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RTC TrailBlog

  • Attention West Virginia: Input Needed on Regional Bike Plans

    Great news for the residents and businesses of West Virginia, with the Department of Transportation (WVDOT) announcing last week it will be gathering public input for a series of regional bicycle plans in population centers across the state.

    The study is being funded by a federal Transportation and Community System Preservation Grant, and will identify opportunities to improve interstate and regional connectivity for bicycles.

    All interested parties are encouraged to attend the meeting in their area, or submit written comments. The public meeting will focus on the geographic region where the meeting will be held, but will also present and receive comments on the other regions of the state.

    All meetings will be from 4 p.m. to 7 p.m. There will be brief presentations at 4, 5 and 6 p.m., followed by an opportunity to give comments in a workshop style setting.

    Public meetings will be held at the following locations:

    May 3, 2012
    Ranson City Hall
    Council Chambers
    312 South Mildred Street
    Ranson, WV 25438

    May 7, 2012
    City Service Center
    915 Quarrier Street
    Charleston, WV 25301

    May 8, 2012
    Tri-State Transit Authority
    1251 4th Avenue
    Huntington, WV 25701

    May 10, 2012
    Municipal Building
    2nd Floor Executive Conference Room
    1 Government Square
    Parkersburg, WV 26101

    May 14, 2012
    West Virginia Independence Hall
    1528 Market Street
    Wheeling, WV 26003

    May 15, 2012
    City Building
    Council Chambers
    389 Spruce Street
    Morgantown, WV 26505

    May 21, 2012
    City Hall
    Council Chambers
    942 Washington Street, West
    Lewisburg, WV 24901

    May 22, 2012
    City Building
    Council Chambers
    401 Davis Avenue
    Elkins, WV 26241

    Written comments can be dropped in a comment box at the workshop, or mailed to:

    Robert Pennington, P.E., Director, Program Planning and Administration Division
    West Virginia Department of Transportation
    Capital Complex Building Five, 8th Floor
    1900 Kanawha Boulevard East
    Charleston, West Virginia 25305-0430

    Photos courtesy of Studio Gelardi (top), and EcoVelo.info

     

  • Breaking News: Senate Rejects Amendment to Cut Funding for Trails, Biking and Walking

    Bipartisan support of funding for trails, walking and bicycling continues to grow in response to repeated legislative attacks on the Transportation Enhancements (TE) program.

    Today, by a vote of 60 to 38, the U.S. Senate rejected an amendment by U.S. Senator Rand Paul (Ky.) that would have shifted dedicated funding for walking and biking infrastructure to bridge repair, thus eliminating a hugely popular program that has been shown to improve safety, create jobs and efficient transportation choices for millions of Americans for the past 20 years.

    Rails-to-Trails Conservancy (RTC) and our partners argued the amendment posed a false choice between TE and bridge safety, and we helped organize a national sign-on letter to senators encouraging them to vote against Paul’s Senate Amendment 821. (Read the original action alert and watch a video for more background on the issue.)

    “In truth, most states already have funds that they could use for bridge repair, but that instead go for new roadways,” says RTC’s Director of Policy Outreach Kartik Sribarra. “Further, last year, states sent back $530 million in unspent bridge funds. It’s shameful and disingenuous to claim to be promoting safety by pushing to cut funds for trails, walking and bicycling. 47,000 cyclists and pedestrians have died during the past decade, often because we lack the necessary infrastructure for them to be safe.”

    TE funds have substantially decreased these risks, using less than 2 percent of surface transportation funding.

    “An honest prescription for accelerating bridge repair would need to address either the overall level of investment in transportation infrastructure, or the tendency to prioritize new road capacity over maintenance of existing assets, or both,” Sribarra says.

    Thank you to everyone who contacted your senators! It seems like we face a new legislative attack on TE each week, but with your voices and backing, we’re able to defend this tremendous program, the largest source of funding for trails, walking and bicycling.

  • Train Trestle From Famous Film Soon to Welcome Hikers and Bikers

    For lovers of American cinema, the scene in the 1986 film Stand By Me where the young protagonists sprint madly across a towering rail trestle (right) to narrowly escape an approaching train is one of those classic moments.

    Now, Americans of all ages will be able to reenact that famous scene in a much more leisurely (and safe) fashion, with the announcement last week that an agreement has been struck to purchase the out-of-service section of rail corridor in northeast California and convert it into a rail-trail.

    The trail will be known as the Great Shasta Rail Trail (GSRT). The right-of-way along the 80-mile section of the McCloud Railway between McCloud, in Siskiyou County, and Burney, in Shasta County, was purchased from the property's owner, 4 Rails, Inc., by the Shasta Land Trust (SLT). Since 2009, SLT has been working with a coalition of local partners, Save Burley Falls, McCloud Local First Network, the Volcanic Legacy Community Partnership and the McCloud Trail Association, with the express intention of converting the corridor into a public recreation trail.

    This railroad right-of-way spans more than 80 miles through the forested mountains of northern California and is a significant property in the history of McCloud, Burney and the surrounding area.

    "It's not every day we get to announce the railbanking of 80 miles of corridor for a new rail-trail!" says a very excited Steve Schweigerdt, manager of trail development in Rails-to-Trails Conservancy's Western Regional Office. "This trail will be a crown jewel across northeastern California."

    According to SLT Executive Director Ben Miles, 4 Rails, Inc. agreed on a purchase price well below its appraised fair market value, representing a considerable donation of value by the seller.

    The multiuse GSRT will benefit Siskiyou and Shasta counties and the rural communities of McCloud and Burney by stimulating tourism and recreation-related commerce, increasing neighboring property values, and attracting new businesses.

    The GSRT will connect with the Pacific Crest National Scenic Trail, recreational facilities on adjacent national forest land, and will link to trails around the McCloud River Falls and McArthur-Burney Falls Memorial State Park. 

    SLT and its team of supporters is confident of raising the funds necessary to complete the purchase, and have secured a grant for more than half of the purchase price from the California Environmental Enhancement and Mitigation Program.

    For more information, or to find out how to contribute to the project, visit www.mccloudlocalfirst.org.

    Photo of the McCloud Railway trestle bridge over Lake Britton courtesy of Redbeard Math Pirate/Flickr

     

  • D & L Trail Worth $19 Million a Year to Eastern Pennsylvania

    The D & L Trail, a 165-mile rail-trail through eastern Pennsylvania, generates an annual economic impact of more than $19 million in the communities it passes through. That is the finding of our recently published D & L Trail user survey and economic impact analysis.

    The D & L Trail is the backbone of the Delaware and Lehigh National Heritage Corridor (DLNHC), a five county region of Pennsylvania that traverses the historic Delaware and Lehigh Canals that was designated a National Heritage Area by Congress in 1988. The area is managed by the nonprofit DLNHC organization, a joint effort of private groups, citizens, county and municipal governments, the Commonwealth of Pennsylvania and the federal government. 

    This latest survey is the seventh in a series of RTC reports documenting the economic impact of rail-trails in the Northeast. That work began in 2006 when my colleague here at RTC, Carl Knoch, developed a methodology for collecting data from trail users and extrapolating a statement of estimated annual impact.

    Since then, RTC has been able to apply the methodology to individual trails and develop individualized reports for the trail managers in the area. These reports become very succinct tools for trail managers, to solicit continued support for the trail from community leadership. Of course, each trail is unique; some bring in dollars on a daily basis while others may realize a seasonal impact. Regardless, every trail surveyed can document a positive economic impact, with trail users spending money in the communities that they are visiting.

    The D & L Trail surveys calculated an estimated 282,796 annual user visits to the trail, resulting in a total economic impact in 2012 of $19,075,921. Of this, $16,358,201 is estimated to have been directly injected into the local economy. The complete D & L study, which can be read and downloaded here, also recorded visitation and spending data in the trail's various regions, and gathered trail user comments on why they were visiting the trail and aspects for possible improvement.

     

     

  • Transportation Bill a Step Back

    The Federal Transportation Bill finally presented to Congress today takes a step back from key reforms of recent decades, says Rails-to-Trails Conservancy's (RTC) Vice President of Policy and Trail Development Kevin Mills.

    "It shrinks from the challenge of meeting America's need for forward-looking 21st century policy that provides balanced transportation choices and improves public health and safety, the quality of our environment and the livability of our communities," Mills says.

    "From a broad transportation reform perspective, there are many reasons for concern, including misguided transportation priorities and gutting of provisions that ensure public input and consideration of the environment in transportation decisions."

    "The core programs that support trails, bicycling and walking are seriously compromised, but not undone," he says.

    Much as in the Senate bill, the most significant changes include:

    • Merging the three core trail and active transportation programs - Transportation Enhancements (TE), Safe Routes to School (SRTS) and Recreational Trails  -and forcing TE and SRTS to compete for severely limited dollars against expensive new eligibilities, including some road projects;
    • Reducing the initial amount of funds available to these programs by 25-30 percent, and greatly increasing the ability of states to transfer funds away from these core programs which could multiply the loss; and
    • On the positive side, the bill will provide for greater local access to the funds through sub-allocation for larger communities (regions of 200,000+) and focusing of state administered funds on local needs (except where states opt out altogether).

    In addition, a new Complete Streets policy that was in the Senate bill to require routine accommodation of all roadway users was not included in the final bill.

    "Some in Congress sought to undermine these vital trail and active transportation programs in more fundamental ways than the bill we have now," Mills says. "It is a credit to RTC's supporters and organizational allies that these more reactionary views did not carry the day. There are scores of people across the country working hard for a better transportation system for America - as volunteers, as advocates, as planners - people who are passionate about trails and know that active transportation is good for their communities. Because trails, bicycling and walking are critical to communities of all sizes and types, they will remain a vibrant part of America's transportation future."

    Final passage of the bill is expected by Saturday.

     

     

  • New Extension Brings Great Allegheny Passage Closer to Pittsburgh

    The Great Allegheny Passage (GAP) is one of America's best known rail-trails, winding more than 135 miles through southern Pennsylvania and just into northwestern Maryland. 

    The plan for the GAP has always been to provide a continuous pathway all the way into Pittsburgh. But as popular as the trail has been with all sorts of users, a few short, crucial segments south of the city remained undeveloped.

    Now, a huge step has been made toward that goal of bringing Pittsburgh onto the GAP.

    This Friday, June 17, a new three-mile section of the trail along the Monongahela River will open to the public, connecting the trail's current northern terminus at McKeesport up to Homestead, Pa.

    This extension means that just a single mile of additional trail into Pittsburgh is needed to complete a grand 150-mile route through rural Pennsylvania.

    At its southern end, the GAP connects with the Chesapeake & Ohio Canal National Historic Park in Cumberland, Md., where the canal towpath follows a 184-mile route all the way to downtown Washington,  D.C. When the final northern mile of the GAP is completed, adventurous cyclists and hikers and users of every stripe will be able to travel under their own steam all the way from Pittsburgh to the nation's capital, passing through some the region's most beautiful scenery en-route.

     

     

    This new three-mile section, which passes by the popular Sandcastle Water Park and includes two new bridges over active rail lines, cost $6 million--$1.25 million of which came from federal Transportation Enhancements funding and the Pennsylvania Department of Conservation and Natural Resources. The trail also received significant financial support from Allegheny County and private charitable foundations.

    Over the past few years, Allegheny County has negotiated with 18 individual property owners to make way for the trail between McKeesport and Sandcastle.

    In a Pittsburgh Post-Gazette story on the development of the unfinished sections last year, Allegheny County Executive Dan Onorato described completing the missing links as "a transformational moment for our region, both economically and recreationally."

    For more information about next Friday's opening, or the GAP trail in general, visit the Allegheny Trail Alliance or e-mail atamail@atatrail.org.

    Photo: Great Allegheny Passage, courtesy of Rails-to-Trails Conservancy.  

  • Watch: D.C. Residents Meet the Met Branch Trail

    On June 5, Rails-to-Trails Conservancy celebrated National Trails Day by hosting an event with Kaiser Permanente on the Metropolitan Branch Trail. The event, called Meet the Met: Party on the Met Branch Trail, introduced surrounding communities to a new pathway that had opened only one month before. While some area residents had been involved with the long history of getting the trail built, many in the surrounding neighborhoods didn't know that the trail existed. By working with our partners to host a celebration that included something for and from all parts of the community - free bike repairs and rentals, garden plantings and shows by cheerleaders from nearby Beacon House - we hoped to christen the trail and introduce it to all of Northeast D.C.

    Nearly 1,000 people turned out on a hot June day for the celebration, and of the over 200 we surveyed, nearly half had never been on the Metropolitan Branch Trail before. Photos and video (embedded above) can give you a flavor of the day's events, which included salutes to longtime trail advocates, a bike rodeo to teach kids safe riding skills, live music along the trail and a raffle of four bicycles donated by local shop Arrow Bicycle.

    Meet the Met is just the beginning. A new listserv connecting neighbors who care about the Met Branch Trail attracted more than 100 members in its first week and a meeting is being held on July 8 to move the conversation from the online world to the real world. Even with community support, this trail faces challenges, such as littering and public safety. But the Met Branch is not alone. As part of RTC's Urban Pathways Initiative, this trail is connected to dozens of others across the nation addressing similar issues, providing a support network to learn about best practices from other cities.

  • Rec Trails Grant Spurs New Trail Development in West Virginia

    The communities of West Virginia's Eastern Panhandle are one giant step closer to connecting to the thriving trail activity of western Maryland and Pennsylvania, thanks to a Recreational Trails Program (RTP) grant.

    On Monday, Gov. Earl Ray Tomblin announced $80,000 in RTP funds to support the development of the North Berkeley Rail Trail, utilizing a disused section of Baltimore and Ohio Railroad line. Though still in the early stages of planning, when complete the trail will run between Berkeley Springs and the U.S. 522 Potomac River bridge, and connect to the C&O Canal towpath, the Western Maryland Rail Trail, and the Great Allegheny Passage (GAP), an internationally renowned rail-trail that attracts many thousands of riders every year from throughout America and around the world.

    This trails tourism traffic is worth an estimated $50 million a year to the communities along the GAP, and in recent years has breathed new life and commerce into towns and small cities suffering the decline of traditional primary industries. The North Berkley Rail Trail would allow the businesses and main streets of northeast West Virginia to connect to this booming market.

    The grant to the North Berkley Rail Trail project was one of 22 West Virginian trail projects receiving support this week. Gov. Tomblin announced $1.2 million in RTP grants to trails throughout the state, including the Meadow River Rail Trail in Fayette and Greenbrier counties, the Mon River Rail Trail system in Monongalia and Preston counties, and the Potts Valley Rail Trail (above) in Monroe County.

    Way to go, Mountaineers.

    Photo courtesy www.TrailLink.com

     

     

  • Demolition of Historic Bridge Would Be Another Setback for Rail-Trail in Pennsylvania

    "Rome was not built in a day," as the famous saying goes. That's not a fact that needs to be pointed out to the people of Lancaster County in southeast Pennsylvania.

    It has been 22 years since the railroad company Conrail filed to officially abandon a section of the Enola Branch rail line, which runs through the townships of Bart, Sadsbury, Conestoga, Eden, Providence and Martic. In that time, widespread support for the conversion of the 23-mile section of rail corridor into a multi-use trail has been held up by costly and complex legal proceedings and title disputes, which has in turn delayed funding applications.

    This past summer many improvements were made on what is now referred to as the Enola Low-Grade Trail. A rough surface of crushed limestone was laid by Amtrak on one section of the trail, where it needed access for its trucks to install new power lines. And while technically the entire corridor is open to the public, significant improvements, and secure maintenance and funding agreements, are needed if the trail is to become the regional attraction supporters believe it should be. Trail users this month report at least one township had posted "No Trespassing" signs along the corridor.

    Though the painful progress is frustrating for everyone involved, the passage of time has produced a remarkably resolute group of local rail-trail advocates. The project's delay has given them ample opportunity to study the benefits rail-trails across Pennsylvania have brought to communities just like theirs, strengthening their resolve to make good use of the out-of-service corridor.

    One of these advocates is Mark Rudy, roadmaster and outgoing supervisor for Eden Township. According to an article at Lancaster Online, Rudy was once opposed to the idea of a recreational trail but changed his mind as the great public desire for a trail became evident.

    This month, Rudy is responding to a pressing threat that has the potential to set the rail-trail project back once again and rob the area of an irreplaceable piece of its rich heritage.

    An historic stone arch bridge, which once carried steam-powered locomotives into Eden at the turn of the 20th century, is set to be demolished as early as this spring. Demolition of the Pumping Station Road bridge, built with blocks cut by Italian stonemasons a century ago, was ordered by the Pennsylvania Public Utility Commission (PUC) in 1997; in transferring the corridor to the six townships in 2008, Conrail's successor, Norfolk Southern, included the same language requiring demolition of a number of structures.

    Rudy is circulating a petition in the area to save the Pumping Station Road bridge. He is concerned not only for the unique historical value of the bridge, but also its function as a vital part of the rail-trail. Rudy estimates the bridge would last another three generations with no upkeep costs. Demolition of the bridge would not only cost tens of thousands of dollars, but would also necessitate the construction of a new bridge for trail users.

    It is very much the 11th hour for the bridge, and the immediate future of the rail-trail. Bids for demolition are due in mid-January, and the structure could be gone by spring.

    Rudy suggests anyone wanting to support the preservation of the Pumping Station Road bridge should contact PUC Chairman Robert Powelson at 717-787-4301, or Pennsylvania State Rep. Bryan Cutler at bcutler@pahousegop.com and 717-783-6424.

    If you are interested in supporting the Enola Low-Grade Trail effort, or for more information, contact Rails-to-Trails Conservancy's Northeast Regional Office at 717.238.1717 or northeast@railstotrails.org.

    Photo courtesy of lancasteronline.com.

     

  • Washington: Tunnel Reopened and Others in the Works on Iron Horse Rail-Trail

    By Jake Lynch

    Washington's Iron Horse State Park is one of America's iconic rail-trails. Following the path of the former Chicago-Milwaukee-St. Paul-Pacific Railroad east out of Seattle, the 82-miles of the Iron Horse pass through the stunning scenery for which the Pacific Northwest is famous, from the base of Rattlesnake Mountain all the way to the Columbia River.

    However for the past few years much of the trail has been out of action, with falling debris forcing the closure of a number of the historic railroad tunnels that are a feature of the rail-trail and carry it through the topographically challenging region known as the Mountains to Sound Greenway.

    Water infiltration and many decades of freeze-thaw cycle led to "spalling" in the concrete tunnel liners, with fragments of material flaking from the walls and roof. After a safety assessment, Washington State Parks decided to close them until they could be repaired.

    Now, some great news for rail-trail fans. After two years of engineering and construction work, last summer Washington State Parks, which manages the corridor and the tunnels, was able to reopen Snoqualmie tunnel 50. And work is now underway to repair the lining inside tunnels 48 and 49, to the east.

    "If the weather holds, we believe we can finish all the structural work this year," says Nikki Fields. Washington State Parks trails coordinator. "We will still need to come back in the spring to do the final trail grading, ditch reshaping, and hydroseeding. Weather permitting, we expect them to be completely done by next summer."

    Of course, such work is not cheap. Tunnels 46 and 47, further east near the town of Thorp, remain closed for now, pending funding to work on them.

    "They may require a different solution than the other tunnels because they were constructed through loose material, instead of through solid rock," Fields says. "We need funding to design and then carry out those repairs."

    Of course, when that funding becomes available will dictate when the necessary work can be done and the tunnels reopened. Like many states, Washington is facing the challenge of fitting important improvements and services into an ever tighter budget, and is being forced to form strict priorities to decide what gets funded and what does not. 

    As not only an incredible adventure for local trail users but also a national and international tourist destination and a unique treasure of the nation's railroad history, the Iron Horse State Park has great importance to the state of Washington and the American trail community. Supporters are urged to contact the office of Governor of Washington Christine Gregoire to let her know that repairing the Iron Horse State Park tunnels should be a priority.

    For updates on the tunnel repairs visit www.parks.wa.gov/parks

    Photo of Iron Horse State Park, top, by RTC
    Photo of tunnel inspection courtesy Washington State Parks 

     

     

  • Doctors Hail Trails as Crucial to Improving America's Health

    The recent focus on the American health care system brought to light the fact that an extraordinary amount of time, money and precious resources are spent on reactive treatment - drugs and surgery to counteract what are often lifestyle-related ailments.

    Medical professionals now understand that proactive health care is often the most efficient, effective and long-lasting - by living healthier day-to-day lives we immunize ourselves from the chronic illnesses that stem from obesity, lack of exercise, and poor diet.

    Kaiser Permanente, a medical insurance company, has put a big focus on healthier lifestyles as pre-emptive health care. This week they launched the first "Every Body Walk" campaign to encourage more Americans to include a regular stroll into their daily routines.

    Almost half of all urban trips in the United States are less than two miles, but almost all of these are taken by car. By choosing to walk rather than drive just a few times a week, we can all make a big difference to our personal health. Many doctors now believe that walking just 150 minutes a week can have marked impact on treating a range of problems, from depression to high blood pressure.

    Encouraging walking is a big part of RTC's work, too (along with biking, riding, skiing - and anything else that involves a trail), which is why we are partnering with Kaiser Permanente on Every Body Walk!

    RTC President Keith Laughlin said a few words to kick off proceedings at the campaign launch celebration in Washington, D.C. last night. Talking about how the built environment can either be an impediment to, or a promoter of, healthy living, Keith said that D.C. residents were fortunate to live in a relatively walk-friendly city.

    "We have that option. But that's not a given for many Americans," he said. "Over the past 50 years we have built landscapes that work for cars but not always for people. In many communities it is inconvenient, or even dangerous, to go for a walk, to try and live an active lifestyle."

    Speaking just days after RTC's advocacy efforts helped ward off threats to federal funding for bike and pedestrian projects, Keith said there was a massive disconnect between what residents and local businesses wanted to see in their communities, and what many federal politicians understood.

    "At the local level, people are yearning for investments in their cities and towns that make them more livable and walkable," he said. "But on capitol hill, there is often the feeling that things like bike paths and sidewalks are 'nice to have, but not essential.' We have a real challenge to convince them otherwise."

    The testimony of medical professionals is now adding to the growing weight of evidence that investing in biking and walking infrastructure will not only save the nation billions in reduced oil consumption and environmental mitigation, but also slash wasteful health care expenditure.

    Dr. Bob Sallis is one of the many medical professionals who regularly prescribes walking to his patients. He says that instead of focusing on the numbers of a bathroom scale, people worried about their weight should be focusing on a different set of numbers - how many minutes a week they walk.

    "Walking really is the cornerstone of combating non-communicable diseases," he said. "This is the beginning of a crucial health message. As a public health community, this is like where we were with smoking, 20 years ago."

    Dr. Sallis says he consistently sees improvement in patients from increasing the number of minutes they walk each week - and that for maladies such as depression, walking has a myriad of positive side effects that psychotherapy and medication do not.

    Today, Kaiser Permanente's impressive new facility next to Union Station will host a Walking Summit featuring noted experts in public health, research and walkable communities. The Summit will explain to policymakers why creating a walking agenda would prevent and mitigating chronic conditions in America.

    On Wednesday - RTC will host a walking tour of the Met Branch Trail, from 1 to 3 p.m. To take part, register here, and show up at 400 S Street, NE.

    The Iverson Mall walkers will also host a morning walk on Wednesday from 7:30 to 11 a.m. at the Iverson Mall in Hillcrest Heights, Md.

    On Friday - there's something awesome for the kids, parents and teachers. The Forum on Walking and Kids will address the economic, environmental, transit and safety aspects of creating a culture of walking. The Forum will be followed by a noontime walking school bus with D.C.-area school children, led by the Samurai Power Rangers, stars of the #1 kids action series! The Power Rangers are teaching kids and families how to put the Power Rangers values of teamwork, confidence, health and physical activity into action.

    To register for Wednesday's walk on the Met Branch Trail, or any of the Every Body Walk events this week, follow this link.

    For more information, visit www.everybodywalk.org

    Photos by the Rails-to-Trails Conservancy - RTC President Keith Laughlin and Dr Bob Sallis discuss the nexus of trails infrastructure and public health at the new Kaiser Permanente Center for Total Health in Washington D.C.

  • RTC Reaches Big Trail-Mapping Milestone

    As part of our mission to promote the use and enjoyment of America's spectacular array of trails, Rails-to-Trails Conservancy (RTC) has been working hard during the past few years to provide precise Geographic Information Systems (GIS) maps for as many of these pathways as possible. 

    Accurately mapping and describing our nation's trail networks is a crucial step in making them more accessible to all users, through our series of regional guidebooks and at TrailLink.com, our free, one-stop trail-finder website. 

    But TrailLink.com and the guidebooks are just the end product of the time-consuming and technically challenging process of producing, collecting and filtering a myriad of geographical data and converting it to user-friendly forms.

    Sometimes it's hard to mark major progress with so many minute details to absorb and verify. But this summer, our hard-working Information Technology team celebrated an important milestone in their mission to catalog the pathways of America: hitting 20,000 miles of mapped trails.

    According to RTC's GIS Specialist Tim Rosner, it's great to reflect and take stock of the library of trail information compiled so far. Yet he says with new data coming in every day, and new trails projects under way all over the country, a finish line is not in sight just yet. Since RTC is the first organization to attempt to compile such detailed trails information on a national scale, it is impossible to know how many miles remain to be mapped.

    "There is really no way of knowing how many trails there currently are," Rosner says. "We're just going to keep collecting data until there is no more to collect."

    RTC has made a dedicated effort to ramp up its trail mapping capacity in recent years. When Rosner joined the team in 2008, we had mapped about 5,000 miles. The increase since then has been fueled by a combination of data submitted by RTC members and through TrailLink.com, Global Positioning System (GPS) data collected firsthand by RTC staff, existing trail maps compiled by city and county GIS officers, and information gleaned from high resolution aerial and satellite imagery.

    Collecting the data is only half of the work. A major challenge is making sure it is accurate before we pass it on to the general public.

    "We quality control check every piece of data we receive," Rosner says. "It is one of the exceptional pieces of our data set."

    The increase in our mapping efforts is a key element of RTC's goal for 90 percent of Americans to live within three miles a trail system by the year 2020. In order to track our progress toward this goal, we need accurate data on where those trails are.

    As with anything to do with technology, it is important to move with the times. Not only is RTC employing some of the latest GIS techniques in collecting data, we are also working on innovative ways to get that information to you, the trail user, including software and applications specially designed to bring mapping information to mobile technology like smart phones. Stay tuned.

     

  • Take Action: Help the River of Grass Greenway in South Florida

    An important study is being conducted in Dade County, Fla., to build more bridges on U.S. Highway 41 immediately west of Krome Avenue (outskirts of Miami) for the purpose of restoring water flow to the Everglades. The recommended $330-million plan for the Tamiami Trail Modifications (TTM) project includes 5.5 miles of bridges in a 10-mile project area, but does not include a pathway. These bridges span key sections of the proposed River of Grass Greenway, which, when completed, will link Florida's Atlantic and Gulf coasts. Not including a pathway in the study would create huge barriers for this significant regional connection.

    Help convince planners to include a multi-use pathway by submitting public comments before July 27. Reasons to include a multi-use pathway in the Environmental Impact Statement (EIS) include:

    • Encouraging non-motorized transportation within the Everglades natural area will magnifiy the environmental value of this project.
    • A pathway will reduce congestion, reduce greenhouse gas emissions, reduce dependency on oil, and improve visitor mobility and accessibility.
    • U.S. Highway 41 is an integral transportation corridor, thus a full evaluation of transportation issues should be included in the EIS. U.S. Highway 41 is the only cross-state transportation corridor in southern Florida open to cyclists and hikers, and the sole access road to many popular Everglades destinations, such as Shark Valley.
    • A pathway is part of both a planned connection to Shark Valley and the cross-state River of Grass Greenway. It will be more efficient to incorporate the pathway into the TTM project now than to retrofit later, if a future retrofit is not precluded by design issues.
    • A pathway will provide an excellent opportunity for education of Everglades restoration. The TTM project has negligible educational value, yet a primary mission of the National Parks is education.

    See Friends of the River of Grass Greenway for more information and other useful links.

    Image courtesy of Friends of the River of Grass Greenway.

  • In Search of the Fountain of Youth Along Ohio's Little Miami Scenic Trail

    by Abbey Roy

    It started out as a Father's Day excursion. My brother Ben, The Amateur Jetsetter, was leaving on Father's Day morning for Morocco, with a layover in Paris for a few obligatory shots of the Eiffel Tower. The least I could do as the only remaining (nee) Stirgwolt sibling in the country was to offer some sort of consolation prize for the man who has put up with our shenanigans for the last quarter century, give or take.

    For my dad, though--and me, too--our Little Miami Scenic Trail bike trip would be more than mere consolation. It promised to evolve into a belated coming-of-age tale; an exclusive chance to experience our beloved Buckeye State in a way we never had--on two wheels.

    The logistics as initially planned were daunting for two amateur cycling enthusiasts without the hours to devote to training: two days, 70 miles apiece. Our own miniature GOBA (that's Great Ohio Bicycle Adventure) minus the $200 entry fee and 2,000 other cyclists.

    Just me and Dad, a fanny pack, our cameras and our bikes.

    ***

    Dad spent weeks working out the details. They changed a few times, eventually shrinking to a single-day, 75-mile trip the Friday after Father's Day (thanks to rain delays and conflicting dentist appointments), beginning in Cincinnati and ending in Springfield, where Mom, having freshly returned from a day of antique shopping, would pick us up and haul us back to Newark, Ohio.

    On Thursday, the day before we left, Dad called me between work meetings to tell me how excited he was. He had been telling me that for weeks. It was cute. He was like a little kid--a 59-year-old kid--getting ready to go to Disney World for the first time.

    Friday was gray and intermittently drizzly and generally unpleasant, which didn't much matter after several days' worth of delayed plans: It could have been hailing and we would still have left the house by 8 a.m. to drive to Cincinnati in hopes that the sun eventually would peek out.

    Sitting in the back seat with Dad at the wheel took me back to the summer vacations when the four of us piled into our 1991 Plymouth Voyager, camping gear and a week's worth of supplies jammed in the back, ready for untold adventure. On this particular day, my parents were old enough to get senior discounts at most sit-down chain restaurants, my brother was spending two months in North Africa and I was leaving behind a 23-month-old and husband.

    Certainly a lot had changed over the years, but there was no doubt about it: The same old excitement was there.

    ***

    In the passenger seat, Mom worked to double-, triple- and quadruple-check the directions from the Cincinnati trailhead to the Springfield antique mall. It was obvious she had a few misgivings about the operation, but after 36 years of marriage, as I understand it, you have to pick your battles. This was a battle Dad had won.

    We arrived at the Little Miami Golf Center around 11 a.m. and learned during our short passage from the entryway to the parking area that there's actually such a thing as lawn bowling, though the foreboding clouds evidently had discouraged enthusiasts from demonstrating that morning. We prepped the bikes, changed into our gear, said bye to Mom, suggested that she try lawn bowling and were off.

    The journey started out chilly with a tinge of nervousness about the drizzle, as we'd both packed only short sleeves. But we warmed up as we pedaled and chatted about our plans for the trip, wished Ben could have been there and marveled at the beauty of the trees arcing over the path and the river--muddy as it was--along the route.

    Within the first 10 miles we were planning a similar trek upon Ben's return--maybe a two-dayer in the fall.

    Dad was in the lead as we held about 16 mph, sometimes faster, sometimes slower. I followed close behind with a goofy grin on my face for no other reason than that this was shaping up to be a pretty darn good day.

    ***

    We made several stops along the way, once to lunch at a Loveland coffee shop that was absolutely fitting for a journey like this, packed from wall to wall with quaint cottagey decor and fitted with a bathroom that doubled as a storage closet. I took a picture of the aprons hanging on the door.

    Over peanut butter granola bars, we waited out a pesky rainstorm in Corwin under an empty picnic shelter; I took advantage of the down time to snap a few close-ups of the specks of mud that had sprayed from the bicycle tires onto my legs as we rolled over the wet path.

    We moved on.

    As the miles added up, we talked less and looked more. I led for a short while at Dad's urging, but eventually traffic on the path died down and we fell to riding side by side.

    By the time we were a few miles away from Xenia, after more gradual climbs than I'd counted on or prepared for, the thought of stopping early crept into my mind. But every time I'd glance to my left and see Dad, his "high-vis" neon green bike shirt nearly glowing beside me, I put my head down and forced my legs to move up, down, up, down, around and around, rotation after rotation, mile after mile.

    He had 30-plus years on me. Didn't he ever get tired?

    ***

    We kept going despite mounting protests from our saddle-sore and pedal-weary bodies, stopping briefly in Xenia before coming to the unpleasant realization that more dark clouds were approaching. As we ducked under a maple tree to wait out the downpour, we actually discussed stopping.

    "You don't want to bag it here, do you?" Dad asked.

    I had been thinking of it. We'd come nearly 60 miles, a record for both of us. But we'd wanted to reach 75, to make it to Springfield.

    I paused a moment before replying.

    "Part of me knows the next 20 miles are going to be grueling," I said. "But the other part of me hates quitting early."

    I knew I got that from him.

    Finally we agreed to ride to Yellow Springs before calling to Mom to pick us up, presumably with a stash of great antique-store finds. It seemed like a nice compromise. By the time we arrived, it was around 5 p.m. and we were shivery from the combination of rain and a light wind that seemed to have come out of nowhere. The sun had just come out and we dismounted--stiffly and triumphantly--stretched and relished the feeling of being off the bike seat.

    I took a picture of the Yellow Springs sign and the cute fabric flowers that adorned it, and the mile marker from where we stood to Cincinnati: 68 miles, it said. We enjoyed a nice dinner with Mom and, though slightly disappointed we didn't finish out at an even 70 miles, agreed we were pleased with the day's accomplishments.

    As Dad drove the van back to Newark and I devoured most of the remaining Twizzlers in our snack stash, I took my place in the back seat and thought about the many times during those 68 miles I'd thought I'd like to slow down.

    And how, every time, I'd look over at Dad--the little kid in a big kid's body--pushing forward almost effortlessly, as if the Magic Kingdom were just ahead.

    It always made me smile despite my fatigue, and it kept us going--together.

    Abbey Roy is a native of northeast Ohio and transplant to central Ohio, where she is a newspaper reporter, wife and mom. When she was five, her dad insisted on teaching her to ride her bike without using training wheels. She's been rolling ever since. 

    Photos courtesy of Abbey Roy.  

     

  • In Central Pennsylvania, the Rail-Trails Keep Coming

    The state of Pennsylvania continues to build upon and improve its already impressive rail-trail network. Millersburg Borough is this week celebrating the news that a "gaming grant," funded by revenue from state-licensed casinos, will fund the continued construction of the Lykens Valley Rail Trail, a planned 20-mile multi-use trail that's been under development for about 10 years.

    Just a stone's throw from RTC's Northeast regional office in Camp Hill, the development of this rail-trail along the former Lykens Valley Railroad comes as the residents of nearby Lewisburg begin to calculate the tremendous popularity and impact of the relatively new Buffalo Valley Rail Trail. A recent study by researchers at Bucknell University found that the 9.2-mile trail between Lewisburg and Mifflinburg has the potential to bring an estimated $280,925 annually to recreational business in the area.

    The once booming anthracite coal industry in the region left many miles of rail corridor suitable for trail development. A few miles to the east of the Lykens Valley Rail Trail is the rough but ready Swatara Rail Trail; to the south is the Stony Valley Railroad Grade (above). Further afield in every direction are rail-trails of all sizes and styles, boosting hopes of local businesspeople and officials that this neck of the woods will continue to develop a sustainable economy around trails tourism.

    Great work, P.A. 

    Photo courtesy www.traillink.com

     

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Rails-to-Trails Conservancy
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