Waxahachie Alternative Trail Scenarios by Institute of Urban Studies

INTRODUCTION Surveys conducted throughout the country indicate that trails are in high demand nationwide and are being heavily used for both recreation and transportation purposes. Trails are seeing immense popularity because they offer many benefits and are commonly seen as enhancing the quality of life for the surrounding communities, which they serve. Aside from being a recreational amenity, trails promote health and fitness by providing people the opportunity for active recreation in a variety of ways. They offer viable and safe transportation alternatives by connecting residential areas, recreational areas, commercial areas, employment centers and schools. Trails support the protection and preservation of natural resources and allow users to experience scenic natural environments within and through established greenway corridors. They also promote economic development, specifically at trailhead locations, and may spur other benefits such as increased property values and attraction of businesses. Trails increase user safety by offering dedicated travel routes for pedestrians, bicyclists, skaters and equestrians. The implementation of a trail system requires consistency of design and quality. Trail users throughout Waxahachie should expect safe, user-‐friendly and accessible trail facilities that provide quality environments and experiences that are inclusive of all people. In an effort to encourage design consistency, this document establishes a framework of design standards, planning guide lines, for future implementation of off-‐street natural surface trails and multi-‐use trails for two additional trail facilities within Waxahachie city’s proposed network of future parklands and trail corridors. The guidelines set forth in this document are based on current recognized standards and recommendations by national transportation and recreation agencies and are designed to serve as a prelude to more detailed trails planning efforts.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

EXECUTIVE SUMMARY

The City of Waxahachie, Texas engaged the Institute of Urban Studies at The University of Texas at Arlington to assist with planning alternative construction scenarios for two trails as amendment to the City’s Master Parks, Recreation and Open Space plan. Staff and graduate students from the Institute met with City staff on April 9, 2014. The visit included a full briefing on key planning considerations and goals as well as a tour of the trail routes. Key considerations for the scenarios included providing a range of alternatives in terms of construction cost, ongoing maintenance expenses, and level of trailhead, signage, and on-‐trail amenities. Additional important considerations included connectivity with Waxahachie’s broader trail network and park network as well as providing opportunities for bike and pedestrian access to schools, shopping, and entertainment.

FORMER RAIL STATION AT TRAILHEAD

FORMER RAIL LINE FROM DOWNTOWN WAXAHACHIE

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

TRAIL-1 (LITTLE CREEK HIKE AND BIKE TRAIL) SCENARIO The first proposed additional trail for Waxahachie is located in the northern portion of the city close to U.S. 287.This proposed trail is approximately 2 miles in length and will intersect with two city main streets, Dallas Highway and Brown Street. The trail will begin at Solon Road, continue to Farley Road, and connect between Chapman Park and Brown Singleton Park. The new trail will help connect adjacent neighborhoods with grocery stores (HEB and Walmart), schools, and entertainment. The residents of the adjacent neighborhoods can easily use the trails and have access to parks and entertainment centers. Residents can also enjoy the facilities that are proposed on the trail. The trail alignment is divided into five segments, with specific amenities proposed for each segment. The total of proposed amenities for the entire trail is: • • • • • • • •

23 pet stations 12 signs 2 bike stations 2 fountains 44 billboards 49 benches 30 Waste and Recycling Receptacles yellow-‐flashing warning lights and crossing lanes for the safety of the residents who will use the trail.

There are four grade roadway-‐crossing types included: • • • •

roadway intersection mid-‐block intersection mid-‐block crossing median refuge.

The follow sections include specific recommendations for each intersection.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

TRAIL-2 (MKT HIKE AND BIKE TRAIL) SCENARIO The second proposed trail for Waxahachie is a 3.2 miles trail from north to south. This trail follows the old MKT rail bed from downtown Waxahachie to just south of Lake Waxahachie. The \ trail runs from South College Street to Chisholm Trail, with street crossings at Matthew Street, Howard Road, and Old Italy Road. This new trial will have opportunities for hiking, mountain biking, horse riding, and trail running. Parking facilities will likely have to be constructed and maintained to provide better access to the trail from each direction. The trail is a good opportunity to connect people to nature and adjacent farmland. It follows natural land and water features and links natural areas and parks with each other and to populated areas. This trail is divided into nine segments, with specific amenities proposed for each segment Total amenities proposed for the trail would include: • • • • • • • • • •

26 pet stations 22 signs 2 bike stations 2 fountains 48 billboards 59 benches 35 Waste and Recycling Receptacles 1.5 miles of boardwalk one playground Yellow flashing warning lights and crossing lanes.

The following sections include the location of facilities and recommendations for each intersection.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

CONNECTIVITY This map indicates how these two new proposed trails would be connected to Waxahachie’s existing trail network, schools, and retail/entertainment.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

FINANCIAL PROJECTIONS

LITTLE CREEK HIKE AND BIKE TRAIL TOTAL

CRUSHED STONE ASPHALT $ 100,000 $ 200,000 16.5 16.5 $ 1,650,000 $ 3,300,000

$ 400,000 16.5 $ 6,600,000

SIGNAGE KIOSK BENCHES TRASH RECEPTACLES PET STATIONS REMOVABLE BOLLARDS BIKE RACKS TOTAL TRAILHEAD AMENITIES

$ 3,600 $ 5,394 $ 44,100 $ 15,000 $ 2,388 $ 17,114 $ 750 $ 88,346

$ 4,500 $ 5,394 $ 44,100 $ 15,000 $ 2,388 $ 17,114 $ 750 $ 89,246

TOTAL TRAIL AND TRAILHEAD AMENITIES

$ 1,738,346

$ 3,388,346

$ 6,689,246

CONSTRUCTION COST: PAVING/TRAIL SURFACE PER MILE NUMBER OF MILES TOTAL TRAIL CONSTRUCTION

TRAILHEAD AMENITIES: TRAIL/911 SIGNAGE

CONCRETE

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

MKT TRAIL TOTAL

CRUSHED STONE

ASPHALT

CONCRETE

CONSTRUCTION COST: PAVING/TRAIL SURFACE PER MILE NUMBER OF MILES TOTAL TRAIL CONSTRUCTION TRAILHEAD AMENITIES: TRAIL/911 SIGNAGE SIGNAGE KIOSK BENCHES TRASH RECEPTACLES PET STATIONS REMOVABLE BOLLARDS BIKE RACKS TOTAL TRAILHEAD AMENITIES TOTAL TRAIL AND TRAILHEAD AMENITIES

$ 100,000 16.53 $ 1,653,000 $ 6,600 $ 7,192 $ 45,000 $ 19,000 $ 3,582 $ 23,880 $ 750 $ 106,004 $ 1,759,004

$ 200,000 16.29 $ 3,258,000 $ 6,600 $ 7,192 $ 45,000 $ 19,000 $ 3,582 $ 23,880 $ 750 $ 106,004 $ 3,364,004

$ 400,000 16.29 $ 6,516,000 $ 6,600 $ 7,192 $ 45,000 $ 19,000 $ 3,582 $ 23,880 $ 750 $ 106,004 $ 6,622,004

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

APPENDIX

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

TRAILS LOCATIONS

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

Little Creek Hike and Bike Trail This trail located north of the city close to U.S. 287.The trail is approximately 2 miles in length and will intersect with two large streets, Dallas Highway and Brown Street. The trail will begin at Solon Road, continue on to Farley Road, and connect between Chapman Park and Brown Singleton Park. Little Creek Hike and Bike Trail will help connect adjacent neighborhoods with grocery stores, schools, and entertainment. The residents of the adjacent neighborhoods could easily use the trails and have access to parks and entertainment centers.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

MKT Hike and Bike Trail The second proposed trail for Waxahachie is the MKT Hike and Bike Trail. It is a 3.2 mile trail from north to south. The MKT Hike and Bike Trail starts from South Collage Street and runs to Chisholm Trail. It intersects roadways at Matthew Street, Howard Road, and Old Italy Road. This new trail will have opportunities for hiking, mountain biking, horse riding, and trail running. Parking facilities will likely have to be constructed and maintained to provide better access to the trail from each direction. The trail is a good opportunity to connect people to nature and adjacent farmland. It follows natural land and water features and links nature reserves and parks with each other and populated areas.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

TRAIL STANDARDS AND RECOMMENDATIONS

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The follow information are based on the Manual on Uniform Traffic Control Devices (MUTCD), Traffic Control Devices Handbook, A Policy on Geometric Design of Highways and Streets (known as the AASHTO “Green Book”) and the Guide for the Development of Bicycle Facilities. This following section considers the needs of bicyclists, Pedestrians, skaters, and the elderly and physically challenged. It also includes paved and unpaved trail recommendations, trail intersections types, standards and recommendations, as well as bridge and boardwalks standards and recommendations. MULTI-‐PURPOSE TRAIL For many communities, a multi-‐purpose trail system functions as a recreational amenity that serves a wide range of users equestrians, bicyclists, walkers, joggers, in skaters, children in strollers, people using mobility devices (such as wheelchairs), hikers, wildlife viewers, and anglers.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

The specific width suggested for multi-‐purpose trails should be either 10 or 12 feet wide. Principal planning concerns with multi-‐ purpose trail is included: • • •

•

An alignment with the fewest intersections with roadways should be chosen. Multi-‐purpose trails need continuity with other facilities. A multi-‐purpose trail should not just end, leaving bicyclists stranded with no nearby bikeway connection. Multi-‐purpose trails are generally expensive to build because they are entirely separate facilities from the roadway. Multi-‐ purpose pathways that are intended for transportation should be as direct as possible or many bicyclists will choose a shorter route, such as a nearby roadway. Multi-‐purpose pathways located adjacent to a highway may result in bicycle/motor vehicle conflicts at driveways and with turning traffic at intersections with roadways. Where significant pedestrian usage is anticipated, additional width should be provided

There are two types of multi-‐purpose trail that are included, paved and unpaved multi-‐purpose trail

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

A. PAVED MULTI-PURPOSE TRAIL Include paved trails of asphalt or concrete for walking, running, cycling, and in-‐line skating. In some cases, a paved multi-‐purpose path may incorporate a segregated equestrian trail. Also included in this trail type are bikeways, which are striped or marked on roadways as bike routes for commuting. Paved multi-‐purpose paths should be considered in more urbanized areas and should follow existing and proposed transportation corridors. Clear Trail Width: recommended trail width is 10-‐12’ feet but may increase depending on intensity of use and trail location. In urban or suburban locations, trails should be set back at least 10 feet from any roadway curb or edge of pavement. Clear Zones: should maintain a minimum 1-‐foot buffer zone between the edge of the graded clear zone and any fixed objects such as signs or trees. Vertical Clearance: should maintain an 8-‐foot minimum vertical clearance. Trail Surface: asphalt or concrete are the preferred surfaces but it is very important that the paved areas are well drained because standing water on the trail will adversely affect the trail surface and decrease the life and quality of the trail. The paved trail should not exceed a uniform cross slope of 2 percent and disturbed areas should be sodded or mulched to prevent erosion. Trail 1 and Segment 1 of trail 2 are proposed as a paved multi-‐purpose trail that should follow these standards.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

B. UNPAVED MULTI-PURPOSE TRAILS

New and reconstructed trails should be made as accessible as possible while maintaining the character of the resource and natural environment. Because of the rustic nature of this type of trail, the guidelines for unpaved multipurpose paths are general and trail design will be primarily determined by site conditions and intended use. Unpaved multi-‐purpose paths should be considered in rural, undeveloped areas of the county. Clear Trail Width: recommended clear trail width is 4’ width and 8’ clear trail width but may fluctuate based on site conditions and desired trail experience. Clear Zones: this type of trail does not typically require clear zones, since users are moving at relatively slow speeds. In natural areas, underbrush should be trimmed so that it does not hang over the trail edge or obstruct the traveled way. Vertical Clearance: trails should maintain a 10-‐foot minimum vertical clearance in order to accommodate equestrian users. Trail Surface: trails may be surfaced with wood chips, crushed stone or shell, or may be made of compacted earth. In any case, the surface should be firm and stable.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

DESIGN FOR THE TRAIL USER Trails can be expected to attract people of all ages, from very young children to the very elderly, with capabilities ranging from fast-‐ moving bicyclists to the physically challenged. In other words, everybody uses trails. Typical trail users may include bicyclists, walkers, runners, inline skaters (rollerblades), roller skaters, skateboarders, wheelchair users, baby strollers, dog walkers, and others. Bicyclists have their own set of design user requirements as do foot travelers 1-CONSIDERING THE NEEDS OF BICYCLISTS The bicyclist operates under varying levels of physical and mental stress and is vulnerable to environmental elements and risk of injury. For biking purposes, trails should have a clear width of 12 feet. A minimum width of 10 feet should only be used when site-‐specific conditions do not allow the preferred width. A minimum clearance of 2 feet is required on each side of the trail. The clearance includes a 2-‐foot shoulder graded to a maximum slope of 1:6. The vertical clearance should be a minimum of 8 feet. The Guide for the Development of Bicycle Facilities prepared by AASHTO lists the recommended minimum radii for a lean angle of 15 degrees (the casual cyclist) at various design speeds. In general, a design speed of 20 mph can be used. It is unlikely that the casual cyclist would travel faster than this on a mixed-‐use trail. Design Speed 12 mph 20 mph 25 mph

Minimum radius 36 feet 100 feet 156 feet

Vertical grades on shared use trails should be a maximum of 5% when possible. Greater than 5% makes a long ascent difficult to climb, and may encourage speeds on the descent that exceed the safety capability of the rider. Designers may need to exceed the

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

5% grade for short distances, due to topography or other limiting factors. As a general guide, the following grades and lengths are recommended by AASHTO: 5 to 6% 7% 8% 9% 10% 11+%

For up to 800 feet For up to 400 feet For up to 300 feet For up to 200 feet For up to 100 feet For up to 50 feet

The following options are offered by AASHTO to mitigate excessive grades: • On longer grades, an additional 4 to 6 feet of trail width will permit slower cyclists to dismount and walk. • Provide signage to alert cyclists to the maximum percent of grade. • Provide recommended descent speed signage. • Exceed minimum stopping sight distances. • Exceed minimum horizontal clearances, recovery areas or protective railing. • Use a wider path width (4 to 6 feet) and switchbacks to contain the speed of descending cyclists

BICYCLE AND IN-‐LINE SKATING TRAIL CLEARANCES

ADAPTED FROM THE TECHNICAL HANDBOOK OF BIKEWAY DESIGN, DEPICTS OTHER DESIGN BICYCLIST DIMENSIONS AND OPERATING SPACE.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

2-CONSIDERING THE NEEDS OF PEDESTRIANS Walking speeds among pedestrians range from approximately 0.9 -‐ 11 m/s (2.5 -‐ 6.0 ft./s). Average walking speed is 1.2 m/s (4.0 ft./s) in accordance with the 1988 MUTCD, but 15 percent walk at or below 1.1 m/s (3.5 ft./s), and a recent study has assessed the walking speed of the elderly at 1.0 m/s (3.2 ft./s). In areas where there are many elderly people, a rate of 0.9 m/s (3 ft./s) should be considered when designing facilities. A perception-‐reaction time of 3 seconds is appropriate. Walking rates are faster at midblock than at intersections, faster for men than women, and are affected by trip purpose, steep grades, and time of day, weather conditions, ice, and snow. Pedestrian trails should have a clear width of 6 feet to allow room for passing, walking two abreast, or for devices such as strollers and wheelchairs. A minimum width of 5 feet should only be used when site-‐specific conditions do not allow the preferred width. Trails passing through vegetation need regular maintenance to provide sufficient clearance. At a minimum, a pedestrian trail should be cleared 2 feet beyond the width of the trail and to a height of 8 feet. The clearance may need to be increased to allow for vegetative growth between maintenance periods and to account for snow depth if the trail is used by cross country skiers or other winter users. The cross slope should be 2% to provide drainage of surface water and conform to ADA regulations. Pedestrian trail profiles are not as critical as other trails, due to the slow speed of travel. Consideration should be given to wheelchair users, where gradual transitions between grades are desirable. Long slopes and switchbacks should have level landing areas for rest stops with benches, in conformance with accessibility regulations.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

3-CONSIDERING THE NEEDS OF SKATERS Skaters may include in-‐line skaters (currently the country’s fastest growing sport and the dominant category of skaters), roller-‐ skaters, or skateboarders. While there are differences in operating characteristics among these three types of skater, they are similar enough to consider as one design category. Similarly, according to the International In-‐Line Skating Association (IISA), “In-‐line skaters are enough like bicyclists that it makes sense to treat the two groups alike.” There are important differences, however. The small wheels of skates, typically 72-‐80 mm (2.8 -‐ 3.1 in) diameter, makes skaters especially sensitive to surface debris and irregularities. In-‐line skaters require at least as much lateral clearance as bicyclists, and may use as much as 1.8 m (6 ft) of width operating space. INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

4-CONSIDERING THE NEEDS OF THE ELDERLY AND PHYSICALLY CHALLENGED Physiological changes that occur with age involve a deterioration of sensory and physical capabilities to include vision, audition, cognition, and postural and gait function. Simply put, many elderly often do not see, hear, or walk well. According to the AASHTO Green Book and the MUTCD, the following have been suggested as measures with potential to aid the elderly pedestrian: • Lower walking speed criterion, particularly at wide signalized intersections; • Provide refuge islands at wide intersections; • Provide lighting and eliminate glare sources; • Consider the traffic control system in the context of the geometric design to assure compatibility; • Provide adequate advance warning of situations that could surprise or adversely affect safety; • Use enhanced standard traffic control devices; • Provide oversized, reflective signs with suitable legibility • Consider increasing sign letter size to accommodate individuals with decreased visual acuity; • Use properly located signals with large signal indications; • Provide enhanced markings and delineation; • Use repetition and redundancy

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TRAIL INTERSECTION Trail-‐roadway crossings may be categorized into three main types: • Midblock; • Parallel Path; • Complex Intersection Each of these types may cross any number of roadway lanes, divided or undivided, with varying speeds and volumes, and may be uncontrolled, or more typically, sign or signal controlled. 1- MIDBLOCK Midblock type crossings are situations at which the trail crosses a roadway far enough from any other junction so that there are no close proximity or unexpected motor vehicle turning movements that the trail user may encounter.

EXAMPLE MIDBLOCK TYPE CROSSING ROADWAY WITH RIGHT-‐OF-‐WAY

FORMER EXAMPLE MIDBLOCK TYPE CROSSING TRAIL WITH RIGHT-‐OF-‐WAY

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

Ideally, the crossing should be at right angles. The typical redesign of a diagonal road crossing of a rail-‐trail by curving the trail to achieve an optimal 90-‐degree approach is shown in Figure. If right-‐of-‐way is a constraint in providing for design speed curvature or is a cost concern, the crossing may be angled a maximum of 75 degrees, thus reducing right-‐of-‐way requirements. This slight compromise lengthens the crossing by only 4%. 2- PARALLEL PATH These type crossings occur where a trail closely parallels a roadway and crosses another roadway (or driveway) near the intersection. With this configuration, the trail user is faced with potential conflicts from motor vehicles turning left (A) and right (B) from the parallel roadway, and on the crossed roadway (C, D, E)

EXAMPLE PARALLEL PATH TYPE CROSSING

TYPICAL REDESIGN OF A DIAGONAL ROAD CROSSING

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

Trail intersections with roads present the greatest safety concerns due to traffic volume and speeds. The following standards need to be considered for all road crossings. All intersections shall be in accordance with AASHTO. • The trail should intersect at 90 degrees or as close to this as possible. • The trail width may need to be increased near the intersection to reduce conflicts among the users, such as stopping and grouping of cyclists. • The trail should meet the road at the same elevation, with sufficient landing areas for the user. • Good sight distance needs to be assured for motorists and trail users. • Signage is to be provided to warn road and trail users of the intersection. • A visible crosswalk should be delineated at the intersection in accordance with the Manual of Uniform Traffic Control Devices, produced by the Federal Highway Administration. • Curb ramps and detectable warnings may be necessary in certain situations. Intersection lighting may be needed to add to the safety of the crossing. • Higher volume streets, such as arterials and collectors, may warrant a grade separated crossing SEPARATION DISTANCE The distance between the parallel roadway and trail has a pronounced effect on operations. At issue is: • Turning motor vehicle approach speed to the trail; • Stacking space between the parallel roadway and trail; • Driver recognition of the trail; • Trail user recognition of turning motor vehicles; and • Trail right-‐of-‐way prioritization

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

3- COMPLEX INTERSECTION These type crossings constitute all other trail-‐roadway or driveway junctions. These may include a variety of configurations at which the trail crosses directly through or near a roadway intersection and there may be any number of motor vehicle turning movements. It is critical for the designer to view the junction from the perspective of both the trail user and motorist, and to pay careful attention to potential conflicts from turning motor vehicles.

EXAMPLE COMPLEX INTERSECTION TYPE CROSSING

EXAMPLE COMPLEX INTERSECTION TWO-‐STEP TYPE CROSSING

TRAIL SCENARIOS/ WAXAHACHIE, TEXAS INSTITUTE OF URBAN STUDIES/ ALTERNATIVE

ROADWAY OVERPASS (BRIDGES) Roadway overpasses are more open and present fewer security problems. However, they are generally more expensive, as they require much longer approaches to achieve the minimum 17 feet of vertical clearance from a roadway. The following factors are important to consider when designing roadway overpasses: • Provide good sight distance and visibility for safety and security (see Figures 15 &16 to compute sight distances). • Make the trail wide enough for two-‐way use, including 2 feet of clear width on either side. • Provide sufficient horizontal clearances and required loading capacity for maintenance and emergency vehicles. • Bridges should maintain a flat (not arched) surface. • Minimize approach grades. • Provide signs to alert users to the crossing. • Utilize barriers or landscaping to encourage the user to stay on the trail • In order to prevent any objects from falling or being thrown onto the roadway below, provide 6 foot high fencing on both sides and a fully enclosed cage that maintains the recommended vertical clearances. • Provide centerline striping. • Provide adequate lighting, if necessary INDEPENDENT TRAIL BRIDGES In addition to traversing roadways and highways, bridges are common trail structures used to cross other trail barriers, such as creeks, rivers and ravines. • Bridges shall be designed to withstand wind loads. • Bridges shall be designed to accommodate temperature differentials and maximum deflection allowances. • Bridge materials shall be of unpainted weathering steel or painted steel with either wood decking or a poured concrete floor. • All structural members shall have a minimum thickness of material of at least 3/16". • Bridge fabricators must be certified by the American Institute of Steel Construction and have the personnel, organization, experience, capability, and commitment to produce a safe and quality product. • Workmanship, fabrication, and shop connections shall be in accordance with American • Association of State Highway and Transportation Officials Specifications (AASHTO) INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

BOARD WALKS OVER WETLANDS

Natural features can be spanned with boardwalks. In general, bikeways and trails should avoid swamps, marshes and other wetland areas whenever possible. However, for unique interpretive or educational purposes, a trail may cross a wetland. In such cases, elevated boardwalks are especially useful to allow trail users to experience the natural environment without negatively affecting the area. The boardwalk crossing should provide the same conditions and ease of use as the trail approaching the bridge.

• • • • •

These crossings should be level with the trail surface and at least as wide as the approaching trail. Allow extra width on shared-‐use crossings for passing or maneuvering. When handrails are required they should be 42 inches above the trail. Provide side barrier at trail level to prevent wheels and runners from dropping off the boardwalk. Visibility needs to be adequate for the approach and signs should be utilized to alert the user.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

Boardwalks can vary in terms of height off the ground, materials used in construction and type of construction. Different types of boardwalks that might be used in these trail projects. The boardwalks below are made of wood, which is the most common type of constructed boardwalk trail.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

SUPPORT SERVICES AND FACILITIES

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

When planning and designing trail projects, support services, such as trailheads and access points, connections to public transit systems, rest areas and interpretive facilities are often overlooked. These important amenities are an integral part of the trail experience and should be incorporated into the early planning stages and final design of each trail. In addition, the need for special lighting, fencing, and landscaping needs to be addressed. TRAILHEAD DESIGN Trailheads are facilities that are primarily provided for users to access a trail system. They also provide ancillary accommodations that allow for vehicle parking, trip planning and preparation as well as areas for rest and recharging. A trailhead will primarily be located at the beginning and end of a route. The facilities that need to be provided at a trailhead are as follows: 1. Structure with restroom accommodations. 2. Accessible Parking. (Special considerations should be given to how horses are accommodated on multi-‐use trails and where users may park trailers. Conflict with other trail users should be minimized.) 3. Drinking fountains and (watering device for horses on equestrian routes) 4. Telephone(s) for emergency and coordination of events 5. Seating 6. Lighting 7. Trail and Informational signage (i.e. wall mounted on free standing kiosk) 8. Bicycle racks 9. Shade (i.e. structures/ plant material) 10. Waste receptacles 11. Landscaping 12. Overflow parking allowances 13. ADA accessibility

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

KIOSK DESIGN A kiosk is a small outdoor structure that incorporates trail maps, route data and specific site information such as historical and environmental for trail users. For the purpose of this study three levels of signage have been developed. The following will act as a basis for future design. The level of signage will be determined by the size of trailhead, its projected use and location.

DRINKING FOUNTAINS Drinking fountains provide a more enjoyable greenway experience and to protect the health of two and four-‐legged trail users. • Locate drinking fountains at least 5’ from trail edge. • Locate drinking fountains near restrooms, at trailheads, parks and other public gathering places along the greenway trail. • Standard, accessible and dog-‐height bowls should be installed to accommodate all trail users. • Drinking fountains should be placed on a well-‐drained surface (i.e. 2% sloped concrete slab) • Include hose bib connections for maintenance purposes

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

BENCHES Seating areas along trails provide a place to rest, congregate, or contemplate for the user. There are a wide variety of options to choose from in terms of style and materials. Selections should be based on the desired trail theme as well as cost. • Locate seating a minimum of 3-‐feet from the edge of the trail. • Locate benches in areas that provide interesting views, shade or shelter from seasonal winds, as well as those that are close to educational or cultural elements. • Drainage should slope away from the trail. • Benches should be securely anchored to the ground, and located at appropriate intervals along the trail. • Seating depth should be 18-‐20-‐inches and the length should vary between 60-‐90-‐inches. • Provide benches with back rests and arm rests on either side.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

LIGHTING Fixed source lighting improves visibility and safety at trailheads, access points and intersections for night use, and is critical for lighting tunnels and underpasses, when nighttime security could be an issue. • The AASHTO Guide recommends using average maintained horizontal illumination levels of 5 lux (.5 foot-‐candles) to 22 lux (2 foot-‐candles), depending on the location. • Where special security problems exist, higher illumination levels may be considered. • Lighting poles should meet the recommended horizontal and vertical clearances. • Selection of lighting fixtures to be determined according to site specific needs. • Luminaires and poles should be at a scale appropriate for trail users.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

WASTE AND RECYCLING RECEPTACLES Providing trash, pet waste, and recycling receptacles along the trail results in the reduction of litter, improves the overall appearance of the greenway, and preserves the natural environment for all trail users. • Locate receptacles at each trail access point and each seating area (1 waste/recycling unit per picnic table, 1 unit per every 2 benches) at the minimum. • Locate pet waste receptacles at trail heads and occasional along trail. • Receptacles should be selected using the following criteria: -‐ Expected trash amount -‐ Maintenance program requirements -‐ Durability • Receptacles should be set back a minimum of 3-‐feet from the edge of the trail. • Consider selecting trash receptacles that are made of recycled materials and that are appropriate for flood prone areas

BICYCLE PARKING INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

Provide bicycle parking at trail heads or trail access points for commuters using the greenway for alternative transportation or for those using the trail for reasons besides bicycling. • Recommended secure bicycle parking methods are locking the bike to a rack, or providing enclosed storage areas. • Custom bicycle racks or conventional options are available, depending on greenway theming and budget. • Provide bicycle parking that supports the bicycle upright by its frame. • Allow for multiple bicycles to be parked at once. BOLLARDS (REMOVABLE AND PERMANENT) Certain road crossing or intersection situations may create a need to limit vehicular access to the trail. Bollards and gates are possible solutions to restrict motor vehicles. Bollards can effectively restrict vehicles from the trail and still allow pedestrians and bicyclists to pass through. It is important to design highly visible bollards so they do not present a collision hazard to bicyclists. Low level landscaping, 6" to 12" in height, can enhance visibility and create a low buffer around the bollard. Gates will completely restrict trail access because they stop vehicular, pedestrian and bicycle traffic.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

EMERGENCY PHONES Emergency phones provide a means of contacting emergency personnel while using trail facilities and for convenience of trail users. • Locate emergency phones at all trailheads, major intersections, and areas of potential conflict along the trail. • Locate at strategic sites along the trail. • When installing the emergency phones, provide reference information on the location, such as mile markers so that a caller can be located via georeferenced address. • Emergency phones have options for cellular and arrangements may be possible with local cell phone providers for reduced service fees. • Emergency phones also have options for power. If phones are located in a remote area, it may be feasible to use solar power to avoid electric wiring installation and service costs FENCING Appropriate fencing should be incorporated into each trail design, as necessary, to deter trespassing onto adjoining properties, as well as provide a safety buffer at dangerous locations along a trail. The following are minimum standards: • Minimum fencing requirements shall be a two to three split-‐rail fence. • Material of fencing to be dictated by surrounding neighborhood and site specific needs. • Fences and railings shall be a minimum height of 42 inches. PICNIC TABLE INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

Picnic tables provide places for trail users to congregate for meals or to just sit and relax. Guidelines/Considerations • Locate picnic tables far enough back from the trail to avoid interfering with circulation along the trail (min. 3’) • Wheelchair access should be possible at some picnic tables. • Wheelchair-‐accessible tables should be connected to the trail by a firm surface path such as asphalt or concrete. • Locate picnic tables in areas that provide interesting views, are close to an educational or historical trail element, shade or shelter from seasonal winds. • Install trash/recycle receptacle for every picnic table

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

SIGNAGE & WAYFINDING A comprehensive system of signage ensures that information is provided regarding the safe and appropriate use of all trails, both on-‐road and off-‐road. The greenway network should be signed seamlessly with other alternative transportation routes, such as bicycle routes from neighboring jurisdictions, trails, historic and/or cultural walking tours, and wherever possible, local transit systems. Signage is divided into several categories: • Network signs • Directional/wayfinding signs • Regulatory signs and warning signs • Educational/Interpretive signs Trail signage should conform to the (2001) Manual on Uniform Traffic Control Devices and the American Association of State Highway Transportation Official Guide for the Development of Bicycle Facilities Trail signage should also be coordinated with county as well as citywide networks.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

Here are the Little Creek Hike and Bike Trail facility locations This section of trail 1 includes: 3 pet stations 2 signs 1 bike station 1 fountain 4 detachable bollards 8 Waste and Recycling Receptacles 12 benches Mid-‐block crosswalk on Solon Road

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

This section of trail 1 included: 4 pet stations 3 signs 2 pair of 4 billboards 5 Waste and Recycling Receptacles 6 benches Midblock crosswalk on Northgate Drive

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

This section of trail 1 included: 4 pet stations 3 signs 1 fountain 5 sets 3 detachable bollards 5 Waste and Recycling Receptacles 11 benches Access to two parking lots crosswalk on Indian Drive

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

This section of trail 1 included: 7 pet stations 2 signs 3 Gazebos and picnic tables 2 yellow flashing warning lights 3 setsof detachable bollards 6 Waste and Recycling Receptacles 10 benches Access to 2 parking lots And crosswalk

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

This section of trail 1 included: 5 pet stations 2 signs 3 bridges 1 set of 4 detachable bollards 6 Waste and Recycling Receptacles 10 benches Access to 2 parking lots And crosswalk

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

Here are the Waxahachie new trail 2 facilities locations

This section of trail 2 included: 3 pet stations 1 fountain 5 signs 2 bridges 3 sets of 4 detachable bollards 6 Waste and Recycling Receptacles 8 benches 1 bike station Access to a parking lot About one mile Trestle (boardwalks) And crosswalk

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

This section of trail 2 included: 4 pet stations 2 signs 1 Playground area 2 sets of 4 detachable bollards 5 Waste and Recycling Receptacles 8 benches Access to a proposed parking lot And crosswalk

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

This section of trail 2 included: 5 pet stations 3 signs 1 fountain 3 Waste and Recycling Receptacles 9 benches Access to a proposed parking lot Two proposed path connections to existing trail

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

This section of trail 2 included: 1 pet stations 2 Waste and Recycling Receptacles 3 benches

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

This section of trail 2 included: 2 pet stations 4 signage 2 of 4 pairs bollards 2 Waste and Recycling Receptacles 2 benches Access to a proposed parking lot And crosswalk

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

This section of trail 2 included: 3 pet stations 2 signage 2 of 4 pairs bollards 4 Waste and Recycling Receptacles 4 benches And crosswalk

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

This section of trail 2 included: 2 pet stations 4 Waste and Recycling Receptacles 5 benches Access to a proposed parking lot And crosswalk

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

This section of trail 2 included: 5 pet stations 4 signage 1 fountain 2 of 4 pairs bollards 7 Waste and Recycling Receptacles 16 benches About 3000 feet Trestle (boardwalks)

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

This section of trail 2 included: 1 fountain 1 bike station 1 pet station 2 signage 1of 4 pairs bollards 2 Waste and Recycling Receptacles 4 benches A bike station

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

SIGNAGE AND MARKING

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

TRAFFIC SIGNS Designed to increase the safety and comfort of trail users, adequate signing and marking are essential on any trail or trail system and should be incorporated into Waxahachie trails network. Signs communicate important information about the trail to the user, such as navigational and educational information; cautionary warnings of potential trail hazards, and regulatory uses. Overuse of signs and unnecessary signs diminish effectiveness in modifying behavior, wastes taxpayer dollars to place and maintain, and are a visual blight. Because a bicyclist may be inclined forward, lowering the field of vision, signs along trails should be mounted slightly lower—1.2 -‐ 1.5 m (4 -‐ 5 ft.) is typical height—than signs directed specifically to motor vehicle drivers. Signs should be set 0.9 -‐1.8 m (3 -‐ 6 ft.) laterally off the pavement edge. Warning signs on the trail should be 18" x 18" to reduce the visual clutter. TYPES OF SIGNS Informational Signs Informational signs are used to direct and guide users along trails in the most simple and direct manner possible. Signs include, but are not limited to, the following: • Identification of trailheads and access points • Identification of cross streets • Trail maps • Descriptions of surface type, grade, cross-‐slope and other trail features Directional Signs Directional signs are used to inform trail users where they are along the trail and the distance to destinations and points of interest. They include, but are not limited to, the following: • Street names

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

• • • •

Trail names Direction arrows Mile markers to be posted every mile Mileage to points of interest

Interpretive Signs Interpretive signs are used to offer educational information on the trail environment. They include, but are not limited to, the following: • Natural resources • Cultural resources • Historic resources • Other educational resources Warning Signs Warning signs are used to alert trail users to potentially hazardous or unexpected conditions. These signs should be used in advance of the condition. They include, but are not limited to, the following: • Upcoming roadway, railroad or trail intersections • Blind curves • Steep grade • Height and width constraints

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

Regulatory Signs Regulatory signs are used to inform trail users of the “rules of the trail”, as well as selected traffic laws and regulations. They include, but are not limited to, the following: • Appropriate user modes for each trail (may change depending on season) • Yield signs for multi-‐use trails • Bike speeds • Controlling direction of travel • Stop and Yield Signs STOP signs shall be installed on shared-‐use paths at points where bicyclists and other users are required to stop. YIELD signs shall be installed on shared-‐use paths at points where bicyclists and other users have an adequate view of conflicting traffic as they approach the sign, and where trail users are required to yield the right-‐of-‐way to the conflicting traffic. Placement of Signs The placement of signs along each trail will vary greatly, depending on the intended use of the trail, and should comply with the following standards: • Lateral sign clearance shall be a minimum of 3 feet and a maximum of 6 feet from the near edge of the sign to the near edge of the path. • Mounting height for ground mounted signs shall be a minimum of 4 feet and a maximum of 5 feet., measured from the bottom edge of the sign to the near edge of the path surface. • When overhead signs are used, the clearance from the bottom edge of the sign to the path surface directly under the sign shall be a minimum of 8 feet. • Placement of signs to be reviewed during trail design review phase.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

Trailhead Signs Informational signs should be provided at each trailhead and major access point to convey accurate and detailed information about existing trail conditions and available facilities. This type of sign allows users to accurately assess whether or not a trail meets their personal level of safety, comfort and access. The following information should be conveyed on the sign: • Trail name • Brief description of trail • Permitted users (may vary depending on season) • Trail map • Milage to points of interest • Trail length • Elevation change over the total trail length and maximum elevation obtained • Average running grade and maximum grades that will be encountered • Average and maximum cross slopes • Average tread width and minimum clear width • Type of surface • Size, location and frequency of obstacles INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

MARKING AND STRIPING Marking and striping indicate the separation of lanes on multi-‐use trails. • A solid white line is recommended for separation of pedestrian traffic and bicycle/in-‐line skating traffic and a dashed yellow line is recommended when adequate sight distance exists. • Solid white lines along the edge of trails are recommended where nighttime riding is expected. • A solid yellow center line is recommended where trails are busy, where sight lines are restricted and on unlighted trails where night time riding is expected. • Markings should be retroreflective. • Consideration should be given to selecting pavement marking materials that will minimize loss of traction for bicycles in wet conditions Marking and Signs at Intersections (taken directly from MUTCD 2000, Section 9C.01) • Pavement marking and signs at intersections should tell trail users to cross at clearly defined locations and indicate that crossing traffic is to be expected. • Similar devices to those used on roadways (stop and yield sign, stop bars, etc.) should be used on trails as appropriate. • The AASHTO Guide notes that in addition to traditional warning signs in advance of intersections, motorists can be alerted to the presence of a trail crossing through flashing warning lights and striped or colored pavement crosswalks.

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

Here are the MKT hike and bike intersections recommendations locations

LITTLE CREEK TRAILAND NORTHGATE DR

LITTLE CREEK TRAIL AND INDIAN DR

LITTLE CREEK AND BROWN ST

LITTLE CREEK TRAIL AND DALLAS HWY

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS

Here are the MKT hike and bike intersections recommendations locations

MKT INTERSECTION MATTHEWS ST

TYPICAL REDESIGN OF A DIAGONAL ROAD CROSSING

INSTITUTE OF URBAN STUDIES/ ALTERNATIVE TRAIL SCENARIOS/ WAXAHACHIE, TEXAS