Multiuse Trails Research Articles

Urban Trail Exposure in Winnipeg, Canada: Longitudinal Cohort Development for a 20-Year Difference-in-Differences Analysis of a Natural Experiment with Varied Duration of Exposure Times

ObjectiveDevelop a cohort to evaluate a real-world experiment of the built environment on the incidence of disease, accounting for movement of people, postal codes, incidence of disease and changing demographics. ApproachThe City of Winnipeg, Canada built multi-use trails in 2010-2012. We used the administrative data housed at the Manitoba Centre for Health Policy to evaluate the effect of this change in the built environment on the incidence of cardiovascular disease events (CVDE) and risk factors (CVDRF) before (2000-2009) and after (2012-2019) the trails were built. The Manitoba Health Insurance Registry contains postal code and demographic information on nearly all city residents and was utilized for cohort creation and person-time exposure. Individuals’ residential postal codes were linked to geo-spatial data to determine proximity to built trails at 400m, 800m and 1200m. Semi-annual postal code changes accounted for movement within/outside city limits or exclusion from the cohort. Diagnoses from hospital abstract and physician visit data and outpatient prescription dispensations were used to access prevalence and incidence of a CVDE composite measure of congestive heart failure, ischemic heart disease and stroke and a CVDRF composite measure of diabetes, dyslipidemia and hypertension. Conclusions and ImplicationsLeveraging a diverse set of administrative databases, we built a cohort evaluate the effect of building multi-use trails in Winnipeg on the reduction on CVDE and CVDRF. This demonstrates how administrative data can be used to evaluate natural, real-world experiments with minimal direct data measurement or public intrusion, resulting in actionable results to inform public policy.

Future of E-Bikes on Public Lands: A Human Factors Field Study at Minute Man National Historical Park

Electric-assist bicycles (e-bikes) are growing in popularity, and their use has increased on public lands managed by federal, state, and local agencies in the United States. Evaluation of e-bike use on public lands is hindered by a dearth of scientific research, as noted in a prior literature review completed by the study team. This paper presents the results of a human factors field study that evaluated participant speed and behavior on an unpaved, multiuse trail to answer research questions about trail user safety and social interaction. The study concludes that e-bike riders travel approximately 1 to 2 mph faster than conventional bike riders on average, but that individuals’ speeds among conventional and e-bike riders are widely distributed and overwhelmingly overlap, including at the upper and lower extremes. The sex of the rider predicts a greater difference in speed than whether they are using a conventional or an e-bike. The study also found conventional and e-bike riders generally reduce speed in areas of potential conflict and exhibit similar precautionary behaviors when passing other trail users and when crossing trail junctions and vehicle paths. Public lands managers can use these results to inform their decisions about managing e-bike use on multiuse trails with similar characteristics.

Weather effects on natural surface trail use in an urban wilderness multi-use trail system

Previous research has concluded weather conditions can influence physical activity (PA) on trails. However, these studies focused primarily on mixed-use paved surface trails. Many recreational areas use natural surface trails for mountain biking, trail running, and walking. The purpose of this study was to analyze the association between weather conditions and the use of natural surface trails for PA. In addition, this investigation sought to determine if the type of trail surface material, gravel vs. dirt, impacted PA differently by weather factors. Infrared trail counters were used to measure hourly trail use within Knoxville's Urban Wilderness in Knoxville, TN. An onsite weather station was used to obtain hourly weather variables. Negative binomial regression models were used to analyze the relationship between trail use and weather conditions. Both trail locations experienced bi-modal peaks in usage with Spring and Fall months showing the highest usage. As temperature increased, so did trail use (β = 0.115, p = 0.00); however, gravel trail use began to decrease at temperatures above 86 °F. Precipitation negatively impacted trail use on both gravel (β = −3.114, p = 0.00) and dirt (β = −2.281, p = 0.00) trails. Relative humidity and had a negative relationship with trail use on both trails. UVRI (β = −0.036) was only significantly associated with dirt trail use. The direction of the effect of weather measures on natural surface trail use is similar to previous studies on paved trails; however, the magnitude of the effect varies. Gravel trail use was more sensitive to temperature and precipitation, while relative humidity, absolute pressure, and UVRI had a greater impact on dirt trail use. The variations in the magnitude of the effect may be a function of the activity performed on the different trail surfaces. Trail surface material should be considered to fully understand the impact weather has on trail use. Management implicationsBy understanding the behaviors of natural surface trail users in response to various weather conditions, managers can adapt their trail planning (i.e., type of trail, surface material), maintenance, and funding for various projects. Managers could collect weather-related information in conjunction with trail surface conditions to inform users of more user-friendly trails during adverse weather events. This could decrease trail maintenance by shifting users to trails that can tolerate more use in poor weather. Additionally, this information would enable managers to develop programs more effectively (e.g., special events, learning clinics) and thus engage more people in outdoor recreation.

Abstract P448: Urban Trail Infrastructure and Physical Activity Levels: A Systematic Review and Meta-Analysis of Natural Experiments

Background: In response to climate change, cities across Canada are investing over $1B in new cycling infrastructure to support more active transportation. Little empirical evidence exists describing the effectiveness of adding protected cycling trails on changes in cycling or physical activity (PA) levels. Hypothesis: We hypothesized that areas with new infrastructure would experience increased PA and trail use by cyclists and pedestrians compared to areas without new infrastructure. Design and Methods: We searched CINAHL, EMBASE (Ovid), MEDLINE (Ovid), SPORTDiscus, TRD/Transportation Research Information Services (TRIS), Web of Science and Google Scholar for articles published from 2010 to 2023. We included studies with an experimental pre-post design that reported a PA outcome or trail counts for an intervention and control area. The interventions were limited to protected and/or separated bike lanes, including cycle tracks, multi-use trails, greenways, and bike lanes with concrete barriers. Our primary outcomes were individual level physical activity (PA) and trail use counts (cyclists and pedestrians). A modified risk of bias tool will be employed to assess the methodological quality of each selected study. We followed PRISMA reporting guidelines and the review was pre-registered with Prospero (CRD42023438891) Results: Three independent reviewers screened abstracts from 3936 articles, of which 58 were included in a full text review. After resolving conflicts, 28 articles describing natural experiments of new cycling infrastructure met eligibility criteria were included for data extraction. We extracted data for population characteristics in both intervention and control areas, such as socioeconomic status, mean age, race, and the percentage of females, as well as outcomes related to physical activity. 1/28 papers used accelerometer data, 12/28 used survey data, 3/28 used eco counter data, 2/28 used manual counters. Of the 15 studies that reported it, sample size ranged from 70 to 21,488. Due to high variance in data reporting style, not all studies could be meta-analyzed. We found a high risk of bias for all natural experiments studies and very few adhered to TREND reporting guidelines for quasi-experimental studies. Conclusions: Changes in built environment preliminarily appear to increase cycling and pedestrian counts. Reporting style varies too greatly across research studies for an effective meta-analysis. As a scientific community, we need to work together to follow reporting standards.

Paving the Way to Active Living for People with Disabilities:: Evaluating Park and Playground Accessibility and Usability in Delaware.

To evaluate the accessibility and usability of parks and playgrounds in New Castle County, Delaware, for people with disabilities, with a particular focus on identifying environmental barriers that may impede access to these public spaces and potentially affect physical activity (PA) participation for the chronic disease prevention and mitigation. Using a cross-sectional observational design, teams of trained University of Delaware students utilized the Community Health Inclusion Index (CHII) Tool to assess the accessibility of ten suburban and urban parks and playgrounds from April to November 2023. The tool evaluated various elements of public spaces, including public transit, parking, pathways and multi-use trails, entrances, playground equipment, and health promotional materials. Descriptive statistics were calculated for the accessibility and usability of each element. Significant barriers to accessibility and usability were identified. Over half of the sites lacked nearby public transit stops, and many trails and playgrounds were not fully accessible to people with disabilities. While some areas demonstrated good accessibility, such as well-maintained pathways and appropriately designed crosswalks, barriers like uneven surfaces, insufficient curb cuts, and inadequate van-accessible parking spaces were common. Most playgrounds lacked equitable play equipment, with less than half having ground materials suitable for mobility devices. The study underscores the need for substantial improvements in the design, construction, and maintenance of Delaware parks and playgrounds to better support people with disabilities. Enhancing accessibility is crucial for promoting PA participation. The findings support the development of inclusive recreational and PA environments, aligning with the Americans with Disabilities Act, to reduce chronic disease health disparities faced by people with disabilities. This study highlights the need for revised policy measures to enhance park accessibility, advocating for infrastructure improvements and inclusive designs to ensure equitable recreation and physical activity opportunities for people with disabilities.

An Innovative Approach to Surface Deformation Estimation in Forest Road and Trail Networks Using Unmanned Aerial Vehicle Real-Time Kinematic-Derived Data for Monitoring and Maintenance

The significant increase in hiking, wood extraction, and transportation activities exerts a notable impact on the environmental balance along trails and forest roads in the form of soil degradation. The aim of this study was to develop a Deformation Classification Model for the surface of a multi-use trail, as well as to calculate sediment deposition and generate a flood hazard map in a partially forested region. The eBee X mapping Unmanned Aerial Vehicle (UAV) equipped with the senseFly S.O.D.A. 3D camera and Real-Time Kinematic (RTK) technology flew over the study area of 149 ha in Northern Greece at an altitude of 120 m and achieved a high spatial resolution of 2.6 cm. The specific constellation of fixed-wing equipment makes the use of ground control points obsolete, compared to previous, in most cases polycopter-based, terrain deformation research. Employing the same methodology, two distinct classifications were applied, utilizing the Digital Surface Model (DSM) and Digital Elevation Model (DEM) for analysis. The Geolocation Errors and Statistics for Bundle Block Adjustment exhibited a high level of accuracy in the model, with the mean values for each of the three directions (X, Y, Z) being 0.000023 m, −0.000044 m, and 0.000177 m, respectively. The standard deviation of the error in each direction was 0.022535 m, 0.019567 m, and 0.020261 m, respectively. In addition, the Root Mean Square (RMS) error was estimated to be 0.022535 m, 0.019567 m, and 0.020262 m, respectively. A total of 20 and 30 altitude categories were defined at a 4 cm spatial resolution, each assigned specific ranges of values, respectively. The area of each altitude category was quantified in square meters (m2), while the volume of each category was measured in cubic meters (m3). The development of a Deformation Classification Model for the deck of a trail or forest road, coupled with the computation of earthworks and the generation of a flood hazards map, represents an efficient approach that can provide valuable support to forest managers during the planning phase or maintenance activities of hiking trails and forest roads.

Quality Assurance Methods for Hourly Nonmotorized Traffic Counts

Growing numbers of public transportation and recreation agencies have implemented automated bicycle and pedestrian traffic monitoring programs. To support these initiatives, researchers and agency analysts have developed programs, methods, and measures to ensure data quality. These methods include statistical tests for identifying and flagging outliers and other invalid counts and procedures for imputing or managing missing and censored counts. Because statistics such as annual average daily bicyclists are used frequently in planning and engineering, analysts have focused on validation of daily counts using data from permanent monitors. Procedures for ensuring the validity of hourly counts have not been standardized. This paper presents quality assurance (QA) methods for hourly nonmotorized traffic counts at 115 short-duration and nine permanent monitoring sites on multiuse trails monitored by the Minnesota Department of Natural Resources (MnDNR) and the Minnesota Department of Transportation (MnDOT) between 2016 and 2021. These methods include statistical tests for flagging and censoring invalid hourly counts and procedures for imputing estimates for censored or missing counts. Differences in traffic flow estimates with and without QA are documented, and hourly patterns and factors are presented. Use of quality assurance methods for hourly counts can increase the validity of estimates of nonmotorized traffic.

Associations between the built and social environment and bike share, physical activity, and overall cycling among adults from Boston neighborhoods

IntroductionDespite research documenting associations between the built environment and both transport and recreational physical activity in adults, studies that simultaneously examine the social and built environment in relation to these behaviors are limited. MethodsThe Boston Panel Study (Beacon) is a probability-based panel survey of adult residents implemented in 2018. We tested independent and interactive cross-sectional relationships between GIS-derived built environment variables in 1-km and 2-km buffers, perceived social control and social cohesion, and bike share use, moderate-to-vigorous physical activity, and overall bicycling among 791 respondents. ResultsBike share station and population density had significant positive associations with bike share use and overall cycling in unadjusted regression models only. In models that adjusted for demographics, self-rated health, and social environmental factors, greenness and density of park space within 1-km and 2-km buffers were negatively associated with bike share use. Intersection, population, multi-use trail, bicycle lane, and bike station densities were all positively associated with minutes of physical activity (p < 0.05), whereas greenness showed a negative association (p < 0.05). Social control and social cohesion were not associated with bike share use, overall cycling, or physical activity, nor did they show significant interactions with the built environment. ConclusionsSeveral built environment variables had significant associations with bike share use and physical activity but not with overall bicycling. Social environmental factors were not related to either transport or recreational physical activity. Despite these findings the joint investigation of built and social environmental factors in relation to transport and recreational forms of physical activity warrants further research in diverse populations and settings. Consistent with a social ecological framework, more effective promotion of bike share, cycling, and overall physical activity may need to incorporate strategies targeting both the social and built environment.

Abstract P648: Flattening the Curve: A Behavioural Economics Approach to Increase Activity in Summer Months

Objective: The purpose of this study was to determine if the behavioural economics principle “Fresh Start Effect” was evident within population-based patterns of cycling-specific active transportation (AT). The primary hypothesis was that cycling traffic along AT trails would not exhibit a fresh start effect, compared to cycling traffic along leisure trails. Design and Methods: We triangulated data from three data sources (n=3 million individual data counts) to test this hypothesis. First, the main outcome measure, cycling traffic was captured during summer months (May to September) from 2014 to 2019 with electromagnetic EcoCounters embedded in 5 paved multi-use trails in Winnipeg, Canada. Trails were categorized as AT (bi-modal peaks in traffic in the morning and afternoon) or leisure based on daily patterns of cycling traffic (single peaks of traffic in the afternoon). To confirm trends in AT-based cycling, we used daily bicycle parking data from 2012 to 2019 provided by one of the cities largest companies. To replicate the leisure-based Fresh Start effect trend we used data for fitness centre visits from the largest University in the city between 2017 and 2019. To estimate the weekly trends in occupational attendance we captured sales data from a local coffee shop from 2013 to 2019. Generalized linear mixed effects models compared counts between Mondays and other weekdays for all 4 datasets. Results: Cycling traffic was ~22% lower on Fridays relative to Mondays for both AT trails (-89 counts; 95% CI: -33 to -145counts for AT trails vs -86 counts). Nearly identical trends were observed for leisure type multi-use trails (-86 counts; 95% CI: -38 to -135 counts for leisure trails). Daily rates of occupational bicycle parking (i.e. cycling to work) were 14% lower on Fridays compared the beginning of the week (-7 counts; 95% CI: -4 to -10 counts). Daily rates of fitness centre attendance (i.e. leisure physical activity) were 18% lower on Fridays relative to the beginning of the week (-519 counts; 95% CI: -408 to -630 counts). In contrast to cycling and fitness centre data, daily coffee sales increased 15% on Fridays relative to the beginning of the week, (+42.8 counts; 95% CI: +34.1 - +51.5) suggesting that declines in cycling and leisure physical activity were not related to fewer people working on Fridays. Conclusions: Population-based AT and leisure-based cycling patterns are sensitive to the Fresh Start Effect. These data provide data to guide targeted public health strategies to increase AT and leisure-based cycling in urban areas.

The Influence of Trail Design on the Impacts of Walkers, Mountain Bikers and Multi-use Trail Users: An Environmentally Responsible Approach

The Influence of Trail Design on the Impacts of Walkers, Mountain Bikers and Multi-use Trail Users: An Environmentally Responsible Approach

Effectiveness of a Point-of-Decision Prompt to Encourage Physical Distancing on Greenways and Rail-Trails During the COVID-19 Pandemic

Adherence to public health messaging recommending physical distancing in public outdoor spaces during the early months of the COVID-19 pandemic and strategies to promote physical distancing are currently unknown. This study examined the effectiveness of a point-of-decision prompt to increase physical distancing (maintaining at least 6 ft of distance) on greenways and rail-trails using systematic observation with passive infrared cameras. Results indicate that the intervention did not have a significant effect on interacting groups maintaining physical distance. However, groups maintaining physical distance increased from baseline (72%) to post-intervention (79%) and likelihood of maintaining physical distance at baseline and post-intervention was higher when: passing in the opposite direction compared to passing in the same direction; using 12-foot-wide trails compared to 10-foot-wide trails; and only one person was in each group. These results provide important implications for public health and parks and recreation professionals to promote physical distancing on multi-use trails.

Multi-use physical activity trails in an urban setting and cardiovascular disease: a difference-in-differences analysis of a natural experiment in Winnipeg, Manitoba, Canada

ObjectiveTo determine if expansion of multi-use physical activity trails in an urban centre is associated with reduced rates of cardiovascular disease (CVD).MethodsThis was a natural experiment with a difference in differences analysis using administrative health records and trail-based cycling data in Winnipeg, Canada. Prior to the intervention, each year, 314,595 (IQR: 309,044 to 319,860) persons over 30 years without CVD were in the comparison group and 37,901 residents (IQR: 37,213 to 38,488) were in the intervention group. Following the intervention, each year, 303,853 (IQR: 302,843 to 304,465) persons were in the comparison group and 35,778 (IQR: 35,551 to 36,053) in the intervention group. The natural experiment was the construction of four multi-use trails, 4-7 km in length, between 2010 and 2012. Intervention and comparison areas were based on buffers of 400 m, 800 m and 1200 m from a new multi-use trail. Bicycle counts were obtained from electromagnetic counters embedded in the trail. The primary outcome was a composite of incident CVD events: CVD-related mortality, ischemic heart disease, cerebrovascular events and congestive heart failure. The secondary outcome was a composite of incident CVD risk factors: hypertension, diabetes and dyslipidemia.ResultsBetween 2014 and 2018, 1,681,125 cyclists were recorded on the trails, which varied ~ 2.0-fold across the four trails (2358 vs 4264 counts/week in summer months). Between 2000 and 2018, there were 82,632 CVD events and 201,058 CVD risk events. In propensity score matched Poisson regression models, the incident rate ratio (IRR) was 1.06 (95% CI: 0.90 to 1.24) for CVD events and 0.95 (95%CI: 0.88 to 1.02) for CVD risk factors for areas within 400 m of a trail, relative to comparison areas. Sensitivity analyses indicated this effect was greatest among households adjacent to the trail with highest cycling counts (IRR = 0.85; 95% CI: 0.75 to 0.96).ConclusionsThe addition of multi-use trails was not associated with differences in CVD events or CVD risk factors, however the differences in CVD risk may depend on the level of trail use.Trial registrationTrial registration number: NCT04057417.

Demonstration gardens as informal education strategies in rehabilitation efforts

AbstractUse of demonstration plots showcasing native forbs and grasses in public greenspaces or along well‐traveled paths can be helpful in increasing awareness of beneficial plant species. Signage can be used as an educational delivery method—such as that used in arboretums and museums—to bring awareness of the importance of biodiversity, pollinators, and native species. Additionally, using species that are considered aesthetic, or which create positive feelings in the viewer, may influence local trail users to further incorporate the same plants in their community. This study evaluated the process and efficacy of installing a demonstration plot along a multiuse trail in Southeast Kansas to educate the community on rehabilitative plots. While many demonstration and community gardens use an active approach to learning, evaluating more passive or informal techniques is also useful. The greatest perceived challenges for this case study were the allotment of time and money for initial costs of the demonstration plot as well as addressing methodology for plant blindness in viewers.

Abstract 10333: Recreational Multi Use Trails and Cardiovascular Disease: A Difference-in-Differences 18 Year Natural Experiment

Introduction: There is little experimental evidence of the impact of multi-use recreational trails that support physical activity on cardiovascular disease (CVD). Hypothesis: Neighbourhoods that added multi-use trails would experience a greater decline in CVD events and risk factors compared to neighbourhoods that did not. Methods: We used a difference in differences design to study the addition of four multi-use trails 4-7km in length on CVD-related outcomes using administrative health, census and built environment data available for all citizens 30 years of age and older from Winnipeg, Canada. A 400m buffer stratified intervention and comparison neighbourhoods. Bicycle counts were recorded via electromagnetic counters for 5 years on all trails. The primary and secondary outcomes were composite measures of incident CVD events (mortality, ischemic heart disease, cerebrovascular disease and congestive heart failure) and CVD risk factors (hypertension, diabetes and dyslipidemia) and assessed quarterly for 10 years prior to and 6 years following the intervention. Intervention and comparison areas were propensity score matched, using scores regressed from baseline measures of age, sex, socioeconomic indicators, and built environment attributes that support physical activity. Results: Between 2012 and 2018, 1,429,588 cyclists were recorded on the trails and cycling use varied ~2.0-fold across the trails. Between 2000 and 2018, there were 82,632 CVD events and 201,058 CVD risk events. During the 18-year natural experiment CVD event rates and risk factors declined ~33% in both comparison and intervention neighbourhoods. In propensity score matched regression models, the incident rate ratio was 1.06 (95% CI: 0.90 to 1.24) for CVD events and 0.92 (95% CI: 0.84 to 1.02) for CVD risk factors. Sensitivity analyses revealed greater effect sizes with increasing trail use (incident rate ratios for highest vs lowest cycling counts = 0.85; 95% CI: 0.75 to 0.96 vs 1.08; 95% CI: 0.92 to 1.27). Conclusions: The addition of recreational multi-use trails was not associated with changes in overall CVD events or risk factors in adjacent neighbourhoods, compared to distant neighbourhoods, however, the effects on CVD risk factors may be influenced by trail use.

Weekday bicycle traffic and crash rates during the COVID-19 pandemic

IntroductionOne of the most consequential effects of the COVID-19 lockdowns was a dramatic reduction in travel during peak hours. Transportation modes also shifted—in particular, travel by car became more rare while bicycling saw a resurgence. Given that a typical year sees the most severe bicycle crashes in peak commuter traffic, the shift toward bicycle travel that occurred in 2020 will likely have been accompanied by unique changes in rider behavior (e.g., where and when they choose to ride) as well as the frequency and severity of vehicle-bicycle crashes. MethodsThe current study compared weekday bicycle traffic and crashes in Arlington, VA from March–December 2020 with the same period from years prior, 2013–2019. Bicycle traffic data were obtained from 16 embedded counters placed throughout the study area, in both off-road trails and on-road bike lanes. ResultsWe found that 2020 midday traffic nearly doubled compared to the year before, increasing from an average of 68 riders per hour to 120 (+76%). By contrast, morning traffic fell from an average of 87 riders per hour to just 45 (−49%). Change in evening traffic depended on the location of the counters: more evening bicycles were counted on off-road, multi-use trails (+6%) but fewer on on-road lanes (−27%). The changes to 2020 bicycle traffic patterns were also associated with a 28% reduction in bicycle injury crash rate per counted cyclist. ConclusionThe reduced crash risk observed in 2020 was likely due in part to the reduction of morning, on-road bicycle travel, which past research has found to be particularly dangerous for riders. Conversely, the availability of multi-use off-road trails seems to have been a protective factor against bicycle-motor vehicle crash risk in the face of greater bicycle travel volume.

Neighborhood Change and Gentrification Near Three Urban Trails

This paper describes changes in indicators of gentrification in neighborhoods adjacent to recently opened multiuse trails in three US cities. We hypothesize changes are greater in abutting Census Block Groups (CBGs) than in CBGs further from the trails and use a case-control, pre-post design to report changes in gentrification status and related indicators three years after opening. We provide evidence of gentrification near each trail, but in two cases the majority of gentrifiable CBGs in treatment groups remained gentrifiable after three years. Rates and degree of gentrification associated with new trails differ depending on context.

The Influence Of Weather On The Use Of An Urban Wilderness Trail System.

The natural environment can play a crucial role in providing opportunities for increasing physical activity. Understanding how weather relates to use of different trail types (gravel trails vs. dirt trails) can provide information on how people use trails in varying weather conditions. PURPOSE: The purpose of this study was to investigate the relationship between varying weather conditions with use of an urban wilderness trail system. METHODS: Data were collected using nine infrared counting stations located on multi-use trails, both gravel and dirt, throughout the 50+ miles of trails within the Knoxville Urban Wilderness in Knoxville, TN. Trail use was measured as both daily user and hourly counts for 94 consecutive days from September through December. Weather variables measured included temperature, humidity, wind speed, cloud cover, and precipitation. Poisson multiple regression were used to examine relationships. RESULTS: Daily trail use was a median of 46 (IQR = 112), hourly counts was a median of 2 (IQR = 8). After controlling for other covariates in regression, only rain (β = -1.06) and cloud cover (β = -0.006) contributed significantly to predicting daily trail use. Specific to trail type, gravel trail use was significantly impacted by rain (β = -0.70), cloud cover (β = -0.004), and temperature [max temperature (β = 0.11) and max temperature squared (β = -0.001)]. For every 1-degree Fahrenheit (F) increase in daily max temperature, gravel trail counts increased by a factor of 1.12 (95% CI 1.03, 1.22) up to 73.4 degrees F, at which point trail counts began to slightly decrease. Dirt trail use was only significantly impacted by rain (β = -1.22) and not temperature (p = 0.30). Hourly trail use showed rain significantly reduced dirt trail use (β = -11.06) more than gravel trail use (β = -7.88). Hourly trail use for all trails increased by a factor of 1.13 (95% CI 1.10, 1.16) for every 1-degree F increase up to 77 degrees F, then began to decrease slightly. CONCLUSIONS: Dirt trail use, compared to gravel trail use, is impacted more by rain. This makes sense for the area studied as dirt trails, although multi-use, are more heavily used by mountain bikers than runners or hikers. Gravel trails in the area studied are more utilized by runners and hikers and are impacted by both rain and temperature.

Exposure-Based Models of Trail User Crashes at Roadway Crossings

Multi-use trails are popular for transportation and recreation, but pedestrians and bicyclists are exposed to motor vehicle traffic at trail crossings (locations where trails cross roadways), creating the risk of crashes, injuries, and fatalities. Many trail crossing design guidelines suggest best practices to make trail crossings safe, but few studies have quantified the statistical relationship between trail user crashes and a broad set of trail crossing characteristics. Our study developed one of the first trail crossing crash models using trail user crashes reported at 197 crossings in the city of Minneapolis, MN, and in the Milwaukee, WI, region between 2011 and 2018. We took advantage of widespread trail counting programs and historic aerial and street-level imagery to create and test more than 30 theoretically important potential explanatory variables. We addressed the challenge that many crossings had small numbers of crashes (or zero crashes) during the study period by using a Poisson-lognormal model. Our model showed significant associations between trail crossing crashes and trail traffic volume, roadway motor vehicle volume, three-way intersections where the trail crosses perpendicular to the mainline roadway, and total crossing length. Although not statistically significant, signalized intersections and limited sight lines between drivers and trail users near crossings may also be associated with more crashes. Future research can build on this study and expand systemic efforts to improve trail crossing safety.

Quantification of Multi-Use Trail Effects Using a Rangeland Health Monitoring Approach and Google Earth

Creation and use of multi-use trails are increasing throughout grasslands of North America. While the direct and indirect ecological impacts of multi-use trails are generally understood, their specific impacts on adjacent grassland conservation require further assessment. Traditional scientific methods of quantifying trail impacts are often prohibitively costly in terms of required time, expertise, and equipment. Here, we evaluate the utility of a rapid assessment methodology—combining rangeland health protocols for grasslands with publicly available Google Earth mapping technologies—for capturing trail impacts as a function of distance from trail in a multi-use natural area in southwestern Alberta, Canada. Our methodology successfully detected a positive relationship between rangeland health scores and increasing distance from trail, indicating its viability as a rapid assessment tool. Second, this methodology was sensitive enough to allow the development of a more generalized statistical model demonstrating that rangeland health was best explained by a combination of slope, aspect, plant community type, and distance from trail. Combined, we suggest the limited costs of this method, combined with its ability to detect indirect impacts of trails on the health of adjacent grasslands, indicate this tool has potential utility for land managers where resources are limited. More specifically, we suggest this grassland health protocol can be highly effective as a first “rapid assessment,” prior to investing in more traditional ecological methodologies.Jessica Grenke, James F. Cahill, and Edward W. Bork. 2018. “Quantification of Multi-Use Trail Effects Using a Rangeland Health Monitoring Approach and Google Earth.” Natural Areas Journal 38(5):370-379.

MIXED GEOSPATIAL METHODS BASELINE STUDY TO EVALUATE AND MODEL GENTRIFICATION ALONG THE WESTSIDE ATLANTA BELTLINE, USA

Abstract. There is a need for sustainable infrastructure planning that includes environmental, social, economic, and transportation management consideration. A portion of a former railway corridor around Atlanta, Georgia was converted to a multi-use trail called the Atlanta BeltLine to provide walking and bicycling access to businesses and homes. Although the pedestrian-transit trail brings renewed development and services, it also triggers increases in home values and displaces existing communities. This study uses remote sensing and geospatial analysis to focus on changes in the structural conditions of housing along the Westside segment of the Atlanta BeltLine. The first segment of the Beltline, the Eastside Trail completed in 2007, demonstrated an alarming influx of development. Increases in property values opened the doors for private investors to purchase properties and open new businesses in communities adjacent to the BeltLine. The proposed Westside segment of the BeltLine has raised concerns by community members who fear the impacts of gentrification. An assessment of housing conditions was conducted by researchers ranking the structural conditions of homes adjacent to the Westside BeltLine. To conduct an estimate of green spaces along both segments of BeltLines, Sentinel-2 Earth Observation Satellite was used to calculate the percentage of green spaces in. A preliminary concept agent-based simulation model (ABM) is being developed to forecast human movement and housing condition around the BeltLine. Combined, the housing survey, green space inventory, and ABM model provides a baseline method to record and identify social and the environmental impacts.