd

Bel Air Rd SE Dell Ave SE

Dr G

Johnson Rd SW

Chelsea Park

her Dr S W

Tel

Goss Rd SW

t t e Dr S W

No Homewood D r SW

Linden Ave SW

Lily Fla gg Rd SE

o Coleur M Dr i le P ost Rd SE SE Glen co

Drake Ave SE d

! !

M ou nt

E Toney Dr SE

Thornton Ave SW

Drake Ave SW

Torino

r SE

SE Blevi

Willowbrook Dr SE

Dr Ledg es D r SE

C D e ha n dle r R d bo a h Dr S E

Governors S tateDr S E Rt e 1

Vicki Ln

G ap Rd SE

i ne Dr

Paul Dr

Haden Rd

Dug Hill Rd

Proposed Commuter Route

! ! ! !

of Di xi

Rayford Rd

Proposed Shared Use Path

Proposed On-Street Bicycle Facility

Existing Shared Use Path

Existing On-Street Bicycle Facility

Proposed Alternative Alignment

Proposed Alignment

rR pe

Snooper Rd

Patriot Rd Ajax Rd

effield Rd Sh

Bayle

Rd S

Mi lls

Bob Wallace Ave SW

Zeus Dr Mauler Rd Vincent D r

n se n

al Ne

! !

use

Magazin e Rd

He art

Wareho

Rd SW Ar c Newson Rd SW r Ci st a McVay St SW

Sla t

R st Po

l l Rd SW

Line Rd

t in

8th Ave SW

ar M

Governors Dr SW 6th Ave SW

231

e a rm a

wn C i

Ditto Landing

a Trl SE maug C hica

Logan Dr

wy 8 d SE Co HIsland R bs Hob

S Rd

Ivory Ln

de Lin

Cam

Holmes Ave NW

Ditto Marin a

SE wy Pk

rama Dr S E Pa no

ee Trl S E

McClung Ave SE Locust Ave SE

Gr e en

u n ta i n

a qu

i nh oo k

Hillwood Dr S E

Riverview

Chaney Thompson Rd SE

ti s D

Ma this

Rd S E ra RdS E M ont e Ved

! !

Branscomb Rd SE

Huntsville Botanical Garden

Coys Dr SE

Triana Blvd SW

r SW

ss Dr SW

Hillsboro Rd SW

Fairacres Rd S W

Charl o

SE Dr

E Dr S Crestf ield

r hu a D

llena Dr SE

Redstone Arsenal Boundary

Conger

Holiday Dr

Dr SE

rt Ma

t Rd S

Brahan Spring Park

C ro

on Verm

ay Rd

Leeman Ferry Rd SW

Bain

E Dr S ee a wd

Village S

Dr S E

Camelot Dr SE

ina Dr d SE Na d Cov e R Bailey ill Rd SE M d Tod Bluff Dr SE Sh ades Rd SE

Hogan Dr SE da Dr SE Blan

d olf R

in R d S E unta

Louis D r SE Ca mille Dr SE

SW n Dr Loga

Sta

53 te Rte

d Byrd Spring s R

Chadwell Sa nder s Rd

Dr SE e Rd SE

Cannstatt Dr S E

hil l

llow Dr S E

Mart

rails and T Rails S Runw

4th St SW

St N W

Riley Rd SW

14th

S Sh

N Shawdee Dr

Bailey Cove Rd

At w ood D r SE Hickory Hill LnS E

SE Criner R d S Ey Dr Jones Valle ble Dr Ta nnahill D r S E F

Ave Holmes

565

NW ve ll A Ha

Barba ra Dr NW

e on E

Airport Rd SW

Newby Rd

Mac on

D nic r S ce Gill S S t SE Dr rg stings Rd E sbu Ha e S t i t Wh sS E S m t a S Ad lin nk Fra

Downtown Huntsville/Big Spring Park

J lT

r sD

nedo e

Edg e

dy R

nel Fa l

rco Cir e Ba

Dr SE nt

Rd SE

431

Statton Dr SE

Garth Rd SE

r Va

il Tra x Canyon R d SE

Coli c e

Artie St SW

F oxfire

on Dr S Dotses DrS rb Dr SE Dobb s

Owens Dr SE

I ctio n

T reCha vo nd l er r D r SE

Burri t Dr no B l v d SE

Cl e e rm o

Trail ng ur nn cil Ashb n D

Bl e v

Tree Tr a

r As bu

Su g

lk wa

Vie w Ledg e

Spa ce

he Trail row a

Mo nt e

Cathe r

Scout T r ail

nson Dr

Old Big Cove Rd ssie

nC ir

ve C Co ek Dr

Ro bi

HUNTSVILLE SOUTH p Dr

Wil

Broad Dr

sa liam

Proposed Trailhead

Interstate

Fish and Wildlife Service Land

Other Destination

US Highway

Redstone Arsenal

Proposed Side Path

State Road

Municipality

Proposed Unpaved Shared Use Path

County or Local Road

Water

Proposed Ferry

Railroads

Lewter Dr

Autumn Wind Dr Morning Vista Dr

Skyline Rd Slaughter Rd

Foy Rd

Patricia Rd

Nancy Rd

High Rd

Chad Ln

B l vd Inwood Trl

Arnold R

Shelt on Rd

Pinehurst

Seina Vista Dr

Pin e Ridge

Hill

REDSTONE ARSENAL

¥ ! !

Dr ter wa

Ed ge

ose

Lake

e Ln

Herit a

ok Blvd Zierdt Rd

565

Anderson Rd SW

y Hw

ntain Bro

Intergraph Wy

Rodman Dr

Metaire Ln Spring Water Dr

Mabry D r

Athens Blvd Briarwo od Dr Crestview Dr Ashwood Dr

Douglas St

Goldenr

Lanier Rd

Commer

Celtic Dr

Lewis Ln

Sullivan St

Chadrick Dr

t o ria Dr

Dublin Cir

Sunset

Walton Dr

Hughes Rd

Sturdivant St

Church St

Ambrose Dr

Cat

Plaza Blvd

Landers Rd

Blu ebelle Michli Rd

Whisperwoo Pension Row

Willard St

Xin g Wall Triana Hwy

ef Dr ie ld

C ree kG re e nw Si ay l

Park s i

Dr d

A ly

Arlingt o n Dr

Ivor

Co Rd 127 Co Hwy 127

Andra St Evalyn St

Hughes Road Multi-Use Path

Claytor Ln Mer

Balch Rd

Fieldmaster Dr

Mi l l

Gracie Ln

Re Bibb Dr

Glenwood Dr

Men

Avian

Ln Vine wo od

Red Oak Rd

Carnette Dr

borwood

A llis

County Line Road Multi-Use Path

County Line Rd Co Line Rd

Mose Chapel Rd

Appleton Ln Way

Alisha Cir

Coral C t

Wate r

Existing Unpaved Shared Use Path

Mou

Cir

Existing Sidepath

m merv

Proposed Commuter Route

! ! ! !

ay Creek Gree nw

Proposed Shared Use Path

ian In d

Proposed On-Street Bicycle Facility

Existing Shared Use Path

Existing On-Street Bicycle Facility

Madison Academy

e on

lvd

Westsc o tt

iew

rk B

Dr ella

Oakland Rd

e Lak

Proposed Alternative Alignment

d Dr

I se I ha

Lime Quarry R d

Disk Dr

Proposed Alignment

n tr

Bus Pa

duction Ave P1 ro Miles

d Blv

er Mill

e Gr ek

phics Gra

Town Madison/ Ballpark Contec Rd

on dis Ma

Cr e

lin Dr ub W D y Pl

Alderwoo

nial Lake D r

for d

0.5

w ayP

Cir

Doane Dr

Fla g

Colo

Lynn Dr

gfield Ln

ay W

Hidd e n Valley

h Ma

Maple S t

Royal Dr

B r ad

Cork

Bre n

od Ln

e enwood Dr

Sp ri n

Clift Dr

Ca r

Portal Ln

d inal Ave

field ing r il l D vem S ta

S harp Blvd

Cam brid g

Mari on

Walton Rd

Blvd and n Blvd Nol Nola d eR bin Wo od Madison Pike

tt Dr Bre

hla n

Dr W

Eld o rado Dr Beaver Run Dr

Brentwood Ln

ma Dr

Princeton Dr

Ashley Dr

S hort

Jackson Ave

WillenaD

o S an

Dublin Park

MADISON !

Sally Ln Mea dow Dr

Rd rry he

!Downtown Madison

Fron t S t

Palmer Rd

D ge R id

Arnett St

Steel e Dr

B ell e

Stewart St

Ashley Way

Dr ry

iddle St High St

Perry St

Madison Ave

Carter Dr

Maplewo o

Conger Rd

Browns Ferry Rd

Jetp lex Ln

0.25

Eastview Dr

L ar

Mill Rd

whead Trl ro Ar Dr dd To

Blvd

Path

pr i n gs Pl

Lena Cain Blvd r ockton

dral

Mill Road Multi-Use

d Ln

l kP oo S Br

New Bristol Ln

am Cir

ranth

Cedar S

Mannin g h

d Mil dre an Rd Ha rdim

Park Stone Dr Garden Brook D r Dr

Mill Park Ln

Dr on Chase Hun i ngt Dr Hollow F ox

ander

s Dr

denhall Dr

nway

n La

sd ow ne

i ll C r e a m Dr Dr Rd he m a rh g u D rid Liza Ln m Ci r B o Hill R Dr Cott onwood Trl de Over brook Dr Spotted Fawn Rd Long Bow Dr

hase

e Gre

H ig h Coach Way

gan ser Blv

k ee

n Cir de m

nridge ow

ff Blu

r gD r in Sp

n Dr Woo dlaw

Foxhoun

rve Way se

Chath a gha m llin Be

Bradford

Wa tt erson Way

Kensing

High Point St

r d D

Abby Ln

on Dr

Belmont Pl

Mattie

Millsfor d

Liberty Dr

Manor Dr

MADISON

Jarrett Ln

Galt Ln Monument Ln

Sc h rims h

m sterdam

Scenic D r ton

Sh o

Proposed Trailhead

Interstate

Fish and Wildlife Service Land

Other Destination

US Highway

Redstone Arsenal

Proposed Side Path

State Road

Municipality

Proposed Unpaved Shared Use Path

County or Local Road

Water

Proposed Ferry

Railroads

DECATUR

Ingalls Harbor Pavilion ! ! Ne he rS

Isl

a n Way NW Isl an d dW ay

St NW or e

le -

Hu nt sv il

Existing On-Street Bicycle Facility

Proposed On-Street Bicycle Facility

Proposed Alternative Alignment

Existing Shared Use Path

Proposed Shared Use Path

Proposed Commuter Route

Existing Sidepath Existing Unpaved Shared Use Path

! ! ! !

Moulton St E

Johnston St SE

Ma rk e tS tN E

Gi bb Holly St NE

Proposed Alignment

Tra

Po pla rC

Elm Ct

wo od

4th Ave SE

8th Ave NE

4th Ave NE

! !

Cook Museum of Natural Science

Dr ift

E St N Fe rry

t NE

ur ch S

Somerville Rd NE

St NE Lin e

E St N O ak

il a tu rT ra De c

Lee S

2nd Ave NE

1st Ave NE

1st Ave SE

1st Ave SW

Central Pkwy SW

0.5 Miles

2nd Ave SE

4th Ave NW W

3rd Ave SW

6th Ave SW

7th Ave SW

5th Ave NW

6th Ave NW

7th Ave NW

8th Ave NW

8th Ave SW

Co Rd 41

0.125

ill

State Rte 24

Go rdo 0.25 n Dr S

A Pl

Moulton St W

Ch er ry

St N

Dr .B

1st St NW

Le e

St N

W al nu t

St NE

St N

Somerville Rd SE

E Ca na lS tN

Ba nk

St N Ra ilr oa d

Fin ley Dr NW

Memorial Dr NW

Vi ne

La fa ye tte

31 £

2nd St NW

Ca in

W ils on

Da vis St NE

e at St

3rd St NW

S Be tate e R Lin te e 3 Hw y

Daikin Amphitheater at Founder's Park

6th St

4th St NW

Rhodes Ferry Park! !

DECATUR ! !

D avis St

! !

10th Ave NE

Fe rr NE y S

ad ilro

Ash Ct NE

o w rvie Dr w NE Ct

10th Ave SE

Sy ca m

catur H De wy

Riverwalk Marina

8th Ave SE

St N

6th Ave NE

W St N

M ad iso n

La fa ye tte

St NW

et St NW

6th Ave SE

hin

Al t

TE NN ES SE ER IVE R

W el lS tN

b om

Ca rt n ey M c

W as hi ng to

St N

i Tra

St N

i ng

Ca in

Hw y

M ar k

Gr o

llk Wa

Ch er ry

M cC ar tn

Vin e

Davis Ct

rb Ha rvie rbo Ha

urt

t St

Waln u

on gt

Sh or tW as

St NW St W s r er t N St k S n Fi

t NW

s Da vi

Gedd is S

Cherry St

W Ne wc

tN W

Al m

S yk es S

Ca sh i

Vine St

St N

t NW is S Dav

lso nS tN

Ch ur c

Ch urc h

St S

e Av w ie E v r ve S Ri

Proposed Trailhead

Interstate

Fish and Wildlife Service Land

Other Destination

US Highway

Redstone Arsenal

Proposed Side Path

State Road

Municipality

Proposed Unpaved Shared Use Path

County or Local Road

Water

Proposed Ferry

Railroads

APPENDIX

FINAL DRAFT

Page Intentionally Left Blank

SINGING RIVER TRAIL MASTER PLAN / 175

FINAL DRAFT

APPENDIX

ARROWHEAD LANDING (HWY 20 SIDEPATH PORTION OPTION A: USING EXISTING BRIDGES) ENGINEER'S ESTIMATE - CONCEPTUAL DESIGN

Appendix E Cost Estimates Engineering cost estimates were generated by an assessment of each project and using the most current, local bids to make the most accurate estimate possible. These estimates are done at the planninglevel only; costs will vary due to economic conditions and revisions during the design process.

DESCRIPTION: ARROWHEAD LANDING PHASE 1 OPTION A - SIDEPATH + 2 WAY SBL ON EXISTING BRIDGE-12 FT PATH PROJECT NUMBER: 2018-037 COUNTY: LIMESTONE

CITY MOORESVILLE ESTIMATE BY: DEJ/BMB DATE: 5/6/2019 REVISED: CHECKED BY: MSR

ITEM NO. 201A002

DESCRIPTION CLEARING AND GRUBBING (MAXIMUM ALLOWABLE BID $

UNIT LS

QUANTITY 1

UNIT PRICE $2,800.00

AMOUNT $2,800.00

210A000

UNCLASSIFIED EXCAVATION

CUYD

2000

$20.00

$40,000.00

210D001

BORROW EXCAVATION (LOOSE TRUCKBED MEASUREMENT)

CUYD

1500

$30.00

$45,000.00

214A000

STRUCTURE EXCAVATION

CUYD

2250

$20.00

$45,000.00

214B001

FOUNDATION BACKFILL, COMMERCIAL

CUYD

750

$60.00

$45,000.00

305B077

CRUSHED AGGREGATE, SECTION 825, FOR MISCELLANEOUS USE

TON

150

$75.00

$11,250.00

533A098

18" STORM SEWER PIPE (CLASS 3 R.C.)

2750

$60.00

$165,000.00

600A000

MOBILIZATION

$75,000.00

618A000

CONCRETE SIDEWALK, 4" THICK

SQYD

4500

$75.00

$337,500.00

618B003

CONCRETE DRIVEWAY, 6" THICK (INCLUDES WIRE MESH)

SQYD

250

$130.00

$32,500.00

621C008

INLETS, TYPE E

EACH

$6,000.00

$36,000.00

623A001

CONCRETE GUTTER (VALLEY)

150

$30.00

623B002

CONCRETE CURB, TYPE A

400

$30.00

$12,000.00

623C000

COMBINATION CURB & GUTTER, TYPE C

3200

$35.00

$112,000.00

634A000

INDUSTRIAL FENCE, 4 FEET HIGH

600

$200.00

$120,000.00

650A000

TOPSOIL

CUYD

450

$20.00

$9,000.00

654A000

SOLID SODDING

SQYD

3750

$8.00

$30,000.00

680A001

GEOMETRIC CONTROLS

$11,100.00

698A000

CONSTRUCTION FUEL (MAXIMUM BID LIMITED TO $

$22,100.00

701G258

BROKEN YELLOW, CLASS 2, TYPE A TRAFFIC STRIPE

900

$0.50

$450.00

701G263

SOLID YELLOW, CLASS 2, TYPE A TRAFFIC STRIPE

1800

$1.00

$1,800.00

703A002

TRAFFIC CONTROL MARKINGS, CLASS 2, TYPE A

SQFT

1300

$5.00

$6,500.00

FLEXIBLE DELINEATORS

EACH

$100.00

$4,000.00

SAFETY RAIL

300

$50.00

$15,000.00

TEMPORARY TRAFFIC CONTROL

$30,000.00

ITEMS COST: INFLATION FACTOR

YEARS

4.0%

CONSTRUCTION TOTALS (2021)

$1,213,500.00 $99,021.60 $1,312,521.60

CONTINGENCIES

10.0%

$131,252.16

MINOR ITEMS

10.0%

$131,252.16

UTILITIES

0.0%

RIGHTS OF WAY

0.0% TOTAL ESTIMATED COST (2021)

P:\00-2017-318 Huntsville Singing River Trail\Estimates\2017-318_Arrowhead Landing P1 Option A - Sidepath + SBL_12.xlsx

176 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

$4,500.00

$0.00 $0.00 $1,575,025.92

FINAL DRAFT

APPENDIX

ARROWHEAD LANDING (HWY 20 SIDEPATH PORTION OPTION B: STANDALONE BIKE/PED BRIDGES)

ARROWHEAD LANDING (ARROWHEAD LANDING DIRT ROAD PORTION)

ENGINEER'S ESTIMATE - CONCEPTUAL DESIGN

DESCRIPTION: ARROWHEAD LANDING PHASE 1 OPTION B - SIDEPATH + BRIDGES -12 FT PATH

DESCRIPTION: ARROWHEAD LANDING PHASE 2 - STONE DUST TRAIL REHABILITATION

PROJECT NUMBER: 2018-037 COUNTY: LIMESTONE

CITY MOORESVILLE

TOWN MOORESVILLE

ESTIMATE BY: DEJ/BMB

DATE: 5/6/2019

REVISED:

CHECKED BY: MSR

ITEM NO. 201A002

DESCRIPTION CLEARING AND GRUBBING (MAXIMUM ALLOWABLE BID $

UNIT LS

QUANTITY 1

UNIT PRICE $12,200.00

AMOUNT $12,200.00

ITEM NO. 201A002

DESCRIPTION CLEARING AND GRUBBING (MAXIMUM ALLOWABLE BID $

UNIT LS

QUANTITY 1

UNIT PRICE $5,000.00

AMOUNT $5,000.00

210A000

UNCLASSIFIED EXCAVATION

CUYD

3500

$20.00

$70,000.00

210A000

UNCLASSIFIED EXCAVATION

CUYD

4250

$30.00

$127,500.00

210D001

BORROW EXCAVATION (LOOSE TRUCKBED MEASUREMENT)

CUYD

3250

$30.00

$97,500.00

210D001

BORROW EXCAVATION (LOOSE TRUCKBED MEASUREMENT)

CUYD

100

$40.00

$4,000.00

214A000

STRUCTURE EXCAVATION

CUYD

2250

$20.00

$45,000.00

430B003

AGGREGATE SURFACING (ALDOT #57)

TON

3250

$50.00

$162,500.00

214B001

FOUNDATION BACKFILL, COMMERCIAL

CUYD

750

$60.00

$45,000.00

430B004

AGGREGATE SURFACING (ALDOT #810)

TON

1750

$50.00

$87,500.00

305B077

CRUSHED AGGREGATE, SECTION 825, FOR MISCELLANEOUS USE

TON

175

$75.00

$13,125.00

600A000

MOBILIZATION

$49,400.00

533A098

18" STORM SEWER PIPE (CLASS 3 R.C.)

2750

$60.00

$165,000.00

650A000

TOPSOIL

CUYD

500

$20.00

$10,000.00

600A000

MOBILIZATION

$194,200.00

654A000

SOLID SODDING

SQYD

4500

$8.00

$36,000.00

618A000

CONCRETE SIDEWALK, 4" THICK

SQYD

4800

$75.00

$360,000.00

665J002

SILT FENCE

19000

$3.50

$66,500.00

618B003

CONCRETE DRIVEWAY, 6" THICK (INCLUDES WIRE MESH)

SQYD

250

$130.00

$32,500.00

680A001

GEOMETRIC CONTROLS

$9,900.00

621C008

INLETS, TYPE E

EACH

$6,000.00

$36,000.00

698A000

CONSTRUCTION FUEL (MAXIMUM BID LIMITED TO $

$9,900.00

623A001

CONCRETE GUTTER (VALLEY)

150

$30.00

$4,500.00

623C000

COMBINATION CURB & GUTTER, TYPE C

3600

$35.00

$126,000.00

650A000

TOPSOIL

CUYD

400

$20.00

$8,000.00

654A000

SOLID SODDING

SQYD

3600

$8.00

$28,800.00

CONTINGENCIES

20.0%

$122,913.02

680A001

GEOMETRIC CONTROLS

$24,300.00

MINOR ITEMS

10.0%

$61,456.51

698A000

CONSTRUCTION FUEL (MAXIMUM BID LIMITED TO $

$48,600.00

UTILITIES

0.0%

$0.00

703A002

TRAFFIC CONTROL MARKINGS, CLASS 2, TYPE A

RIGHTS OF WAY

0.0%

SQFT

$5.00

$375.00

BIKE/PED BRIDGE NO. 1

235

$3,000.00

$705,000.00

BIKE/PED BRIDGE NO. 2

200

$3,000.00

$600,000.00

SAFETY RAIL

800

$50.00

$40,000.00

TEMPORARY TRAFFIC CONTROL

$50,000.00 ITEMS COST:

INFLATION FACTOR

YEARS

4.0%

CONSTRUCTION TOTALS (2021)

YEARS

4.0%

CONSTRUCTION TOTALS (2021)

TOTAL ESTIMATED COST (2021)

$220,817.76 $2,926,917.76

10.0%

$292,691.78

5.0%

$146,345.89

UTILITIES

0.0%

$0.00

RIGHTS OF WAY

0.0%

$50,000.00

MINOR ITEMS

P:\00-2017-318 Huntsville Singing River Trail\Estimates\2017-318_Arrowhead Landing P1 Option B - Sidepath + Bridges_12.xlsx

INFLATION FACTOR

$2,706,100.00

CONTINGENCIES

TOTAL ESTIMATED COST (2021)

ITEMS COST:

$0.00 $3,365,955.42

P:\00-2017-318 Huntsville Singing River Trail\Estimates\2017-318_Arrowhead Landing P2 - Stone Dust Rehab.xlsx

SINGING RIVER TRAIL MASTER PLAN / 177

$9,900.00 $568,200.00 $46,365.12 $614,565.12

$0.00 $798,934.66

FINAL DRAFT

APPENDIX

WHEELER NATIONAL WILDLIFE REFUGE

HOBBS STREET

ENGINEER'S ESTIMATE - CONCEPTUAL DESIGN

DESCRIPTION: SINGING RIVER TRAIL, HOBBS STREET FROM CLINTON ST TO US 31

DESCRIPTION: SINGING RIVER TRAIL, WHEELER REFUGE

PROJECT NUMBER: 2017-318 COUNTY: LIMESTONE

PROJECT NUMBER: 2017-318 COUNTY: LIMESTONE/MADISON

CITY ATHENS

TOWN TRIANA TO MOORESVILLE

ESTIMATE BY: BMB

DATE: 5/7/2019

DATE: 5/6/2019

REVISED:

CHECKED BY: MSR

ITEM NO. 201A002

DESCRIPTION CLEARING AND GRUBBING (MAXIMUM ALLOWABLE BID $

UNIT LS

QUANTITY 1

UNIT PRICE $3,200.00

AMOUNT $3,200.00

ITEM NO. 201A002

DESCRIPTION CLEARING AND GRUBBING (MAXIMUM ALLOWABLE BID $

UNIT LS

QUANTITY 1

UNIT PRICE $10,000.00

AMOUNT $10,000.00

210A000

UNCLASSIFIED EXCAVATION

CUYD

800

$20.00

$16,000.00

210A000

UNCLASSIFIED EXCAVATION

CUYD

6500

$20.00

$130,000.00

210D001

BORROW EXCAVATION (LOOSE TRUCKBED MEASUREMENT)

CUYD

600

$30.00

$18,000.00

210D001

BORROW EXCAVATION (LOOSE TRUCKBED MEASUREMENT)

CUYD

200

$30.00

$6,000.00

305B077

CRUSHED AGGREGATE, SECTION 825, FOR MISCELLANEOUS USE

TON

175

$75.00

$13,125.00

305B077

CRUSHED AGGREGATE, SECTION 825, FOR MISCELLANEOUS USE

TON

$75.00

$750.00

405A000

TACK COAT

GAL

2094

$7.50

$15,705.00

405A000

GAL

$7.50

$540.00

407B000

MILE

$500.00

$1,500.00

TON

$200.00

$12,000.00

SQYD

26166

$3.00

$78,498.00

TON

125

$200.00

$25,000.00

EACH

$20,000.00

TON

2081

$125.00

$260,125.00

424B692

TON

160

$200.00

$32,000.00

600A000

JOINT SEALANT FOR HOT MIX ASPHALT PAVEMENT PLANING EXISTING PAVEMENT (APPROXIMATELY 1.10" THRU 2.0" THICK) MATERIAL REMIXING DEVICE SUPERPAVE BITUMINOUS CONCRETE WEARING SURFACE LAYER, 1/2" MAXIMUM AGGREGATE SIZE MIX, ESAL RANGE E MOBILIZATION

$101,200.00

430B003

TACK COAT SUPERPAVE BITUMINOUS CONCRETE WEARING SURFACE LAYER, WIDENING, 1/2" MAXIMUM AGGREGATE SIZE MIX, ESAL RANGE C/D SUPERPAVE BITUMINOUS CONCRETE UPPER BINDER LAYER, WIDENING, 3/4" MAXIMUM AGGREGATE SIZE MIX, ESAL RANGE C/D SUPERPAVE BITUMINOUS CONCRETE LOWER BINDER LAYER, WIDENING, 1" MAXIMUM AGGREGATE SIZE MIX, ESAL RANGE C/D AGGREGATE SURFACING (ALDOT #57)

TON

4750

$50.00

$237,500.00

618A000

CONCRETE SIDEWALK, 4" THICK

SQYD

2630

$75.00

$197,250.00

430B004

AGGREGATE SURFACING (ALDOT #810)

TON

2500

$50.00

$125,000.00

618B003

CONCRETE DRIVEWAY, 6" THICK (INCLUDES WIRE MESH)

SQYD

700

$130.00

$91,000.00

600A000

MOBILIZATION

$79,800.00

623A001

CONCRETE GUTTER (VALLEY)

625

$30.00

$18,750.00

618A000

CONCRETE SIDEWALK, 4" THICK

SQYD

250

$80.00

$20,000.00

623B002

CONCRETE CURB, TYPE A

8750

$30.00

$262,500.00

623B002

CONCRETE CURB, TYPE A

500

$35.00

$17,500.00

623C000

COMBINATION CURB & GUTTER, TYPE C

400

$35.00

$14,000.00

650A000

TOPSOIL

CUYD

275

$20.00

$500.00

654A000

SOLID SODDING

SQYD

2500

$8.00

$20,000.00

SILT FENCE

55440

$3.50

$194,040.00 $20,000.00

408A052 410H000 424A280

650A000

TOPSOIL

424A369 424B661

CUYD

$20.00

$5,500.00

654A000

SOLID SODDING

SQYD

150

$8.00

$1,200.00

665J002

680A001

GEOMETRIC CONTROLS

$12,700.00

680A001

GEOMETRIC CONTROLS

$20,000.00

698A000

CONSTRUCTION FUEL (MAXIMUM BID LIMITED TO $

$25,300.00

698A000

CONSTRUCTION FUEL (MAXIMUM BID LIMITED TO $

$20,000.00

701G258

BROKEN YELLOW, CLASS 2, TYPE A TRAFFIC STRIPE

15000

$0.50

$7,500.00

BATHROOM WITH SELF-COMPOSTING TOILETS

$100,000.00

$2,500.00

$5,000.00 $4,500.00

701G263

SOLID YELLOW, CLASS 2, TYPE A TRAFFIC STRIPE

10000

$1.00

$10,000.00

BENCH

703A002

TRAFFIC CONTROL MARKINGS, CLASS 2, TYPE A

SQFT

1700

$5.00

$8,500.00

BIKE RACK

$1,500.00

PLANTER BOX

EACH

$1,000.00

$85,000.00

BICYCLE REPAIR STATION

$4,000.00

SIGNAL IMPROVEMENTS AT BEATY ST

$30,000.00

LANDSCAPING

$40,000.00

SIGNAL IMPROVEMENTS AT SHAW ST

$15,000.00

INFORMATION KIOSK

$7,500.00

SIGNAL IMPROVEMENTS AT US 31

$50,000.00

PICNIC TABLE

$3,500.00

$50,000.00

TRASH RECEPTACLE

$1,500.00

TEMPORARY TRAFFIC CONTROL

$50,000.00 ITEMS COST:

INFLATION FACTOR

YEARS

4.0%

CONSTRUCTION TOTALS (2021)

ITEMS COST:

$1,406,553.00 $114,774.72

INFLATION FACTOR

YEARS

4.0%

CONSTRUCTION TOTALS (2021)

$1,521,327.72

$7,000.00 $3,000.00 $1,126,630.00 $91,933.01 $1,218,563.01

CONTINGENCIES

10.0%

$152,132.77

CONTINGENCIES

10.0%

$121,856.30

MINOR ITEMS

5.0%

$76,066.39

MINOR ITEMS

5.0%

$60,928.15

UTILITIES

0.0%

$0.00

UTILITIES

2.0%

RIGHTS OF WAY

0.0%

$0.00

RIGHTS OF WAY

TOTAL ESTIMATED COST (2021)

P:\00-2017-318 Huntsville Singing River Trail\Estimates\2017-318_Hobbs Street.xlsx

17 8 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

0.0% TOTAL ESTIMATED COST (2021)

$1,749,526.88

P:\00-2017-318 Huntsville Singing River Trail\Estimates\2017-318_Wheeler Refuge.xlsx

$24,371.26 $0.00 $1,425,718.72

FINAL DRAFT

APPENDIX

TRASH PANDA TRAIL

DECATUR BOARDWALK

ENGINEER'S ESTIMATE - CONCEPTUAL DESIGN

DESCRIPTION: TRASH PANDA TRAIL

DESCRIPTION: SINGING RIVER TRAIL, DECATUR BOARDWALK - 12 FT PATH

PROJECT NUMBER: 2018-037 COUNTY: MADISON

PROJECT NUMBER: 2017-318 COUNTY: MORGAN

CITY MADISON

CITY DECATUR

ESTIMATE BY: DEJ/BMB

ESTIMATE BY: BMB

DATE: 5/6/2019

REVISED:

CHECKED BY: MSR

ITEM NO. 201A002

DESCRIPTION CLEARING AND GRUBBING (MAXIMUM ALLOWABLE BID $

UNIT LS

QUANTITY 1

UNIT PRICE $3,800.00

AMOUNT $3,800.00

ITEM NO. 201A002

DESCRIPTION CLEARING AND GRUBBING (MAXIMUM ALLOWABLE BID $

UNIT LS

QUANTITY 1

UNIT PRICE $17,700.00

AMOUNT $17,700.00

210A000

UNCLASSIFIED EXCAVATION

CUYD

6500

$20.00

$130,000.00

210A000

UNCLASSIFIED EXCAVATION

CUYD

1000

$20.00

$20,000.00

210D001

BORROW EXCAVATION (LOOSE TRUCKBED MEASUREMENT)

CUYD

3000

$30.00

$90,000.00

210D001

BORROW EXCAVATION (LOOSE TRUCKBED MEASUREMENT)

CUYD

500

$30.00

$15,000.00

214A000

STRUCTURE EXCAVATION

CUYD

1250

$20.00

$25,000.00

230A000

ROADBED PROCESSING

RBST

$500.00

$6,000.00

214B001

FOUNDATION BACKFILL, COMMERCIAL

CUYD

400

$60.00

$24,000.00

405A000

TACK COAT

GAL

130

$7.50

$975.00

305B077

CRUSHED AGGREGATE, SECTION 825, FOR MISCELLANEOUS USE

TON

100

$75.00

$7,500.00

410H000

EACH

$20,000.00

533A098

18" STORM SEWER PIPE (CLASS 3 R.C.)

1500

$60.00

$90,000.00

TON

125

$175.00

$21,875.00

600A000

MOBILIZATION

$118,700.00

618A000

CONCRETE SIDEWALK, 4" THICK

SQYD

10200

$75.00

$765,000.00

TON

150

$175.00

$26,250.00

618B003

CONCRETE DRIVEWAY, 6" THICK (INCLUDES WIRE MESH)

SQYD

653

$130.00

$84,890.00

621C008

INLETS, TYPE E

EACH

$6,000.00

$24,000.00

600A000

MATERIAL REMIXING DEVICE SUPERPAVE BITUMINOUS CONCRETE WEARING SURFACE LAYER, WIDENING, 1/2" MAXIMUM AGGREGATE SIZE MIX, ESAL RANGE C/D SUPERPAVE BITUMINOUS CONCRETE UPPER BINDER LAYER, WIDENING, 3/4" MAXIMUM AGGREGATE SIZE MIX, ESAL RANGE C/D MOBILIZATION

$563,600.00

623A001

CONCRETE GUTTER (VALLEY)

400

$30.00

$12,000.00

650A000

TOPSOIL

CUYD

180

623C000

COMBINATION CURB & GUTTER, TYPE C

2000

$35.00

$70,000.00

654A000

SOLID SODDING

SQYD

1600

$8.00

$12,800.00

650A000

TOPSOIL

CUYD

1250

$20.00

$25,000.00

680A001

GEOMETRIC CONTROLS

$140,900.00

654A000

SOLID SODDING

SQYD

10500

$8.00

$84,000.00

698A000

CONSTRUCTION FUEL (MAXIMUM BID LIMITED TO $

$140,900.00

680A001

GEOMETRIC CONTROLS

$14,900.00

CONCRETE BOARDWALK

4500

$1,500.00

$6,750,000.00

698A000

CONSTRUCTION FUEL (MAXIMUM BID LIMITED TO $

SAFETY RAIL

350

$50.00

$17,500.00

703A002

TRAFFIC CONTROL MARKINGS, CLASS 2, TYPE A

TEMPORARY TRAFFIC CONTROL

$150,000.00

TEMPORARY TRAFFIC CONTROL

$29,700.00

SQFT

400

$5.00

$2,000.00

$50,000.00 ITEMS COST:

INFLATION FACTOR

YEARS

4.0%

CONSTRUCTION TOTALS (2021)

$50,000.00 $1,650,490.00 $1,785,169.98

10.0%

$178,517.00

MINOR ITEMS

5.0%

$89,258.50

UTILITIES

2.0%

$35,703.40

RIGHTS OF WAY

0.0%

$0.00

P:\00-2017-318 Huntsville Singing River Trail\Estimates\2017-318_Trash Panda Trail.xlsx

424B661

$20.00

ITEMS COST: INFLATION FACTOR

YEARS

4.0%

CONSTRUCTION TOTALS (2021)

$134,679.98

CONTINGENCIES

TOTAL ESTIMATED COST (2021)

424A369

$3,600.00

$7,907,100.00 $645,219.36 $8,552,319.36

CONTINGENCIES

10.0%

$855,231.94

MINOR ITEMS

3.0%

$256,569.58

UTILITIES

0.3%

$21,380.80

RIGHTS OF WAY

0.0% TOTAL ESTIMATED COST (2021)

$2,088,648.88

P:\00-2017-318 Huntsville Singing River Trail\Estimates\2017-318_Decatur Boardwalk_12.xlsx

SINGING RIVER TRAIL MASTER PLAN / 179

$0.00 $9,685,501.68

FINAL DRAFT

APPENDIX

SPACE AND ROCKET CENTER

INDIAN CREEK GREENWAY EXTENSION

ENGINEER'S ESTIMATE - CONCEPTUAL DESIGN

DESCRIPTION: ROCKET CORRIDOR SEGMENT - 12 FT PATH

DESCRIPTION: INDIAN CREEK EXTENSION - 12 FT PATH PROJECT NUMBER: 2018-037 COUNTY: MADISON

PROJECT NUMBER: 2017-318 COUNTY: MADISON

CITY MADISON

CITY HUNTSVILLE ESTIMATE BY: BMB

ESTIMATE BY: DEJ/BMB DATE: 5/7/2019

DATE: 5/7/2019

REVISED:

CHECKED BY: MSR

ITEM NO. 201A002

DESCRIPTION CLEARING AND GRUBBING (MAXIMUM ALLOWABLE BID $

UNIT LS

QUANTITY 1

UNIT PRICE $54,700.00

AMOUNT $54,700.00

ITEM NO. 201A002

DESCRIPTION CLEARING AND GRUBBING (MAXIMUM ALLOWABLE BID $

UNIT LS

QUANTITY 1

UNIT PRICE $21,900.00

AMOUNT $21,900.00

210A000

UNCLASSIFIED EXCAVATION

CUYD

5300

$20.00

$106,000.00

210A000

UNCLASSIFIED EXCAVATION

CUYD

10500

$20.00

$210,000.00

210D001

BORROW EXCAVATION (LOOSE TRUCKBED MEASUREMENT)

CUYD

2650

$30.00

$79,500.00

210D001

BORROW EXCAVATION (LOOSE TRUCKBED MEASUREMENT)

CUYD

6000

$30.00

$180,000.00

230A000

ROADBED PROCESSING

RBST

$500.00

$45,000.00

214A000

STRUCTURE EXCAVATION

CUYD

150

$20.00

$3,000.00

305B077

CRUSHED AGGREGATE, SECTION 825, FOR MISCELLANEOUS USE

TON

100

$75.00

$7,500.00

214B001

FOUNDATION BACKFILL, COMMERCIAL

CUYD

$60.00

$3,000.00

405A000

TACK COAT

GAL

1000

$7.50

$7,500.00

230A000

ROADBED PROCESSING

RBST

$500.00

$45,000.00

410H000

EACH

$20,000.00

305B077

CRUSHED AGGREGATE, SECTION 825, FOR MISCELLANEOUS USE

TON

850

$150.00

$127,500.00

405A000

TACK COAT

410H000

424A369

TON

GAL

900

$7.50

$6,750.00

EACH

$20,000.00

$80.00

$20,000.00

$800.00

TON

750

$150.00

$112,500.00

TON

900

$150.00

$135,000.00

150

$65.00

$9,750.00

$87,500.00

$87,500.00 $71,250.00

618A000

CONCRETE SIDEWALK, 4" THICK

SQYD

2600

$75.00

$195,000.00

618B003

CONCRETE DRIVEWAY, 6" THICK (INCLUDES WIRE MESH)

SQYD

400

$130.00

$52,000.00

533A098

623A001

CONCRETE GUTTER (VALLEY)

200

$30.00

$6,000.00

600A000

MOBILIZATION

623C000

COMBINATION CURB & GUTTER, TYPE C

2000

$35.00

$70,000.00

618A000

CONCRETE SIDEWALK, 4" THICK

SQYD

950

$75.00

650A000

TOPSOIL

CUYD

2100

$20.00

$42,000.00

619A002

18" ROADWAY PIPE END TREATMENT, CLASS 1

EACH

$1,500.00

$9,000.00

652A100

SEEDING

ACRE

3.50

$1,500.00

$5,250.00

623B002

CONCRETE CURB, TYPE A

400

$40.00

$16,000.00

654A000

SOLID SODDING

SQYD

3000

$8.00

$24,000.00

650A000

TOPSOIL

CUYD

2000

$20.00

$40,000.00

680A001

GEOMETRIC CONTROLS

$13,700.00

652A100

SEEDING

ACRE

3.00

$1,500.00

$4,500.00

698A000

CONSTRUCTION FUEL (MAXIMUM BID LIMITED TO $

$27,400.00

654A000

SOLID SODDING

SQYD

2000

$8.00

$16,000.00

703A002

TRAFFIC CONTROL MARKINGS, CLASS 2, TYPE A

424B661 600A000

TON

1050

$150.00

$157,500.00

$109,300.00

424A369 424B661

SQFT

300

$5.00

$1,500.00

680A001

GEOMETRIC CONTROLS

$21,900.00

CANOPY (RAILROAD UNDERPASS)

$75,000.00

698A000

CONSTRUCTION FUEL (MAXIMUM BID LIMITED TO $

$21,900.00

CONCRETE BOARDWALK - LOCATION 1

100

$1,000.00

$100,000.00

SAFETY RAIL

500

$50.00

CONCRETE BOARDWALK - LOCATION 2

$25,000.00

100

$1,000.00

$100,000.00

TEMPORARY TRAFFIC CONTROL

$60,000.00

EACH

$10,000.00

$50,000.00

TRAFFIC SIGNAL AT BOB WALLACE CROSSING

$125,000.00

SAFETY RAIL

500

$50.00

$25,000.00

SIGNAL IMPROVEMENTS AT MADISON AND ZIERDT

$50,000.00

TEMPORARY TRAFFIC CONTROL

$20,000.00

RECTANGULAR RAPID FLASHING BEACON

ITEMS COST: INFLATION FACTOR

YEARS

4.0%

CONSTRUCTION TOTALS (2021)

$1,571,350.00 $128,222.16 $1,699,572.16

CONTINGENCIES

10.0%

$169,957.22

MINOR ITEMS

10.0%

$169,957.22

UTILITIES

0.0%

$0.00

RIGHTS OF WAY

0.0% TOTAL ESTIMATED COST (2021)

P:\00-2017-318 Huntsville Singing River Trail\Estimates\2017-318_Indian Creek Extension_12.xlsx

1 8 0 / S I N G I N G R I V E R TR A I L M A S TE R P L A N

ITEMS COST: INFLATION FACTOR

YEARS

4.0%

CONSTRUCTION TOTALS (2021)

$1,245,750.00 $101,653.20 $1,347,403.20

CONTINGENCIES

15.0%

$202,110.48

MINOR ITEMS

10.0%

$134,740.32

UTILITIES

2.0%

$26,948.06

RIGHTS OF WAY

0.0% TOTAL ESTIMATED COST (2021)

$0.00 $2,039,486.59

P:\00-2017-318 Huntsville Singing River Trail\Estimates\2017-318_Rocket Corridor_12.xlsx

$0.00 $1,711,202.06

APPENDIX

FINAL DRAFT

Page Intentionally Left Blank

SINGING RIVER TRAIL MASTER PLAN / 181

Acknowledgements

APPENDIX

FINAL DRAFT

SYSTEM

Commission Chairman Dale W. Strong

Senator Arthur Orr

Speaker Mac McCutcheon

Senator Slade Blackwell

Drs. Aruna and Amit Arora

Joe Campbell

Century Automotive Friends of Singing River Trail: 1 82 / S I N G I N G R I V E R

Clint Shelton, Decatur Daily; Mike Cole, Wilmer & Lee Attorneys; Steve Raby, Direct Communications; TR A I L M A S TE R P LDavid A N Spillers, Huntsville Hospital; Health System; Mike Dalen, OMI, Inc.

Partner

Prepared By