Watertown master trail plan

City of WatertownMaster Trails Plan (2012)

City of Watertown Master Trail Plan – September 28, 2012

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ACKNOWLEDGEMENTS

MASTER TRAIL PLAN COMMITTEE

Brian PellishBruce Buhler

Ryan HoffmanTerry JorgensonBruce Petersen

Karen WittJean DoyenJohn SolumJan Larson

Dr. Dan Reiffenberger

CITY COUNCIL

Gary Williams, MayorJohn Solum, Councilman

Bill Rieffenberger, CouncilmanMichael Danforth, Councilman

Michael Christianson, CouncilmanBruce Buhler, CouncilmanDana Jones, Councilman

Dennis Solberg, CouncilmanAlvin Meisenheimer, Councilman

Russ Wilkens, CouncilmanSteve Thorson, Councilman

The City of Watertown Master Trail Plan – 2012 was prepared with assistance from the FirstDistrict Association of Local Governments

Todd A. Kays, Executive DirectorLuke Muller, Planner


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TABLE OF CONTENTS

Introduction.................................................................................................................................5

Purpose ......................................................................................................................................5

Goals and Objectives..................................................................................................................5

Existing Trail System ..................................................................................................................7Existing Trails..................................................................................................................7Activity Centers ...............................................................................................................8Sidewalk Feeder Linkages ..............................................................................................8

Design and Construction Guidelines .........................................................................................12Design and Construction Policies ..................................................................................12Design Guidelines .........................................................................................................13Construction Guidelines ................................................................................................13

New Trail Construction Priorities ...............................................................................................14Trail Development Issues ..............................................................................................14Proposed Trail System ..................................................................................................16Priority #1 Completion Lake Kampeska Trail .................................................................16Priority #2 1st Avenue North Linkage .............................................................................18Priority #3 Golf Course Road Spur ................................................................................18Priority #4 Foundation Fields Spur ................................................................................21Priority #5 Willow Creek Trail #2....................................................................................21Priority #6 21st Street Spur ............................................................................................24Priority #7 Southern Connector Trail .............................................................................24Priority #8 Northern Connector Trail #1 and #2 .............................................................27Priority #9 North Ridge Trail ..........................................................................................29Priority #10 Lake Pelican Trail .......................................................................................29

Trail Cost ..................................................................................................................................33

Maintenance .............................................................................................................................35

Trail Management.....................................................................................................................43

Trail Use and Promotion ...........................................................................................................44

Implementation .........................................................................................................................46Implementation Measures .............................................................................................47

Funding and Other Implementation Resources .........................................................................48Local Funding Sources..................................................................................................48State and Federal Funding Sources .............................................................................48Public/Private Partnerships ...........................................................................................49Private Landowners.......................................................................................................50Citizen Involvement .......................................................................................................59


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Appendices...............................................................................................................................52

Appendix A Trail Network Implementation by Priority Map ............................................52Appendix B Design Standards.......................................................................................53Appendix C Cost Estimate Template.............................................................................69

References ...............................................................................................................................71

LIST OF TABLES

Table 1 Trail Networks Listed by Priority .............................................................................15Table 2 Projected Cost by Priority and Trail Network Segment ...........................................34

LIST OF MAPS

Map 1 Existing Trails ...........................................................................................................9Map 2 Activity Centers.......................................................................................................10Map 3 Sidewalk Feeder Linkages......................................................................................11Map 4 Completion of Lake Kampeska Trail .......................................................................17Map 5 1st Avenue North Linkage........................................................................................19Map 6 Golf Course Road Spur...........................................................................................20Map 7 Foundation Fields Spur...........................................................................................22Map 8 Willow Creek #2......................................................................................................23Map 9 21st Street Spur.......................................................................................................25Map 10 Southern Connector..............................................................................................26Map 11 Northern Connector #1 and #2..............................................................................28Map 12 North Ridge Trail...................................................................................................30Map 13 Lake Pelican .........................................................................................................31Map 14 Proposed Trail System..........................................................................................32Map 15 Existing Trail Condition .........................................................................................37Map 16 Trail Deterioration Sites ........................................................................................38Map 17 Debris on Trail ......................................................................................................39Map 18 Signage/Warning Hazards ....................................................................................40Map 19 Engineering and Design Hazards..........................................................................41Map 20 Construction/Design Hazards ...............................................................................42


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INTRODUCTION

Trails are an essential part of the urban pattern. The role that trails play is becomingincreasingly important as the City of Watertown expands its recreational activities and exploresalternative forms of transportation. Trails have the ability to enhance the quality of life bypromoting healthy lifestyles through recreational exercise and educational opportunities for allthat wish to utilize them. In Watertown, trails have a tremendous potential to connect the City'spopulation to the natural open space areas surrounding the City, recreational activities, schools,places of employment, shopping and other community points of interest.

The City of Watertown Master Trails Plan (Plan) provides a blueprint for the development ofcommunity trails over the next 10 years. Trails in Watertown will accommodate a broad varietyof interests and abilities, from biking, jogging, or simply walking. The Plan identifies a trailnetwork in the City serving neighborhoods, and providing local and regional connections.

PURPOSE

This Plan was prepared under the direction of a broad-based committee of citizens. The MasterTrail Planning Committee (Committee) met in March, April, August, and September of 2012 to,review materials prepared by the First District Association of Local Governments, formulate trailpolicy and make final recommendations regarding the Plan.

The purpose of the Plan is to provide a continuous pedestrian and bicycle trail system that willincorporate trail connections to open spaces, commercial areas, public facilities, and park andrecreation areas/facilities. The Plan will be used in fostering and guiding the creation of acitywide trail network. It is intended to provide guidance for the location and construction oftrails in the City. Further, the Plan is intended to improve the operation, design and utilization ofthe City's trail system, allowing equal and safe use for pedestrians and bicyclists.

The Plan will identify existing trails and alignments for future trails which will guide land use andsite planning. The Plan is intended to complement the City of Watertown Comprehensive LandUse Plan, Codington County Comprehensive Land Use Plan, and various other land use,corridor, and transportation plans that have been prepared for specific parts of the City. Onceadopted by the Watertown Park and Recreation Board, Watertown Planning Commission andthe Watertown City Council, the Plan will provide the vision and policy guidance for the City'strail planning efforts. Proposed trail alignments shown in the Plan are conceptual in nature andare for planning purposes only. The trail alignments are shown at a corridor level which meansthe trail will be located anywhere within approximately fifty (50) feet of the location shown onMap 3. The final trail alignments are subject to further analysis of geologic, topographic,environmental, hydrology, property ownership, and other factors.

GOALS AND OBJECTIVES

The goals and objectives of the Plan are to:

To preserve, enhance, and expand upon the City’s existing trail system. Create safe and accessible multiple-use trails within the City that provide alternative

transportation and recreational opportunities for a wide variety of user groups. Develop trails to promote the health and well being of citizens and visitors. Develop a trail system that has broad based support and the ability to be implemented.


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Design an integrated trail system, with limited interruptions, that connects recreational,commercial, and other activity centers, and neighborhoods within and around Watertown.

Provide trail construction and maintenance guidelines. Locate trails in a manner that does not cause environmental degradation and protects

environmentally sensitive areas. Establish a protocol and standards for trail development and identification. Utilize established engineering guidelines in developing standards for design. Increase public awareness of traffic laws relating to cyclists and pedestrians. Encourage bicycle and pedestrian safety programs, especially for children. Encourage the placement of “Share the Road” signs on roadways that have adequate lane

and shoulder widths.


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EXISTING TRAIL SYSTEM

Existing Trails

The existing trail system consists of approximately 20.4 miles of asphalt trail and 4.3 miles ofshoulder bikeway/bike lanes. The following trails are depicted shown on Map 1 “Existing Trails”.

Highway 20 Trail - This is a 2.7 mile multi-use trail that starts at the intersection of 10th AvenueNorth and South Dakota Highway 20 and proceeds northwest towards Lake Kampeska andends at the intersection of South Lake Drive and South Dakota Highway 20.

North Lake Kampeska Trail - This is a 5.4 mile trail that consists of 4.0 miles of multi-purposetrail and 1.4 miles of shoulder bikeway/bike lane. It starts at the intersection of South DakotaHighway 20 and South Lake where it proceeds northwest adjacent to South Dakota Highway 20and eventually around the west side of Lake Kampeska to the intersection of North Lake Driveand Sunset Drive.

South Lake Kampeska Trail - This is a 4.3 mile trail that consists of 3.7 miles of multi-purposetrail and 0.6 miles of shoulder bikeway/bike lane. It starts at the intersection of South DakotaHighway 20 and South Lake Drive where it proceeds southwest adjacent to South Lake Drive tothe intersection of Pompeska Drive.

Golf Course Trail - This is a 2.8 mile multi-use trail that starts at the intersection of the northentrance of Jackson Park and South Lake Drive and proceeds southeast and ends at theintersection of 4th Avenue South and 21st Street West.

4th Avenue Trail - This is a 1.2 mile multi-use trail that starts at the intersection of 4th AvenueSouth and 21st Street West and proceeds west and ends at the Sioux River Trailhead on 4th

Avenue South.

Big Sioux River Trail - This is a 1.8 mile multi-use trail that starts at the intersection of 14th

Avenue North and 7th Street West and proceeds south and ends at the Big Sioux RiverTrailhead on 4th Avenue South. It should be noted that there is approximately 0.1 miles ofshoulder bikeway/bike lane on 10th Avenue North associated with this segment of trail.

Uptown Trail - This is a 0.8 mile multi-use trail that starts at a point half way between theintersections of 1st Avenue North and 2nd Avenue North on Maple Street and proceedssouthwest where it intersects with the Big Sioux River Trail in Riverside Park.

Willow Creek Trail - This is a 1.7 mile multi-use trail that starts at the approximately 200 feeteast of the intersection of 14th Avenue North and 22nd Street east where intersects with 1st

Avenue North.

14th Avenue Trail Avenue Trail - This is a 2.3 mile trail that consists of 0.8 miles of multi-purpose trail and 1.5 miles of shoulder bikeway/bike lane. It starts at the intersection of 14th

Avenue North and 7th Street West where it proceeds east to a point approximately 200 feet eastof the intersection of 14th Avenue North and 22nd Street East.

1st Avenue Trail - This is a 0.9 mile multi-use trail that starts at the southern Willow Creek Trailtrailhead on 1st Avenue North and proceeds southeast to the Redlin Arts Center.


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Activity Centers

The identification of “activity centers” in Watertown is important to ensure that the City’s plannedtrail routes connect the population of Watertown to the various activity centers within andoutside of the community. An “activity center'' is defined as any place that can attract trail users,including recreational, commercial, civic and educational centers. Activity centers in Watertownare listed below and shown on Map 2 “Activity Centers”.

Parks and Recreational Activity Centers - The City of Watertown owns and operates thirty-seven (37) neighborhood and regional parks and recreational activity centers; (ballfields, golfcourse, senior activity center, disc golf, soccer complex, skate park, Bramble Park Zoo, etc). Inaddition, State and County owned parks are located at Lake Kampeska and Lake Pelican and aprivately owned golf course at Lake Kampeska. The Watertown Boys and Girls Club and theWatertown Recreation center and the Watertown Family Aquatic Center are other examples ofactivity centers.

Civic Facilities - City Hall is located at the intersection of Maple Street and 1st Avenue North.The Codington County Courthouse is located three blocks south of City Hall.

Commercial Facilities - Watertown’s core commercial area “uptown” has its center at theintersection of Kemp Avenue and Broadway. Other prominent commercial areas are locatedadjacent to Highways 20, 81 and 212.

Schools and Churches – There are many churches of various denominations locatedthroughout the City. In addition to five (4) public elementary schools (Jefferson, Lincoln,Mellette, McKinley, and Roosevelt), the City has three (3) parochial schools (ImmaculateConception, St. Martins, and Watertown Christian), one (1) middle school, one (1) public highschool, one (1) private high school (Great Plains Lutheran) and one post-secondary institution(Lake Area Technical Institute).

Sidewalk Feeder Linkages

The following streets were identified as sites for a comprehensive trail feeder sidewalk linkagesystem. It was further determined that it was not necessary to have sidewalks on both sides ofthe street in order to facilitate movement to either the trail spurs or individual trail networks.Streets identified as sidewalk linkages include 3rd Avenue North, Kemp Avenue, 4th AvenueSouth, Broadway, 19th Street East and 11th Street East. The Plan does not identify individualfeeder linkages in need of improvement, only that that existing sidewalk maintenance and theconstruction of new sidewalk and handicapped accessible curb improvements are necessary onall of the above feeder linkages.

Sidewalk Feeder Linkages are shown on Map 3 “Sidewalk Feeder Linkages”.


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DESIGN AND CONSTRUCTION GUIDELINES

Design and construction guidelines are intended to assist city staff with implementation of theMaster Trails Plan, as well as provide the development community with a clear understanding ofdesign standards considered appropriate by the City of Watertown. The standards in thissection are based on a number of factors, including safety, accessibility, and overall appearanceof the trail system.

Design and Construction Policies:

In the developing areas of the community, the trail system should, to the extent possible,connect into the overall community trail system to assure a seamless network of trailsthroughout the community.

Trails should connect existing trails, proposed parks and activity centers.

The preferred choice for park and recreational trails is non-right-of-way or off-road trails.However, on-road lanes or in the right-of-way trails will be included in the trail networksystem as needed but only where an off-road route is not available.

Trails should be located and constructed in such a manner as to minimize maintenancerequirements and to maximize access.

Trails should follow natural contours where possible and respect surrounding land forms.

Drainage features should be incorporated into the design and construction of trails whereappropriate to reduce erosion.

Wide, gentle curves with good forward sight distance should be utilized.

Trails and staging areas need to be easily accessible to the public in order for the trails toreceive high use.

When possible, trail systems should offer loops, allowing the individual to return to a startingpoint without having to back-track.

Consideration should be given to establishing a mile-maker system for trails to facilitatepublic safety understanding of user location if rescues or aid is necessary.

Trail design should be incorporated into plans for natural drainage channels, street rights-of-way, landscape corridors, utility right-of-ways and other open space.

Trail plans should be incorporated into plans for new transportation structures such asroads, bridges, and overpasses.

The City should require recreation and trail planning and construction as a condition ofapproval for future development projects. Plans should provide access to trail heads locatedon adjacent public lands.


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The City should retain existing city-owned rights-of-way that have potential to assist in theimplementation of the Master Trails Plan.

The City should obtain rights-of-way from other entities (e.g., utility districts) that assist in theimplementation of the Master Trails Plan.

Design Guidelines

Types of Trails – The Plan incorporates three types of trail facilities – Multi-use trails, Shoulderbikeway/bike lane, and Pedestrian Feeder Sidewalks. The following descriptions of facility typesare based upon the American Association of State Highway and Transportation Officials(AASHTO) 1991 Guide for the Development of Bicycle Facilities.

Multi-Use Trail – Multi-Use trails are designed for the use of cyclists and others such aspedestrians, roller bladders, runners, etc.

Bike Lane - Bike lanes are defined as a portion of the roadway designated by striping, signing,and or permanent markings for preferential or exclusive use of bicycles.

Pedestrian Feeder Sidewalk – A concrete sidewalk or pedestrian pathway not less than four(4) feet wide designed for the primary use of pedestrians.

Construction Guidelines

Planners and engineers have been working with bicycle and pedestrian issues for severaldecades. As a result of that work, standards for design, maintenance and operation ofbicycle/pedestrian facilities have been developed and published. These standards serve asguidance for communities, like Watertown, looking to plan and build facilities for bicycle andpedestrian transportation. While these standards represent the combined experience andprofessional judgment of planners and engineers to date. They are not, however, the final wordon the subject. As more multi-use trail facilities are built and new ideas developed, thestandards may change. The standards and practices should be reviewed periodically to makesure they are properly aligned with the latest developments. Local experience is particularlyvaluable in determining whether a design or maintenance or operation procedure is performingits desired function.

The geometric characteristics of bicycle ways are governed by whether they are on city streets,rural highways or separate facilities. On-street bicycle lanes should generally be at least five (5)feet wide for one-way traffic. Off-street multi-use paths should be at least ten (10) feet wide toaccommodate two-way passage. When on-street bicycle lanes are used, care needs to betaken at all locations where conflicts may occur between cars and bicycles. All bicycle facilitiesmust be designed for proper sight distances and grades less than five (5) percent, if possible.

The trail network should be indicated and regulated by proper signs. The Manual on UniformTraffic Control Devices, published by FHWA, contains a section on signs for trail networks. Thismanual should be used as a guide by the City of Watertown.

The guides detailing the design standards are comprehensive and too lengthy to includecompletely within this planning document. However, select information from establishedpublished guides is contained within the Appendix B of this report.


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NEW TRAIL CONSTRUCTION PRIORITIES

Since the associated cost of the development of a comprehensive trail system is more than canreasonably be financed in one year, priorities need to be established. The committee membersdeveloped prioritization criteria, based upon the following issues associated with traildevelopment, on which to justify and rank the trail network facility improvements.

Trail Development Issues

Cost/Feasibility

o What is the initial construction cost?o What are the long-term maintenance costs?o Will there be a need to acquire sufficient right-of-way and is it available?o Can the project be accomplished without using 100% public funding?o Can the project be incorporated with other capital improvement projects?o Is their public support?

Safety:

o Does the trail project correct a problem on an existing trail?o Does the trail project enhance pedestrian and bicycle safety?

Gap:

o Does the trail segment(s) fill missing links in a larger trail system?

Connectivity:

o Does the trail connect two or more trail systems?

Destination:

o Does the trail link an existing trail to an activity center or neighborhood?

Easement:

o Is the trail on public land or where public access easements have already beenacquired?

Land Use Conflicts:

o Does the trail present minimal land use conflicts?o Does the trail fit within the master development plan of the city?

Aesthetic:

o Does the trail have aesthetic qualities?


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From the above Trail Development Issues, the Committee established the following priorityranking criteria to be used in review specific trail projects. They included:

Priority One - GapPriority Two - SafetyPriority Three – Cost FeasibilityPriority Four – ConnectivityPriority Five – DestinationPriority Six – Land Use ConflictsPriority Seven – Aesthetics

Projects were then ranked based upon priority and need. Higher priority projects (Projects 1, 2,and 3) were deemed important enough to begin planning, design and construction in the nextone to three years. The timetable for medium priority projects (Projects 4, 5, 6, and 7) is threeto five years. Lower priority projects (Projects 8, 9, and 10) would not be expected to begin forat least five years. It should be noted that because a specific portion of the trail network has amedium or low priority ranking, it would not be precluded from an earlier construction start thanwhat is presently outlined. This could occur because of available funding or cost-sharingopportunities. Please see Appendix

Table 1Trail Networks Listed by Priority

Trail Network Segment Priority Time Frame to ImplementCompletion of Lake Kampeska Trail High 1 to 3 YearsFirst Avenue North Linkage High 1 to 3 YearsGolf Course Road Spur High 1 to 3 YearsFoundation Field Spur Medium 4 to 5 YearsWillow Creek #2 Trail Medium 4 to 5 Years21st Street West Spur Medium 4 to 5 YearsSouthern Connector Trail Medium 4 to 5 YearsNorthern Connector Trails #1 & #2 Low Beyond 5 YearsNorth Ridge Trail Low Beyond 5 Years

Pelican Lake Trail Low Beyond 5 Years


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Proposed Trail System

The Proposed Master Trail System Map (Map 14) depicts the long-range plan for trailconstruction in Watertown. The proposed trail system is a combination of major trail networks,spurs and linkages. Spurs and linkages are essential components in the construction of a multi-use trail system. Their primary role is in the provision of access to major trail networks. In thisplan, spurs represent shorter trails, which in of themselves provide both recreationalopportunities and access to various sub trail-networks. Linkages offer the opportunity to makethe proposed trail network available for residents throughout the community via the use ofpedestrian sidewalks and shoulder bikeways/bicycle lanes.

Trail locations shown in Map 14 are strictly conceptual in nature. Alignments may change in theimplementation/construction phase. Some of the proposed trails may require easements acrossprivate land.

All costs regarding multi-use trails and shoulder bikeway/bike lanes were projected utilizing apreliminary construction cost summary per linear feet for bike trail projects developed by theengineering firm of Banner Associates. The price for a ten foot multi-use trail is $39.67 per linearfoot and $32.27 per linear foot for an eight foot multi-use trail. Shoulder bikeway/bike lanestriping and painted signage has an estimated cost $1 per linear foot shoulder bikeway/bikelane. Cost estimates do not include support facilities or amenities such as – signage, lighting,rest areas, etc.

Priority #1 - Completion of the Lake Kampeska Trail

This proposed trail will finish the multi-use trail loop around Lake Kampeska. The trail wouldbegin at the intersection of Sunset Drive and North Lake Drive and proceed along the north andwest sides of the lake in the South Dakota Highway 139/North Lake Drive right-of-way. The trailwould also be incorporated with Memorial Park. At the intersection of South Dakota Highway139/North Lake Drive and South Lake Drive the trail would proceed northeast along the southside of the lake eventually completing the loop at the intersection of Pompeska Drive and SouthLake Drive. The overall length of this segment of the trail network is approximately 24,730 feet.

Lake Kampeska provides many recreational opportunities for both individuals residing inWatertown and visitors to the community. There are five parks, two golf courses and severalcommercial establishments around the lake. The development of a trail network around thelake would tie into the existing trail system and future trail networks would enhance the quality oflife for those residents at the lake and could possibly bolster economic development activities(tourism) of the area.

The major concerns regarding the development of a multi-use trail around the lake is thecondition or suitability of the available right-of-way lands to construct a trail. While thereappears to be sufficient right-of-way to construct a multi-use trail, there will be a need to requireadditional fill of varying degrees to construct the trail. Filling in ditches may have a negativeimpact on drainage of the area which would then require the city to obtain permission to filland/or mitigate losses of established wetlands. All of this will increase the per foot cost of traildevelopment.

Finally, with the scope of this trail network it may be necessary to construct it in phases. Forexample the phased development may include constructing one side of the lake first. Another


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option may include the construction of a gravel-based trail one year followed with an asphaltoverlay the next.

Projected cost of completion of the Lake Kampeska Trail (does not contain additional fillestimates)

Approximately 24,730 feet of 10 foot wide trail @ $39.67 per linear foot $981,039



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Priority #2 - 1st Avenue North Linkage

The 1st Avenue North Linkage is designed as an integral part of the network. The 2,852 feet oftrail constructed east of the intersection of 19th Street East and 1st Avenue North would not onlyserve as an entry to the southern boundary of the Willow Creek Trail, it would also connect withthe existing First Avenue North trail allowing allow pedestrians/cyclists the opportunity to crossSouth Dakota Highway 212 and access the Redlin Art Center and Mallard Point Business Park.The linkage would also consist of striping a bike lane starting at the endpoint of the existingUptown Trail at Maple Street north of 1st Avenue North than proceeding south to 1st AvenueNorth and then east to 19th Street East (approximately 7,063 feet). This would provide a directroute to the Uptown Trail and uptown commercial district.

Projected cost of the 1st Avenue North Linkage



Approximately 7,063 feet of bike lane striping @ $1.00 per linear foot $ 7,063

Priority #3 Golf Course Road Spur

The Golf Course Road Linkage would create a linkage between the existing Golf Course RoadTrail and the South Lake Kampeska Trail. It would begin at the intersection of 33rd Street Westand Golf Course Road and proceed west to the intersection of 42nd Street West and GolfCourse Road. The Committee identified this linkage as a high priority due to safety concernswithin the area.

The length of this segment of trail is approximately 5,292 feet. The cost estimate is based uponapproximately one mile of trail being constructed. The west half of this linkage could beconstructed on City-owned property (Cattails Crossing Golf Course). The east half wouldprobably be constructed as a shoulder bikeway/bike lane.

Projected cost of the Golf Course Road Spur

Trail (west half)



Shoulder Bikeway/Bike Lane (east half)





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Priority #4 Foundation Fields Spur

The construction of the Foundation Fields Spur will provide the benefit of connecting theFoundation Fields to the existing trail network at the intersection of Kemp Avenue and 21st

Street West. That existing trail system provides access to Koch Complex, the George C. MaasIce Arena, and the Golf Course Road Trail. The length of this segment of trail would beapproximately 1,309 feet (0.25 miles).

Projected cost of the Foundation Fields Spur



Priority #5 - Willow Creek Trail #2

This proposed trail would create and additional loop of multi-use trail facility opportunities forthose Watertown citizens which reside in the eastern portion of the community. The multi-usetrail would intersect with the existing Willow Creek Trail #1 at the intersection of 14th AvenueNorth and approximately 200 feet west of 22nd Street East then proceeding to Willow Creek andthen following Willow Creek south and connecting with the First Avenue North Trail.

The length of this segment of trail would be approximately 21,891 feet. In addition to providinga trail network system on the eastern side of the community, this trail has the long-rangepotential of becoming a popular trail because of the recent and future growth patterns of thecommunity and the opportunities for a trail network that does not use street right-of-ways andthat is off the “beaten path”.

Projected cost of the Willow Creek #2 Trail




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Priority #6 - 21st Street Spur

The construction of the 21st Street will provide two initial benefits. First, it is designed for thoseindividuals residing south of South Dakota Highway 212 to have access to the existing andproposed Golf Course Road Trail system. Second, the 21st Street Spur will serve as aconnector from the Golf Course Trail to the Lake Pelican Trail.

The length of this segment of trail would be approximately 4,825 feet. Again a positive aspect ofthis location is that the entire trail could be constructed on public right-of-way, thereby avoidingany potential conflict with private landowners. The multi-use trail would begin at the intersectionof 21st Street West and 4th Avenue South and proceed south until it intersects with the LakePelican Trail.

The main concern with this spur is that in order to provide a safe crossing at the intersection ofHighway 212, there will be a need to install signalized lighting at the 21st Street Westintersection. This will require South Dakota Department of Transportation approval.

Projected cost of the 21st Street West Spur without signalized lighting at the intersectionof South Dakota Highway 212 and 21st Street West



Priority #7 – Southern Connector Trail

This proposed trail will create a loop on the south side of the community. In addition to providinga trail network system on the southern side of the community, this trail has the long-rangepotential of becoming a popular trail because of the openness of the area and access torecreational areas such as Lake Pelican and the Anza Soccer Complex and commercial areasadjacent to 20th Street East and U.S. Highway 212

The length of this segment of trail is approximately 27,008 feet. It will begin at the intersectionof U.S. Highway 212 and 29th Street East proceeding south to the intersection of 29th StreetEast and 20th Avenue South then east to the intersection of 20th Avenue South and Broadwaythen north through the intersection of South Dakota Highway 20 and U.S. Highway 212 andultimately connecting with the 4th Avenue Trail. Initially it is proposed to use the existingshoulders as a shoulder bikeway/bike lane. As traffic loads increase and the need to enhancesafety is warranted, the shoulder bikeway/bike lane may need to be abandoned and a trailseparate from the road be constructed.

The cost projections provide estimates if an eight or ten foot trail was constructed separate fromthe road or if the existing shoulder was striped and used as a bike lane.

Projected cost of the Southern Connector Trail

Approximately 27,008 feet of 10 foot wide trail @ $39.67 per linear foot $1,071,407




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Priority #8 – Northern Connector #1 and #2 Trails

The Plan proposes to construct a multi-use trail in the right-of-way adjacent to what has beenproposed as the Northern Connector (Northern Connector Trail #1). The trail would begin at theintersection of South Dakota Highway 81 and 14th Avenue North and proceed to the intersectionof South Dakota Highway 81 and 26th Avenue North. From this point the trail would continue tothe west within the boundary of the public right-of-way of the Northern Connector eventuallyconverging with the existing trail system somewhere between 14th Avenue North and SiouxConifer Road.

The length of this segment of trail would be approximately 13,646 feet. Again a positive aspectof this location is that the entire trail could be constructed on public right-of-way, therebyavoiding any potential conflict with private landowners. There is a minor concern in which therewill have to be a crossing of the Big Sioux River. This could be done with either a separatestructure spanning the river or by constructing a bridge which has a bicycle/pedestrian laneseparated by a concrete barrier. Preliminary design of the railroad/Big Sioux River bridgeshows that the span of the bridge would be approximately five hundred (500) feet. Because ofthe span, it might not be economically feasible to construct a pedestrian lane in conjunction withthe bridge.

Preliminary site locations have been identified for the connector construction project; however,right-of-way easements have not been presently pursued. It should be noted that at the time ofeasement acquisition, consideration of easements for future trails should also be considered.

The construction of the North Connector #2 Trail will provide access to the City’s future trailsystem (North Ridge Trail) as the City continues to grow to the north. It should be noted thatboth the North Connector #1 and #2 Trails will probably only be constructed in conjunction witha major road construction project east of the intersection of 26th Avenue north and U.S. Highway81 or when urban density development begins to occur between 18th Avenue and 26th AvenueNorth

Projected cost of the North Connector #1 Trail



Projected cost of the North Connector #2 Trail




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Priority #9 – North Ridge Trail

The North Ridge Trail is another example of a trail network that will connect future developmentof the City with the existing trail network. The City will need to be cognizant of future land usedevelopments and include necessary easements for trail development in the area northeast ofthe Northridge Development as future development warrants. The trail would connect with theexisting trail system at the intersection of 14th Avenue North and 19th Street East. The overalllength of this segment of the trail network is approximately 7,834 feet.

Projected cost of the North Ridge Trail



Priority # 10 Lake Pelican Trail

The Lake Pelican Trail would begin at the southern end of the 21st Street Spur. It would thenproceed west on the north side of Lake Pelican for approximately three miles. Turning north on450th Avenue/54th Street West the trail would be placed in the township road-right-of-way andwould connect with the Lake Kampeska Trail at the intersection of South Lake Drive and 54th

Street West. There is also a spur associated with this trail. The spur would continue west ofthe 3rd Avenue North/54th Street West intersection for one mile and would turn north until itmeets the intersection of Golf Course Road and 42nd Street West. The trail could then eitherproceed north connecting with the Lake Kampeska Trail or the trail could head west linking withthe Golf Course Road Trail. The length of this trail network would be approximately 46,014 feet.

A significant benefit of this trail network is that a portion of this trail network would provide userswith a scenic, off-the road trail experience. There are State Game, Fish and Parks lands as wellas an area designated for an environmental education learning experience. The trail would alsoprovide individuals residing near Lake Pelican with opportunities for accessing other trailnetwork loops.

Because the location of much of the proposed trail network, it is in a rural setting, it has notbeen determined whether or not there would be enough trail usage to justify the construction ofan asphalt trail. Therefore it is not anticipated that the design of this trail network will be initiallythe same as others described herein. Like others, this network trail will be ten (10) feet wide.However the trail will not have an asphalt layer. It is proposed to use a four-inch compactedgravel layer as a replacement to asphalt. It should be noted that an asphalt design could beapplied to all or portions of the trail when trail usage justifies the design enhancement.

Projected cost of the Lake Pelican Trail (does not contain additional fill or right-of-wayeasement cost estimates)

Approximately 44,179 feet of 10 foot wide asphalt trail @ $39.67 per linear foot $1,752,529

Approximately 46,014 feet of 8 foot wide asphalt trail @ $32.27 per linear foot $1,484,872

Approximately 46,014 feet of 10 foot wide gravel trail @ $15.04 per linear foot $692,051


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TRAIL COSTS

The development of a trail network involves many different aspects of roadway construction. Inmany ways it is very similar to the construction of a highway or a street because it involves agreat deal of predatory work as well as the actual laying of the surface. Along the proposedroute of the bicycle trail, there are obstacles in terrain and physical features that must be dealtwith, such as drainage ditches, culverts and low soft areas. It is therefore difficult to give anaverage cost for construction of the trail network. However, certain elements the trail networkcan be estimated.

All costs regarding multi-use trails and shoulder bikeway/bike lanes were projected utilizing apreliminary construction cost summary per linear feet for bike trail projects developed by theengineering firm of Banner Associates. The price for a ten foot multi-use trail is $39.67 per linearfoot and $32.27 per linear foot for an eight foot multi-use trail. Shoulder bikeway/bike lanestriping and painted signage has an estimated cost $1 per linear foot shoulder bikeway/bikelane.

It should be noted. Cost estimates do not include land acquisition, water crossing, signalizationand support facilities or amenities such as – signage, lighting, rest areas, etc. nor engineeringfees.

Table Two provides a breakdown of linear feet and projected cost of completing the associatedsegment of trail network utilizing base cost estimates described above. If the entire networkwould be constructed the minimum cost – not including amenities, bridge spans, signage,signalization and extra fill work and engineering would range between $2,918,622 and$5,411,407.


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Table TwoProjected Cost by Priority and Trail Network Segment

Priority Trail Network Linear Feet8 Foot

Trail/ShoulderBikeway/Bike Laneand Striping Cost

10 FootTrail/Shoulder

Bikeway/Bike Laneand Striping Cost

1 Completion of Lake KampeskaTrail 24,730 $798,037 $981,039

2 1st Avenue North Linkage 2,852 Trail7,063 Bike Lane $99,097 $120,202

3 Golf Course Road Spur 2,872 Trail2,420 Bike Lane $173,192 $212,353

4 Foundation Fields Spur 1,309 $42,241 $51,9285 Willow Creek Trail #2 21,891 $706,423 $868,4156 21st Street Spur 4,825 $155,703 $191,4087 Southern Connector Trail 27,008 *$871,548

**$27,008*$1,071,407

**$27,0088 Northern Connector Trails #1

and #2#1 – 13,646#2 – 7,781

#1 - $440,356#2 - $251,093

#1 - $541,337#2 -$308,672

9 North Ridge Trail 7,824 $252,480 $310,37810 Lake Pelican Trail 46,014 $1,484,872

***$692,051$1,825,375

***$692,051

Total 170,235 ^ 2,918,622^^ $4,403,494

^ $3,585,732^^ $5,411,107

* Multi-Use Trail**Striping

*** 10’Gravel Trail^Total Cost using options of striping Southern Connector Trail and 10’ gravel Pelican Trail

^^Total Cost using options of constructing separate Southern Connector Trail and asphalt Lake Pelican Trail


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MAINTENANCE

The Watertown Park and Recreation Department will be responsible for the management oftrails owned or managed by the City. Trails, when properly maintained, should last indefinitely.The following are maintenance principals that should be incorporated in planning and postconstruction.

Determine Maintenance Responsibilities - Before constructing a trail, establish how often thetrail should be maintained and identify the party who will be responsible for maintenance. As thetrail network expands, maintenance becomes increasingly important in the trail network.Maintenance such as mowing and snow removal must be considered in designing future trails.The City should plan ahead to anticipate potential problems and minimize them throughappropriate design and quality construction.

Schedule Design and Maintenance Reviews - The Watertown Park and Recreation Departmentwill prepare an annual Trail Maintenance Program and Budget. Any public comments on thetrail should also be reviewed at this time. Problems identified should be corrected at this time.All trails should be inspected at least twice a year and busy trails once every twelve weeksthroughout the usage season. Detect and fix problems while small and repair vandalismimmediately. Inspections will be the responsibility of the Watertown Park and RecreationDepartment.

Maintenance and operations of bicycle/pedestrian facilities are centered on maintaining asmooth, clean riding/walking surface. Trail networks should receive special maintenanceattention to minimize hazards to cyclists. In particular, trails should not have drainage grates,surface imperfections, rough railroad crossings, or other areas that could cause a bike driver tolose contrail. Sand, gravel, glass, and other loose material should be removed regularly toprevent accidental slippage.

Examples of maintenance activities that need to be considered include:

Replace missing and damaged signage Repaint worn pavement markings Trim trees, shrubs, and grass to maintain sight distance Patch holes, fill cracks and feather edges Clean drainage systems to eliminate ponding Sweep to remove leaves, mud, gravel and other debris Mow trail shoulders Pick up trash, empty trashcans Clean out ditches, culverts and other drainage structures Clean restrooms and drinking fountains Remove fallen trees Clean and replace lighting Remove snow and ice Spray for weed control Maintain emergency telephones Install and remove snow fences Long-term replacement of asphalt surfacing – every seven to fifteen years


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As part of the development of this Plan, staff from the First District Association of LocalGovernments conducted a visual survey of the City’s existing trail networks. The surveyidentified a variety of safety issues related to design, signage, and maintenance. Map 15depicts the condition of the existing trail system Map 16 identifies locations relating todeterioration maintenance issues such as cracks, heaves, holes mechanical damage andgeneral trail deterioration. Map17 details locations on the trail system that present potentialsafety issues due to debris on the trail. Map 18 details locations on the trail system wheresignage may be necessary to improve safety and encourage usage. Map 18 also identifiesintersections where the placement of rumble strips are encouraged. Map 19 identifies locationson the existing trail system where the design of the trail results in potential safety hazards. Forexample, the intersection of the trail at the 3rd Avenue North Bridge over the Big Sioux Rivercreates a blind intersection for both trail users and automobile traffic. Map 20 identifies hazardsthat are a result from how and where the trail was constructed. For example, the boards on thebridge that crosses the Lake Kampeska inlet run parallel as opposed to perpendicular to traffic,thereby causing tires to become wedged in the gaps between the boards.

The locations of all of the potential maintenance and safety issues have been collected usingGPS technologies and are to be included in the City’s GIS system for long-term maintenanceplanning.


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TRAIL MANAGEMENT

The following policies will provide an effective framework for trail management.

Consider possible trail management issues and draft a concise trail management plan for newtrails. - Prior to trail construction, seek the participation of adjacent property owners andjurisdictions, and general public in preparing a long-term management plan for trails and trailcorridors. The Watertown Parks and Recreation Department will be responsible for preparingand administering the management plan. At a minimum, the plan should address the followingissues:

Public education about trail usage and respecting the rights of adjoining properties.

Identification of user groups, potential conflicts and solutions to conflicts.

Rules for public use and safety, who will oversee enforcement and distribution of rules totrail users (posting of rules at trail heads, including them on trail maps and brochures, etc.)

Accountability for implementation of the management plan. Assignment of specific trailmanagement responsibilities to volunteer and service groups.

Risk management issues and identification of a strategy to reduce trail injuries.

Education of trail users in trail safety.

The Watertown Parks and Recreation Department will determine whether or not a managementplan is needed on particular trails. Trails that present minimal management issues may notrequire a plan.

Inform the public in advance, when possible, of trail closures. The City may close any trail formaintenance or safety purposes. The public should be notified of trail closures at trailheads andat the points of closure. Notification should include dates and reason for closure.

Collect feedback from trail users and others - Public comments concerning trails will beretained by the Community Services Department. Comments should also be solicited from thepublic through trailhead surveys, comment cards and other appropriate means. Thesecomments should be periodically reviewed to identify management issues, improvements anduser satisfaction.


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TRAIL USAGE AND PROMOTION

Numerous groups in the City of Watertown already promote usage of the Watertown TrailSystem. From the Watertown Bicycle Club, which organizes numerous trail related events; tothe Chamber of Commerce and others, which plan events that have in the past included the useof the trail for a variety of purposes. In addition to identifying future trailconstruction/maintenance projects, it is the intent of this plan to identify basic events andpolicies which will increase, enhance, and encourage usage of the trail system.

The City of Watertown, similar to most municipalities, has developed an auto-centrictransportation policy and system. Transportation rules, capital improvement, street improvementplanning, and other administrative decisions rely upon automobile traffic patterns in mind;however pedestrian or bicycle traffic impacts carry significantly less impact. Policy changes aremost apt to affect those riders who are comfortable with most traffic conditions and are bestserved by providing adequate width for bicycle travel on all roadways. Policies regarding wherebicycles can travel (sidewalks, trails, and roadways) may need review. Further, policiesregarding parking on certain streets, and even providing detours for bicycles when roads ortrails are affected by road or building construction may need review. This plan encourages thereview of policies which affect trail and bicycle usage in the City of Watertown which utilizesinput from users of the system.

Related to policy development is the education of the residents of the City of Watertown on theimportance of bicycle transportation and trail usage. This plan supports the outreach andeducation of residents on the health and environmental benefits of pedestrian and bicycletransportation. The residents of the City also should be advised of the trail system’scomposition and usage in addition to the practicality of bicycle transportation. Finally, theresidents of the City of Watertown should be educated on how to use the trail system,particularly during the less traveled winter months. Certainly other outreach and educationwould familiarize residents of this City with their trail system and how or when it can be used;but these topics will be of great importance in furthering public policy aimed at increasing safetyand usage of the existing trail system.

Specific events pique awareness of the trail system which leads to increased usage of the trailsystem. It is important to identify specific audiences for certain types of events. This plan refersto the types of users outlined by the Bicycle Federation of America (see below). Dependingupon the skill or endurance level of trail users certain skill events, unique events and socialevents should continue to be planned and new ones created.

Type A – Advanced Bicyclists: Experienced riders who are comfortable traveling in most trafficconditions. These persons, in general, prefer to travel at maximum speed with minimum delay,and travel on streets rather than mixed-use trails. These riders desire direct access to school,work, shopping and other destinations, and are best served by providing adequate width forbicycle travel on all roadways.

Type B – Basic Bicyclists: Persons who are casual or new adult and teen riders. These ridersprefer safe and comfortable access to recreational or leisure-related destinations. Type Bbicyclists are most comfortable where there is well-defined separation of bicycles and motorvehicles. They can be accommodated on a network of designated bicycle facilities and on low-volume neighborhood streets.


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Type C – Children: Young riders (preteen), whose bicycle use is generally monitored byparents. They can be accommodated on the same facilities as Type B bicyclists. A strongemphasis should be made on providing safe connections between residential areas and keydestinations such as schools and recreational areas.

Traditional skill events include endurance events such as marathons, triathlons, running andbicycle events of varying distances, and other endurance races. This plan encourages thecontinuation of the usage of the trail for events such as these. Further it is recommended toseek opportunities to become affiliated with skilled competitions or events of local, state,regional, and national affiliation. These events should be designed to encourage usageamongst advanced bicyclists and other similarly qualified users. It should be noted that eventsof this type serve as milestone events for people with less experience. Further recognized skillevents boost awareness of the trail system amongst participants and area residents that may beunfamiliar with the trail system.

Unique events include a seemingly endless variety of events which could be designed to includetrail usage at varying levels. Typical examples include varying events “for cause”. In theseevents trail users are either sponsored to raise money for a charity cause or walk/ride topromote awareness of a certain cause. Numerous communities create obstacle course run/rideevents. These events typically include a unique obstacle or event. With Watertown’s uniquenatural resources a truly one of a kind event could be created.

The trail may also be used in conjunction with unique events for the City of Watertown. Inrecent years, for example, the trail has been used for events in conjunction with “WingFling/Cookin’ on Kampeska.” It is recommended that future events consider the usage of parksor locations easily accessible by the trail. Two examples include: a festival of cultures in whichvarying nations/cultures/traits are exhibited at varying parks or locations adjacent to the trail, orspecial outdoor events (ie. Octoberfest, Craft Fairs, etc) in which all or part of the event is heldat locations easily accessible or along the trail.

Unique events increase usage of the trail amongst advanced and basic bicyclists by introducingthe usage of pedestrian transportation to children. Advanced users will be involved in theseevents simply because the events are not out of the ordinary for their typical usage. Basicbicyclists and children will be apt to attend age and skill appropriate activities in coordinationwith the event.

Perhaps the most effective way to bridge the gap between education regarding bicycling orwalking, and actually getting users to the trail is to organize regular events. Perhaps the likeliestform of this would be the organization of weekly trail rides/walks. Currently some such rides areorganized by the Watertown Bicycle Club. These events require riders to travel varyingdistances with some sort of event, business or park as a final destination. Similar events couldbe planned for walkers or bikers of lesser endurance or experience. The goal of these events istwo-fold. First, it is the intent to introduce riders or walkers with a “basic” skill set and children tothe benefits of using the trail through familiarization and creating healthy habits. Second, theevents will embolden these “basic” riders to become confident and comfortable using theirbicycles for everyday activities. Organization of weekly rides and walk events could even beplanned for sponsorship. These events would be planned to start each week at a differentlocation and end at a different location for a retail, dining or entertainment experience. This planencourages the creation and support of local organizations which would promote the use oftrails through education and frequent, regularly scheduled events which utilize the trail.


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Social media provides a means of interaction for walkers/riders of the trail system. Utilizingmapping software, blogs, or specific sites such as Twitter, Facebook, or Flickr createsopportunity to express their trail related interests. These expressions engrain the trail as anecessary component to the individual. In the end, links to social media create advertisingopportunities volunteered by those that use and enjoy the trail. Limited only by imagination,numerous opportunities for promotion of events interaction amongst trail users, and the creationof web only contests or incentives accomplish this goal. Basic websites include blogs or chatboards for users to describe their experiences; or message boards advertising trail events suchas the weekly rides described early in this section. Message boards or interactive maps couldbe used by riders or walkers to identify new potential trail options or current hazards/suggestedimprovements which could be made. With GPS and smartphone capabilities there arenumerous options for mapping and tracking rides or distances to have coordinated contests orfor groups of users to conduct private contests. Other possibilities include the creation of a siteallowing for the posting of pictures taken on the trail and posting those pictures on the site at thelocation on the map. Conversely, scavenger hunt style events could be created for riders to findthe location of a historical photo taken along the current path of the trail, and again to either tryto recreate or simply identify the location. These are just a few examples of how the use ofweb-based resources may increase usage of the trails by users of all skill sets and ages. Theplan supports the further study and creation of web resources to promote and increase usage ofthe Watertown Trail System.

As discussed, certain events and policies will increase, enhance, and encourage usage of thetrail system. Some groups and individuals have already formed and taken it upon themselves tocreate some of the events and sponsor some of the policies described above. It is paramountfor the success and coordination of future events to have more such involvement from thecommunity. Coordination of the above policies and events, particularly internet development,advertising and outreach, cannot be handled solely by volunteer organizations and willeventually necessitate paid staff to accomplish these goals.

IMPLEMENTATION

The Watertown trails network will contribute significantly to the quality of life in the community.The trail system is an important component of the overall transportation system. In addition tothe recreational value of the trails, trails also provide an alternative means of transportation.

There are two principal resources required for a trail network. First is land in the form of linearcorridors and this may be assembled through a variety of means. The second is thewherewithal to build and maintain the facilities.

In addition to the two principal resources, there are two primary approaches to implementing atrail network. The first approach is to aggressively go after potential corridors (e.g. railroad lines,utility easements, water corridors, and linear park opportunities) and build trail segmentswhenever the opportunity arises. The second is to implement regulations that requiredevelopers to build trail segments or at least provide dedicated rights-of-way in theirdevelopments.


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Trails can be implemented in a variety of ways besides fee-simple acquisition of land and use ofopen space dollars for construction and maintenance. Partnering with other agencies, includingfederal, state and private developers can stretch limited funds. In addition, grants can be usedto plan and construct new trails. The following are examples of potential policies which may aidin the development of the City of Watertown’s Trail Network.

Implementation Measures:

Identify and map all existing trail easements in the City. Once the trail easements areidentified, develop a missing linkage map and create a plan to link all the trails.

Create a program to identify and acquire public ownership of trail corridors and accesspoints needed to develop an effective trail network.

Develop and maintain a GIS-based trail map with parcel information so that the City cantrack existing and required easements.

Develop and maintain a trail promotion program which includes developing trail brochures,providing information on the City’s web page and providing information, at activity centerssuch as the City’s community centers and parks, on the location of trails within the City andconnections to regional trails surrounding the City.

Work with property owners to educate and inform trail users about trail boundaries (throughpamphlets, signage, etc.) in the early stages of trail development in close proximity toprivate property.

Require the development of a trail network in the growth areas of the community as acondition of new subdivisions, where deemed appropriate, either as new elements in thecommunity design standards or in lieu of the traditional sidewalk system which abuts thestreets and highways.

Ensure that trails and bike lanes are included in plans for new transportation projects.

Develop trails, if possible concurrently with the infrastructure of a subdivision ordevelopment it goes through.

Coordinate the City’s trail system planning, implementation and management efforts withthose of regional jurisdictions and public agencies. It is recommended that the Director ofParks, Recreation, and Forestry continue to work with the Public Works Staff in the review ofcommercial, industrial, and residential development plans – i.e. annexations, master plans,new subdivisions, etc. In the review of the proposed development plans City Staff shouldincorporate trail networks, where necessary, into all proposed developments and relate thisinformation to the Planning Commission and Park and Recreation Boards for theircomments.

Develop a prioritization plan for trails in the City utilizing the new trail construction prioritiesoutlined in the Plan.

Incorporate off-street trail rights-of-way/easement acquisition and trail development into theCity’s Capital Improvement Program.


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Encourage major activity centers to provide accessibility to pedestrians and bicyclesincluding necessary storage facilities.

Establish an “Adopt a Trail” program for ongoing trail construction, maintenance and patrolactivities.

Identify partnership opportunities with neighborhood groups, private individuals and localbusinesses as a means to acquire various trail amenities.

Identify potential tax-related incentives and seek funding for other inducements for privateproperty owners to allow and support public trails

Apply for grants and alternative funding sources for trails.

Budget adequate funds for trail development.

FUNDING AND OTHER IMPLEMENTATION RESOURCES

Funding is a key element to successfully implement trail-related projects. The following listprovides the potential funding sources at the various government levels. The list is not intendedto detail all funding sources, and certain requirements and restrictions may apply to some or allof the programs listed herein.

Local Funding Sources

Bonds and assessments - In the past, various state and local agencies have successfully usedbonds or assessment districts to fund improvement projects or acquisitions.

General Fund - An annual set-aside in the City’s Capital Improvement Program (CIP) could beused to fund trail development. These funds could be leveraged annually by using them asmatching funds for grants, for example.

Federal and State Funding Sources

Recreational Trails Program (RTP) - The South Dakota Department of Game, Fish & Parksaccepts grant applications for the Recreational Trails Program (RTP). The program provides upto 80% reimbursement of eligible expenses for recreational trails. The 20% match may be in theform of cash, in-kind, and or other federal, state, and local grants. Federal grants used as matchmust be approved in advance. Trails may be utilized for motorized, non-motorized, or for both.Examples of recreational trail uses include, but are not limited to, pedestrian, bicycling, in-lineskating, equestrian, cross-country skiing, snowmobiling, off-road motorcycling, all-terrain vehicleriding, four wheeling, etc.

South Dakota Department of Transportation (SDDOT) Transportation Enhancement (TE) -Activities are federally funded, community based projects that enhance the transportationsystem through preservation of visual and cultural resources and that improve the quality of lifefor South Dakota citizens. TE projects must have a link to the transportation system.


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Land & Water Conservation Fund (LWCF) - is a federal aid assistance program to help statesprovide outdoor recreation facilities. The program provides up to 50% reimbursement funds foracquisition and development of outdoor recreation projects. Eligible applicants include city,county, township and tribal governments.

Highway Safety Improvement Program - The Highway Safety Improvement Program providesfunding to states for projects that correct or improve a hazardous road location or feature orotherwise address a highway safety problem. The legislation lists examples of many projectseligible for this funding, including improvements for pedestrian and bicycle safety, andinstallation and maintenance of signs at pedestrian and bicycle crossings and school zones. Astate may be eligible to use up to 10 percent of its Highway Safety Improvement Funds for othersafety projects, such as education and encouragement programs.

Safe Routes to Schools - The program accomplishes this by providing funding opportunities forschools and communities to undertake educational and promotional projects that encouragewalking and biking options, as well as small scale infrastructure projects that fill gaps in theexisting bicycle and pedestrian system. Projects are 100 percent federally funded and do notrequire a local match.

Safe Routes to School is a reimbursement program -- not a grant program. This means that theselected applicants will be entitled to request reimbursements from SDDOT for an amountagreed upon at the time of selection. The applicant first must spend funds that it already hassecured -- cash will not be provided up-front. Any work on the project that was performed priorto the project's selection is not eligible for reimbursement.

There are two main criteria that will determine if your school and your project are eligible forfunding under the Safe Routes to School Program:

1. Program funding is only for elementary and middle schools2. Programs and projects must be within a two-mile radius of the school

Public/Private Partnerships

In addition to government sponsored revenue-generating opportunities, other types ofpublic/private partnerships can be considered which would result in the constructing ormaintaining of trails facilities, including:

Donations Fundraising Contributions commemorating an event or memorializing an individual Club or organizations sponsorship (Kiwanis, Boy Scouts, etc.)

Private contributions can be enlisted to adopt a trail, whereby they provide on-going trailconstruction, clean-up and maintenance in return for on-site public recognition.


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Private Landowners

Landowners can assist in the acquisition of land for trails. The implementation of the TrailsMaster Plan offers opportunities for landowners to accrue tax benefits from whole or partialdonations of land for trails. Land donations often generate tax benefits that equal or outweighthe unrealized gain of a conventional market-rate sale.

Citizen involvement

The City of Watertown could enlist the help of local citizens to implement the Plan. Activecitizens can help construct trails or perform periodic clean-up and maintenance.


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APPENDIX BDESIGN STANDARDS

Shoulder Bikeway/Bicycle Lanes

Typical Bike Lane Cross Section

MINIMUM WIDTHS FOR BICYCLE LANES

ROAD TYPE MINIMUM BIKELANE WIDTH

No curb/gutter – No parking 5 feetNo curb/gutter – Parking allowed 5 feetWith curb/gutter – No parking 5 feetWith curb and gutter – Parking allowed 5 feet

MINIMUM WIDTHS FOR SHOULDER BIKEWAY

Average DailyTraffic

< 400 400-2,000 > 2,000

Width 5’ 6’ 8’


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Noteworthy standards

Bike lanes should be one-way facilities and carry bike traffic in the same direction as motorvehicles.

Bike lanes should be delineated from motor vehicle travel lanes with a minimum 6-inch solidwhite line.

If there is a parking lane an additional 4-inch solid white line can be placed between theparking lane and bike lane.

Drainage grates should be bicycle safe.

Raised pavement markings and raised barriers should not be used to delineate bicyclelanes.

Never place bike lane between parking lane and the curb

Bike lanes between parking lane and curb can create obstacles for bicyclist fromopening car doors and poor visibility at intersections and driveways and they prohibitbicyclists from making left turns

Bike lanes are officially designated to create an exclusive or preferential travel lane forbicyclists with the following markings:

An 8 inches white stripe; and

Bicycle symbol and directional arrow stencils. Where a bike lane is next to parking,parking should be defined by parking space markings or a solid 4 inches stripe. OptionalNO PARKING signs (R7-9 and R7-9a) may be installed if problems with parked carsoccur; in many jurisdictions, painting curbs yellow indicates that parking is prohibited.Where the bike lane ends, sign OBW1-9 may be used where cyclists enter the motorvehicle travel lanes.

Stencils should be placed after most intersections; this alerts drivers and bicyclists enteringthe roadway of the exclusive nature of the bike lanes. Stencils should be placed after everyintersection where a parking lane is placed between the bike lane and the curb.

A normal 4 inches wide fog line stripe is used on shoulder bikeways.


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Street Crossings

Bike lanes should be striped to a marked crosswalk or a point where turning vehicles wouldnormally cross them. Bike lanes are not normally striped through intersections; however, it maybe appropriate to do so where extra guidance is needed; in this case, they may be marked with8 inches wide dotted lines, to guide bicyclists through a long undefined area or to alert turningmotorists of the presence of bicycle traffic.

Trails should cross public streets at intersections, in the same place a crosswalk would normallybe placed. If there is no intersection within 200 feet of the proposed trail crossing, an at-gradetrail crossing, including median break, may be considered. The City will make the determinationas to whether a trail crossing a roadway can be safely achieved. Traffic volumes, times of day,travel speed, sight lines to and at the intersection, and problems unique to the crossing orintersections will be used in making the determination. Where an intersection with pedestriancrossing exists within 200 feet of where a trail is proposed, pavement, barriers, and landscapefeatures with appropriate signage will be installed to guide trail users to the intersection. Wherean intersection with pedestrian crossing exists within 200 feet of where a trail is proposed,pavement, barriers, and landscape features with appropriate signage will be installed to guidetrail users to the intersection.


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Trailheads

Trailheads should occur where roads intersect trails and a suitable pull-out or curb cut can beattained, especially in rural areas. Some trailheads may consist of little more than a safe parkingspace or two, and appropriate signage which may include the length and trail difficulty.

Important trailheads should include the following information on the trail sign: a map of the trail,destination and distances, permitted uses, regulations and rules including but not limited tokeeping dogs on a leash, no smoking, high fire danger, and how to handle emergencies,information on hazards in the area, trail conditions, trail difficulty, hours of use, and access forthe disabled. The sign may also contain interpretive information. In addition to informationabout mileage, the sign may include information such as whether it is a loop trail or shaded trail.Trailhead signage should generally be designed as shown below.

Where greater use is expected, additional improvements can be provided. In addition toautomobile parking, a staging area may provide horse trailer and bicycle parking, restrooms,trash receptacles, drinking fountains, trailhead signs and maps.


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Railroad Crossing Angle The risk of a fall is kept to a minimum where the roadway (orbikeway portion of the roadway) crosses the tracks at 90°. If the skew angle is less than 45°, anadditional paved shoulder of sufficient width should be provided to permit the bicyclist to crossthe track at a safer angle. Special attention should be given to the bikeway alignment to improvethe angle of approach, preferably to 60° or greater, so cyclists can avoid catching their wheels inthe flange and losing their balance.


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Bridges – If it is impossible to provide an independent bicycle bridge, one option is to retrofit abicycle path on one side of an existing highway bridge. This should be done where:

The bridge facility will connect to a trail at both ends;

Sufficient width exists on one side of the bridge or can be obtained by either widening orrestriping lanes;

Provisions are made to physically separate bicycle traffic from motor vehicle traffic.

Undercrossings - should be 14 feet wide or more. The standard overhead clearance of under-crossings is 10 feet; an 8-foot minimum may be allowable with good horizontal and verticalclearance, so users approaching the structure can see through to the other end. Undercrossingsshould be visually open for users’ personal security and comfort. Illumination is needed in areasof poor visibility, when the undercrossing is long and for nighttime comfort.


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Motor Vehicle Barriers – Trails may need some form of physical barrier at road intersections toprevent unauthorized motor vehicles from using the facilities. Posts or bollards should be setback beyond the clear zone on the crossing road or be of a breakaway design. The post shouldbe permanently reflectorized for nighttime visibility and painted a bright color for improveddaytime visibility.

Multi-use Trails

Multi-use trails are facilities on exclusive right-of-way or easement land with minimal cross flowby motor vehicles. Shared use paths are sometimes referred to as trails. Users are non-motorized and may include but are not limited to bicyclists, walkers, roller skaters, wheelchairusers, and pedestrians, to including – walkers, runners, people with baby strollers, peoplewalking dogs, etc.

Multi-use trails can serve a variety of purposes. Thy can provide users with a shortcut through aresidential neighborhood or they can provide an enjoyable recreational opportunity. Shared usepaths can be located along rivers, lakes, active and inactive railroad and utility and street rights-of-way.

Multi-use trails should be thought of as a complementary system of off-road transportationroutes for bicyclists and others that serve as a necessary extension to the roadway network.Multi-use trails should not be used to preclude on-road bicycle facilities, but rather tosupplement a system of on-road bike lanes, paved shoulders and widened sidewalks.

Suggested Shared use Path Dimensions


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Recommended paved width for two-directional shared use path is 10 feet.

A reduced width of 8 feet can be adequate if.

Bicycle traffic is expected to be low;

Pedestrian use of the facility is not expected to be more than occasional;

There will be good horizontal and vertical alignment providing safe and frequent passingopportunities.

Clearing – Any vegetation, except grasses should be cleared a minimum of 3’ from the edgeof the trail surfacing. Overhead clearance should be maintained for a 10’minimum. All deadbranches and trunks should be removed from above the trail. All vegetation, including roots,on the sub grade should be removed.

Drainage – Drainage should be handled to prevent washouts, and to avoid ground saturationbeneath the trail. The trail should be sloped to provide runoff, and ditches should beprovided where necessary. Underdrains may be necessary in very wet places to preventfrost action with resultant heaving.

Bases - Bases and subbases need to be adequately prepared to protect the surface.Removal of topsoil, stumps and roots and compaction of subgrade will normally beadequate. In wet or otherwise poor conditions, crushed stone or slag may be necessary forstability. General specifications for sidewalks, light-duty roads or driveways will generally beapplicable

Pavement Sections - Multi-use paths should be designed with sufficient structural depth forthe subgrade soil type and to support maintenance and emergency vehicles. A good rule ofthumb is to use the typical pavement section recommended for local streets in a given


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environment. The pavement structures below 7-6 are just examples; each path must beindividually designed to meet the local geological and meteorological conditions.

Sample Pavement Designs

Grades – Grades on shared use paths should be kept to a minimum, especially on longinclines. Grades greater than 5 percent are desirable because the ascents are difficult formany bicyclists to climb. On some shared use paths, where terrain dictates, designers mayneed to exceed the 5 percent grade recommendation for some short sections. As a generalguide, the following grade restrictions and grade lengths are suggested. Signage should beprovided that alerts users to maximum percent of grade.

5-6% for up to 800 feet7% for up to 400 feet8% for up to 300 feet9% for up to 200 feet10% for up to 100 feet11+% for up to 50 feet

Site Distances – The sight distance to any hazard or potential hazard must be a minimum of50 feet at 10 m.p.h that allow four seconds to react to any obstacle or hazard. If this sightdistance cannot be provided, warning signs must be posted.


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Signage

As new trails are completed, signs should be installed along the major corridors of the trailsystem with information on direction, safety and trail policy. Specific locations of signs will beevaluated on a case-by-case basis during the initial trail design.

Minor access points along a trail should have signs that provide general information, such asmileage, directions and warning signs. Trail signs may also include small scale location mapsand the city logo. All signs should be designed and built with high quality materials that will bevandal resistant and weatherproof. All signs should be consistent through the city-wide trailsystem and complement the existing sign system.

Appropriate warning signs should be installed to detail hazards, limited sight distance or wherethe slope exceeds the recommended standard or where the trail width or vertical clearance isless than the recommended standard. Signs identifying private property should be installed toensure that the trail user does not trespass on private property.

Warning signs indicating to motorists that bicyclists and pedestrians should be anticipatedand to cyclists/pedestrians that motor vehicles may be encountered should be installed onthe approaches to point of potential conflict and at high activity areas. Included are:

Points where a trail crosses a roadway, driveway or sidewalk.

At trail starts and terminations or transition areas involving potential conflict movements.

At intense activity areas such as the vicinity of parks, schools, recreational facilities andcommunity centers.

Motorist directed warning signs on urban streets should be place at least a half block inadvance of the conflict point, and in all circumstances such signing whether directed tomotorists or cyclists should be placed sufficiently in advance of the conflict point to permitappropriate perception and reaction. Additional cyclist directed warning signs might beinstalled as required to warn cyclists of the specific hazardous conditions.

Pavement markings at a crossing should accomplish two things: Channel path users tocross at a clearly defined location and provide a clear message to motorists that thisparticular section of the road must be shared with other users.

For the path user, stop signs, stop bar pavement markings, yield signs; caution signs orother devises should be used as applicable.

For the roadway user, a clear message must be presented in a location where the user willsee it. I.e. – bicycle crossing sign, pedestrian crossing sign, “Zebra-style” or colorizedpavement crosswalks.

The effective viewing distance of shared path signs is between 20 and 150 feet and effectivetext size is 3 to 6 inches.

Trail stop signs should measure 18 x 18 inches, yield signs should be 24 x 24 inches, andregulatory signs should be 12 by 18 inches, as required by the MUTCD.


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Place post mounted signs at least 2 feet off the trail.

Signs should be raised between 4 and 5 feet off the ground.

Place non-traffic-oriented signs, such as information boards at least 4 feet off the sides ofthe path.

For a bicyclist traveling 20 mph, the viewing distance for stop signs should be between 100and 125 feet.

To prepare riders or pedestrians, warning signs should be place 125 to 150 feet in bothdirections from the conditions they address. Where the path intersects with roads, stopsigns should be visible from at least 200 feet.


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Trail Support Facilities

Trail support facilities are important part of the public investment in trails. Bicycle racks, reststations with drinking water, lighting, automobile parking, and directional guidance should bedesigned into trails projects.

The types of facilities a specific trail will need – and their placement along the trail, depend onseveral factors: the setting and proposed uses of the trail, the trail’s intensity of use, the level ofservicing or maintenance that the facilities need, and the utility or infrastructure requirements ofthe facilities.

It is best if trail amenities can be grouped together. Grouping makes them recognizable from adistance and saves space along the trails edge. Clustering complex features such asrestrooms, drinking fountains, and telephones also minimize construction costs.

It is prudent to consider minor and major “rest stops.” Minor ones include sitting areas, shadeshelters, picnic areas, and informational or interpretive signs. These facilities are the leastcomplicated to locate and accommodate.


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Major rest-stop facilities will likely include restrooms, a drinking fountain, a phone, a recyclingdrop-off point and possibly even vending machines. Major rest stops should be located nearmore heavily used access points.

Regarding the lighting of trails, it was determined that the plan would not include arecommendation to provide lighting of trails for two reasons. The first reason was due to costsassociated with initial construction, long-term maintenance and annual cost of electricity makingthe placement of lights not economically feasible. The second reason related to the primaryhours of trail usage. The Committee felt that it did not want to encourage nighttime usage of thetrail due to concerns regarding safety, loitering, and the fact that the city parks along the trailclose at 11 p.m.


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APPENDIX CCOST ESTIMATE TEMPLATE

Preliminary Construction Cost Summary per 100 LF for Bike Trail Projects

Job Description:Job No:

Date:September 12,2012

Input Information

Trail Information Unit CostsTrail Length 100 feet Hot Mix Asphalt $85.00 per Ton

Trail Width 1 10 feet P.C.C. Pavement $5.50 per SFHot-Mix Asphalt Depth 4 inches Base Course $13.00 per Ton

P.C.C. Pavement Depth 0 inchesUnclassified

Excavation $5.00 per CY

Base Course\Cusion Depth 4 inches Undercut Backfill 2 $10.00 per Ton

Undercut Depth 0 inchesScarify and

Recompact $3.00 per SY

Scarify and Recompact 1(No=0;Yes=1) Geotextile Fabric $3.50 per SY

Geotextile Fabric 1(No=0;Yes=1) $0.00 per SF

0(No=0;Yes=1) $0.00 per LF

0(No=0;Yes=1) $0.00 per LF

0(No=0;Yes=1) $0.00 per LF

0(No=0;Yes=1) $0.00 per Each

$0.00 per Each$0.00 per Each$0.00 per Each


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Output Information

Cost BreakdownQuantity Unit Cost

Mobilization 1LumpSum $300 Cost Summary $3,924

Hot-Mix Asphalt 25 Ton $2,125 x 5% 3 $200P.C.C. Pavement 0 SF $0 $4,124

Base Course 30 Ton $400Unclassified Excavation 30 CY $200

Undercut Backfill 0 Ton $0 Additional Items

Scarify and Recompact 133 SY $399Geotextile Fabric 133 SY $500

Opinion of Engineer Probable CostEstimate = $4,124

Probable Costs per Lineal Foot = $41.24Probable Costs per Square Foot = $4.12

Notes:1 Trail width can be 8-ft or 10-ft.2 Undercut backfill material is from an off-site borrow source.3 The 5% covers items, such as, topsoil placement, traffic control, testing

and any other incidentals not broken outseparately.


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REFERENCES

North Carolina Bicycle Facilities Planning and Design Guidelines, January 1994.

1995 Oregon Bicycle and Pedestrian Plan, 1995.

Oregon Bicycle and Pedestrian Design Guide, 2011

Goodhue County Transportation Plan 2004 – 2025, June 2004

Implementing Bicycle Improvements at the Local Level, Publication No. FHWA-RD-98-105, USDepartment of Transportation, September 1998.

Bicycle Plan, City of Sioux Falls, 1994.

Sioux Falls MPO Multi-Use Trail Study, 2011

Trails for the 21st Century: Planning, Design, and Management Manual for Multi-Use Paths,Karen-Lee Ryan, 1993.

Arizona Bicycle Facilities Planning and Design Guidelines, AZDOT, 1998.

Guide for the development of Bicycle Facilities, American Association of State Highway andTransportation Officials, 1999

Documents

Watertown master trail plan