Multiuse Trails Research Articles

P02 Promotion of Active Transportation among State Departments of Transportation in the US

BackgroundIn the U.S., state departments of transportation (DOTs) play a key role in planning, designing, and building transportation infrastructure, as well as setting broad policy. DOTs historically have focused on highways, but their scope has been expanding. Starting in 1991, each state DOT must have a pedestrian and bicycle coordinator and must describe their bicycle and pedestrian programs in long-range plans. This research examines how and why state departments of transportation adopt policies that support active transportation. MethodsData were first collected from official state DOT long-range plans and guidance documents on the following topics. Second, we conducted a survey of state DOT bicycle and pedestrian coordinators. These data were supplemented with data on population, land use characteristics, and transportation infrastructure from federal agency sources. Results(Only partial results presented here.) Just over half (53%) of states also had a bicycle and pedestrian plan and half of the states (51%) have a bicycle and pedestrian advisory committee. Over two-thirds of the state DOTs support, or at least mention, the following active transportation elements: Coordination with land-use agencies; Retrofitting streets with pedestrian and bicycle accommodations; Pedestrian- and transit-friendly site designs; Crosswalks; Bike lanes; Multi-use trails and paths; Developing missing links in trail systems; and Traffic calming. Less than one-third of DOTs explicitly supported the following: Increasing density and mixed-use development; Road diets and narrow or “skinny” streets; Rail transit for everyday travel; Weather protection along sidewalks; and providing clear views of pedestrians for drivers when exiting (a parking facility) to the street.The degrees of support for active-living related innovation, as expressed in DOT plans, were totaled for each state. There is no clear relationship between overall population size and level of innovation. There was a significant positive correlation (r=0.39, p<0.01) between the percentage of states’ population in urban areas and level of innovation. States with land-use agencies show significantly higher support for active living-related innovation in their plans than states without state land-use agencies (p<0.05). There is no significant correlation between vehicles per capita and DOT innovation. However, there is a significant negative correlation between fuel consumption per household and innovation (r=−0.34, p<0.05). This is likely linked to the level of urban living. ConclusionsThe overall levels of support for active transportation in state DOT plans and guidance varies, and appears related to levels of urbanization. Overall, the level of commitment to more innovative policies, e.g. road diets, is minimal.

Pre-test Data and Lessons Learned from a Group Research Project Examining Changes in Physical Activity Behavior Following Construction of a Rails-to-Trails Facility

Built environments in rural settings may provide greater challenges than those in urban settings due to physical characteristics inherent to low-density population areas. Multiuse recreational trails, such as those that repurpose abandoned railroad lines, may provide a physical activity resource that is well suited to rural areas. However, the direct impact of trail availability on physical activity behavior is not generally known because it is unclear whether activity reported in most trail research represents increases in physical activity or displacement of activity in individuals who previously exercised in other locations. This research, initiated by a group of students in a graduate seminar, represents to our knowledge, the first instance in which PA was assessed prior to the availability of an entirely new rails-to-trails facility. The research was implemented using a nonequivalent dependent variable design to counter the lack of a control group; the nonequivalent dependent variable chosen was weekly servings of fruit and vegetables. Participants responding to intercept interviews classified days of activity during the prior week as mild, moderate or vigorous. Baseline results for 244 participants suggested generally low levels of activity prior to trail availability; number of reported days of activity decreased with described intensity. We also discuss several issues encountered in planning and implementing this group project including those related to data collection, variable levels of commitment among student members, and inconsistent project management, and offer potential solutions to these concerns.

Analyzing the severity of bicycle-motor vehicle collision using spatial mixed logit models: A City of Edmonton case study

The City of Edmonton is developing a city-wide cycling network through the Complete Streets project (inclusively) and the On-Street Bike Route project (exclusively). The Complete Streets project develops new roadway design guidelines that consider a specific corridor’s function and users, and provides appropriate transportation infrastructure, including traffic lights, signage, and turning lanes. The On-Street Bike Route project designs and installs cycling infrastructure (facilities), including multiuse trails, bike lanes, and shared-use lanes. The present study aims to gain a better understanding of the factors contributing to severe bicycle-motor vehicle (BMV) collisions. The study investigates a total of 571 BMV collisions (424 intersection-related and 147 midblock-related BMV collisions) that occurred between 2006 and 2009 to provide a baseline understanding of Edmonton’s cycling safety concerns, prior to the installation of on-street cycling facilities. Spatial mixed logit models were fitted to the data. The categories of covariates included corridor design, human, temporal, and environmental factors. The results did not show any common factors contributing to BMV collision severity at intersections or midblock sections. Significant factors affecting the BMV intersection collision severity included the interaction between roadway and approach-control type, the existence of partial crosswalks and bike signs, and the cyclist’s gender and age. Alternatively, factors affecting the probability of BMV midblock collision severity included roadway classification, on-street parking allocations, and the driver’s age.

Missing Links

In the past several decades, planners and policy makers have focused on creating more balanced transportation systems that included better transit service as well as improved options for pedestrians and bicyclists. Pedestrian accessibility is vital to the success of this mode because transit users are likely to walk on at least one end of their trip. As a result, practitioners have focused on improving pedestrian environments in station areas. Pedestrian accessibility studies have focused on formal pedestrian links such as roads, sidewalks, and multiuse trails. However, a small but important body of literature suggests that the informal pedestrian environments play an important but often overlooked role in pedestrian accessibility. Social paths are informal routes that emerge in grassy areas because of footfall. Social paths have formed at numerous suburban transit stops and show deficiencies in the design of formal pedestrian networks. Because current travel behavior studies omit informal pedestrian networks, their results may be inaccurate and result in misguided policy. This study identified social paths at 12 light rail stations in Denver, Colorado, and Dallas, Texas. With two pedestrian accessibility metrics, the formal pedestrian environment was compared with a joint formal–informal pedestrian environment that includes social paths. This study makes the argument that social paths are important components of station-area pedestrian accessibility and should be incorporated into future travel behavior studies and pedestrian improvement projects.

New Paths Toward a History of Pennsylvania Outdoor Recreation

��� n his study of nineteenth-century southwestern Pennsylvania, historian Scott Martin describes leisure as “a contested cultural space, in which ideas about ethnicity, class, and gender were articulated and developed.” 1 Studies of outdoor recreation, a specific type of leisure taking place in natural settings, are valuable to historians of Pennsylvania for what they reveal about the ways groups chose to spend their free time and the implications for the state’s environmental, social, and political history. While outdoor recreation of various forms has always been a salient feature of life, the acceleration of industrialization and economic growth during the second half of the nineteenth century brought many Americans increased time and disposable income to spend on pursing various forms of recreation. As we know, this trend has continued through the twentieth and twenty-first centuries to the point where outdoor recreation drives a multibillion-dollar industry that annually services more than 159 million recreationists. 2 In Pennsylvania, forms of outdoor recreation vary widely, from walking along a trail through Gifford Pinchot State Park and plunging a raft through the Youghiogheny River’s whitewater I

Rail Trail Development: A Conceptual Model for Sustainable Tourism

Notwithstanding the contemporary significance of rail trails as recreational and tourism assets, studies focusing particularly on these multi-use trails have been sparse. This paper presents a contribution to this gap, proposing a model of rail trails as tourism products in an attempt to provide a conceptual basis for rail trail management, planning and research. Examining the Otago Central Rail Trail using this model indicates a potential for rail trails to be established as sustainable tourism products and assets to the adjacent communities. We conclude that the model, despite its limitations, provides useful information that may help managers to better understand and further develop the benefits derived from rail trails.

Multiuse Trails: Benefits and Concerns of Residents and Property Owners

Multiuse trail development has experienced rapid growth in the United States and many other countries. These trails are said to benefit local residents and stimulate economies, and in some cases are they are tourist attractions. Previous research explained many aspects of user dynamics and how trails benefit a community in general, but literature on the residents and property owners adjacent to trails is limited. However, this group is potentially affected more than other residents by trail development due to their proximity to the trail. Therefore, this exploratory case study focused on the benefits and concerns of those living and owning property adjacent to a trail. Many benefits commonly reported by general trail users were experienced by this study’s sample; however, the additional benefits of convenience and access, scenic views, and an enhanced social life were also revealed. While numerous benefits were uncovered, few concerns were voiced and often very individualistic. Differences in benefits and concerns were noted between respondents when characteristics such as trail use, land use, and time of ownership were evaluated. Findings provide constructive information for trail planners, managers, land developers, residential real estate professionals, and urban/rural-focused researchers.

The impact of transportation infrastructure on bicycling injuries and crashes: a review of the literature

BackgroundBicycling has the potential to improve fitness, diminish obesity, and reduce noise, air pollution, and greenhouse gases associated with travel. However, bicyclists incur a higher risk of injuries requiring hospitalization than motor vehicle occupants. Therefore, understanding ways of making bicycling safer and increasing rates of bicycling are important to improving population health. There is a growing body of research examining transportation infrastructure and the risk of injury to bicyclists.MethodsWe reviewed studies of the impact of transportation infrastructure on bicyclist safety. The results were tabulated within two categories of infrastructure, namely that at intersections (e.g. roundabouts, traffic lights) or between intersections on "straightaways" (e.g. bike lanes or paths). To assess safety, studies examining the following outcomes were included: injuries; injury severity; and crashes (collisions and/or falls).ResultsThe literature to date on transportation infrastructure and cyclist safety is limited by the incomplete range of facilities studied and difficulties in controlling for exposure to risk. However, evidence from the 23 papers reviewed (eight that examined intersections and 15 that examined straightaways) suggests that infrastructure influences injury and crash risk. Intersection studies focused mainly on roundabouts. They found that multi-lane roundabouts can significantly increase risk to bicyclists unless a separated cycle track is included in the design. Studies of straightaways grouped facilities into few categories, such that facilities with potentially different risks may have been classified within a single category. Results to date suggest that sidewalks and multi-use trails pose the highest risk, major roads are more hazardous than minor roads, and the presence of bicycle facilities (e.g. on-road bike routes, on-road marked bike lanes, and off-road bike paths) was associated with the lowest risk.ConclusionEvidence is beginning to accumulate that purpose-built bicycle-specific facilities reduce crashes and injuries among cyclists, providing the basis for initial transportation engineering guidelines for cyclist safety. Street lighting, paved surfaces, and low-angled grades are additional factors that appear to improve cyclist safety. Future research examining a greater variety of infrastructure would allow development of more detailed guidelines.

Reasons for Urban Trail Use Predict Levels of Trail-Related Physical Activity

Efforts to increase community levels of physical activity through the development of multiuse urban trails could be strengthened by information about factors predicting trail use. This study examined whether reasons for trail use predict levels of physical activity on urban trails. Adults (N = 335) living within a 1-mile buffer zone of urban trails in Chicago, Dallas, and Los Angeles completed a self-report measure assessing demographics, reason for trail use, and physical activity on the trail. Accelerometers measured total daily moderate-to-vigorous physical activity (MVPA). Environmental features of the urban trail were assessed with the Systematic Pedestrian and Cyclist Environmental Scan for trails measure. Multivariate regression analyses were conducted that accounted for clustering of individuals within trail segments. After controlling for demographic and environmental factors and total daily MVPA, reasons for trail use significantly predicted recreational but not transportation activity. Recreational trail activity was greater for participants who reported exercise and health reasons for trail use as compared with other reasons (ie, social interaction, enjoying nature, walking pets) for recreational trail use. To increase the use of urban trails, it may be useful to promote the health and exercise benefits of recreational trail use.

Population Density, Funding Per Capita, And Availability Of Recreational Trails And Facilities In Tennessee Communities

Relationships between physical activity (PA) and region, prospects for PA in rural and urban communities, and associations between PA and land use have been documented. It is, however, unknown whether population density is a predictor of area PA prospects or if recreational government funding per capita may be related to PA participation opportunities. The relationship between population density and opportunities for PA has also not been examined. PURPOSE: The purposes of this study were to determine the relationship between population density and availability of recreational facilities and trails, and to examine the relationship between recreational government funding per capita and the availability of recreational facilities and trails located in that area. METHODS: Local government, recreation, and park providers in all Tennessee counties were surveyed. Questions from Section II of the Tennessee Healthy Living Index were used, including annual budget for parks and recreation, availability of public pools, weight-training facilities, and multi-use trails. Population and county classifications were obtained using U. S. Census Bureau data. RESULTS: Complete data were obtained for 57 counties (60%), representing a wide range of population densities and recreational per capita funding. Recreational funding per capita was significantly correlated with total facilities available (P < 0.05). Population density was significantly correlated with per capita funding (P < 0.05) and total facility availability (P < 0.001). Population density significantly predicted total facility availability (P < 0.01). CONCLUSIONS: These findings suggest that more densely populated areas offer more recreational facilities which provide opportunities for PA in the state of Tennessee. This disparity may be addressed by increasing funding for facilities in low density population areas, thereby increasing PA opportunities. Subsequent research to document the impact of PA and related lifestyle interventions would reinforce the need for such funding.

Monitoring Environmental Impact in the Upper Sonoran Lifestyle: A New Tool for Rapid Ecological Assessment

Characterized by expensive housing, high socioeconomic status, and topographic relief, Upper Sonoran Lifestyle communities are found primarily along the Wildland-Urban Interface (WUI) in the Phoenix, Arizona metro area. Communities like these sprawl into the wildlands in the United States Southwest, creating a distinct urban fringe. This article, through locational comparison, introduces and evaluates a new field assessment tool for monitoring anthropogenic impact on soil-vegetation interactions along the well-maintained multi-use recreational trails in Upper Sonoran Lifestyle region. Comparing data from randomly selected transects along other multi-use trails with data from a control site revealed three key indicators of anthropogenic disturbances on soil-vegetation interactions: soil disturbance, vegetation disturbance, and vegetation density. Soil and vegetation disturbance displayed an average distance decay exponent factor of -0.60, while vegetation density displayed a reverse decay average of 0.60. Other important indicators of disturbance included vegetation type, biological soil crusts, and soil bulk density. The predictive ability of this new field tool enhances its applicability, offering a powerful rapid ecological assessment method for monitoring long-term anthropogenic impact in the Upper Sonoran Lifestyle, and other sprawling cities along the WUI.

Estimating urban trail traffic: Methods for existing and proposed trails

The paper presents findings from the most comprehensive, continuous trail monitoring system in the United States, a network of 30 infrared monitors on five multiuse trails in Indianapolis, Indiana operating for periods of one to more than four years. We describe variation in traffic across different trails and segments of individual trails and present traffic ratios that describe variations in traffic by month, day of week, and time of day. We also present regression models for estimating traffic from temporal, weather, socio-demographic, and urban form variables. We propose and validate procedures for use of traffic ratios to extrapolate hourly counts to annual estimates and use of regression models to estimate traffic. Our procedures provide estimates within 20–30% of actual counts. Limitations of the models are noted. Potential applications range from forecasting traffic on proposed new trails to assessing the need for safety improvements such as stop lights at intersections.

Sustainable tourism in practice: Trails and tourism. Critical management issues of multi-use trails

This paper considers the management practices and implications of running multiple activities on tracks and trails on public land, particularly in terms of social sustainability. This is more than simply managing the environment, as it relates to attitudinal understanding, management and influence in a social context. Based on research in North America and Australia, the case of horseback riders and walkers is examined. It is proposed that multi-use trails can be successfully managed by integrating trail management strategies, persuasive communication theories and marketing as tools in relation to the social elements of these two, often conflicting, activities.

Trails for the twenty-first century: planning, design, and management manual for multi-use trails

Communities across the country are working to convert unused railway and canal corridors into trails for pedestrians, cyclists, horseback riders, and others, serving the needs of both recreationists and commuters alike. These multi-use trails can play a key role in improving liveability, as they offer an innovative means of addressing sprawl, revitalising urban areas, and reusing degraded lands. Trails for the Twenty-first Century is a step-by-step guide to all aspects of the planning, design, and management of multi-use trails. Originally published in 1993, this completely revised and updated edition offers a wealth of new information including: - discussions of recent regulations and federal programs, including ADA and TEA-21 - recently revised design standards from AASHTO - current research on topics ranging from trail surfacing to conflict resolution - information about designing and building trails in brownfields and other - environmentally troubled landscapes Also included is a new introduction that describes the importance of rail-trails to the sustainable communities movement, and an expanded discussion of maintenance costs. Enhanced with a wealth of illustrations, Trails for the Twenty-first Century provides detailed guidance on topics such as: taking a physical inventory and assessment of a site; involving the public and meeting the needs of adjacent landowners; understanding and complying with existing legislation; designing, managing, and promoting a trail; and where to go for more information. It is the only comprehensive guidebook available for planners, landscape architects, local officials, and community activists interested in creating a multi-use trail.

Operational Characteristics of Inline Skaters

Inline skating has been considered the fastest growing sport in the United States for the past 10 years. More than 30 million people in the United States are participating, and more than a million are Floridians. Many people view the sport as a new mode of transportation. Some inline skaters believe they should be allowed access to roadways with the same rights as bicyclists. The Florida Department of Transportation (FDOT) cannot make an informed decision on this matter without knowledge of the operational characteristics of the skaters. This project’s main purpose was to measure those characteristics so that FDOT can use the information when trails are designed. During the past year the University of South Florida has been working on a research project sponsored by FDOT focused on determining inline skaters’ operating speeds, sweep width, stopping techniques, stopping distances, and stopping widths on both road facilities and trails. During the project inline skaters were videotaped on roads and trails located in west and south Florida. Operational characteristics of the skaters were obtained from the videotapes using reference dimensions placed at each site. The skaters were analyzed and placed in categories: male, female, learner, advanced, and composite group. Logit models were developed to determine the 50th and 85th percentile values for the operational characteristics. These characteristics affect the desirability of allowing inline skaters on the street system. In addition to helping FDOT make an informed decision on this issue, the project will supply data useful in developing multiuse trail geometrics and operational design criteria.

Design of the Cross Florida Greenway Land Bridge Over I-75 Using Precast Florida U-Beams

The Cross Florida Greenway is a multiuse trail that bisects the central region of Florida, an area that was originally set aside for the Cross Florida Barge Canal. After Congress deauthorized the barge canal, the Cross Florida Greenway State Recreational Area was created, and the canal property was turned over to the state. Interstate 75 interrupts the Cross Florida Greenway in Marion County in a north-to-south direction for a distance of about 1829 m (6,000 ft) along the I-75 centerline. No bridges or underpass structures currently exist that connect both sides of the Greenway. Through several years of study, the Florida Department of Transportation and the Florida Department of Environmental Protection developed a land bridge concept for traversing the I-75 right-of-way while continuing the Greenway characteristics across the bridge. The land bridge concept is used internationally and is conducive to wildlife usage. The structure will be 16 m (52.5 ft) wide. It will provide a stabilized section along the center portion of the bridge for bicyclists, pedestrians, and equestrians, as well as earthen berms to support plantings along the outside edges of the structure. The key unique structural elements of the bridge, which is the first precast U-beam superstructure to be constructed in the state, include use of open triangular-shaped median piers, integral abutments, and geosynthetic-reinforced, vegetated approach slopes. The project is expected to attract national and international attention because it may be the first of its kind in the United States and because of its location along the heavily traveled I-75.

Hoofing It – On Four or Two Feet? Managing Multi-use Trails and Sites

Horseback tourism in Australia has developed in response to the needs of a predominantly urban-based society, providing tourists with a nature-based experience that is in less contact with the physical environment than those who elect to walk or hike. Such differing modes of transport have created some problems in areas where multiple use of transport forms is permitted, such as the Alpine National Park in Victoria, Australia. Recognising that there is potentially a difference between groups in the parks and their motivations and relationships with the natural environment, research was undertaken to ascertain levels of attitudinal conflict between walkers to horseback tour groups. While social conflict was not as great as anticipated, there were high levels of misinformation regarding the operating permit requirements placed on horseback tours. Also, many of the survey respondents who had negative attitudes towards horseback groups had not actually encountered any themselves. The management implications for the land management agencies include a greater need for planning and operational staff to have an improved understanding of the psychological needs and motivations of visitors to national parks. Education of both land managers and visitors is the key to developing mutually beneficial and effective land management plans.

Adult Bicyclists in the United States: Characteristics and Riding Experience in 1996

In December 1996, 20 percent (4,712) of the League of American Bicyclists members were surveyed about their cycling experiences during calendar year 1996. The 33 questions included bicycle type and equipment, distribution of bicycle trips by purpose (e.g., work, on-road recreation), total distance cycled, commuting habits, accidents, and demographic data. The survey was designed to update one done by Kaplan in 1975. By the March 31, 1997, deadline over 2,400 (51 percent) had been returned. Of these, 19 percent were rejected due to incompleteness or inconsistent responses, leaving 1,956 valid surveys. The “average” respondent was a 48-year-old, married (66 percent) male (80 percent) professional (48 percent) who rode 4670 km in 1996. Just over 9 percent reported having had a serious crash (resulting in at least $50 of property damage or medical expense) in 1996. Based on the experience reported by these cyclists, the average cyclist in this group could be expected to ride for 11 years before having such a crash. Falls accounted for 59 percent of the incidents, whereas running into a fixed object happened 14 percent of the time. Moving motor vehicles were involved in 11 percent of the crashes and another bicycle in 9 percent. A relative danger index is calculated that shows that streets with bike lanes have a significantly lower crash rate than either major or minor streets without any bicycle facilities (38 and 56 percent, respectively). Multiuse trails have a crash rate about 40 percent greater than would be expected based on the miles cycled on them, whereas cycling on the sidewalk is extremely dangerous.

Bicyclist Performance on a Multiuse Trail

Bicyclist crossing time from a full stop was measured using video recording equipment at 16 diverse trail-roadway intersections (two to six lanes, stop or signal controlled, divided or undivided) of the Pinellas Trail in Pinellas County, Florida. A total of 442 bicyclists (single individuals or randomly selected individuals from a group) were timed. The cruising speed of 65 bicyclists was also determined. A linear regression model was fit to the time and crossing-distance data. A linear regression was also fit to eight 85th percentile crossing-time points that were calculated from grouped raw data. Using kinematic physics, in which bicycle acceleration and intersection crossing velocity are variables, a theoretical equation was derived to predict bicyclist crossing time for any distance. This derived equation is a linear function of distance, so the regression coefficients could then be used to estimate bicyclist crossing velocity and acceleration on the Pinellas Trail. These estimated values for bicyclist acceleration and intersection crossing velocity compare favorably with the scant available data from foreign and domestic sources. Thus, the crossing-time prediction equation can be a useful tool when designing intersections for bicyclists, with application in signal timing and crossing-sight distance calculations.

Evaluation of Planning and Design Issues for Multiuse Trail and Highway Crossings

Across the country a network of multiuse trails is evolving from abandoned rail corridors. This phenomenon creates a new set of demands on public highway and transportation agencies. These demands are most evident at public highway crossings of rail-trail projects. These demands raise new policy, planning, and engineering issues. The most difficult and controversial of the engineering issues is whether to retain or remove grade-separating rail structures. The issue often pits trail advocates against public highway and transportation engineers in a debate over whether safety is enhanced or degraded by the removal of the structure. Decisions on structures rely on a variety of factors, including the physical condition of the structure; the alignment, clearance, and sightlines at the crossing; the quality of trail plans; and the magnitude and division of responsibility for current and future costs. To effectively resolve trail and highway crossing issues, it is important to recognize that, in matters related to the crossings, the highway or transportation agency's customer base includes trail users as well as motor vehicle drivers and passengers. Decisions on crossing issues should evolve from a balanced appraisal of the sometimes differing safety and operating needs of trail as well as highway users. The process of reaching balanced, multimodal design decisions begins with better public planning before rail line abandonment. The state highway or transportation agency can enhance its decision making through better communication, coordination, and encouragement of trail planning with sister state agencies, local government(s), regional planning agencies, and trail development organizations.