Active Transportation Plan. Kokomo, Indiana

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1 Active Transportation Plan Kokomo, Indiana 1

2 Table of Cotents Introduction 3 Goals 4 Planning Process 5 Demographics and City Profile 5 County Profile 7 City Profile 7 Benefits of Active Transportation 8 Public Involvement 10 Strategic Plan 15 Defining Forms of Infrastructure 16 Defining Areas of Interest 16 Current Conditions and Plans 17 Existing Bike Infrastructure 19 On-Street Infrastructure 21 Bike Routes by Current Level of Service 23 Off-street Infrastructure 25 Park Trails 26 Existing Sidewalks 28 ADA Transition Plan 29 Existing City Line Trolley System 32 Design 69 General Guidelines 70 Bike Lanes 71 Measures of Bike Lane Suitability 72 General Bike Lane Suitability Guidelines 74 Bike Routes 75 Bike Parking 76 Sidewalk and Pedestrian infrastructure 77 Trails 78 DNR Permits 82 Trail Signage 83 Future Plans 85 Agenda 86 Long Term Goals and Objectives 87 Action Steps 100 Plan prepared by the City of Kokomo Engineering Department. Written in Concept Plan 33 Vision 34 Rail Trail 36 Trails Summary 58 Additional Bike Network Proposals 60 Installing Sidewalk Infrastructure 62 Policy 64 Maintenance and Ownership 65 Complaints/Consideration for Landowners 65 Complete Streets 65 Rails to Trails Policy 65 Rails-with-trails 66 Environmental Justice 68 2

3 Active Transportation Plan Introduction This plan envisions a comprehensive active transportation network for the City of Kokomo, and should guide daily and long term decision-making. This document should act as a basis for planning decisions and goals. The plan will support the long term goal of making active transportation a more viable option for transportation in Howard County and Kokomo, Indiana. The plan defines active transportation as means of travel that are independent of the automobile. This plan focuses on the needs of people walking, biking, using transit, or using some other form of non-motorized transportation. The City of Kokomo offers a free fixed-route bus service (The City Line Trolley) and will be considered in this Active Transportation Plan on a basis that is reactionary to the existing trolley system and its future plans. This plan also provides a foundation and reference for funding applications, such as the Transportation Enhancement Program through the Indiana Department of Transportation (INDOT). This Active Transportation Plan is designed to be flexible and allow changes and modifications when situations change. This document will be reviewed and updated regularly in order to remain relevant and effective. 3

4 Goals The Active Transportation Plan has evolved from public input, analysis of existing and potential facilities, and precedent research. Key destinations include Downtown, Indiana University Kokomo, schools, parks, and major employment and commercial centers. When possible, the proposed bicycle and pedestrian routes are identified within the City s rightof-ways and utility easements but will also acknowledge the best possible alignment should the alignment travel through property owned by others. The plan prioritizes and determines the type of facility (bike lane, signed route, side-path, multi-use path, or sidewalk) for each route depending on space availability, funding, user needs, and coordination with private and public projects. The Plan will assist staff and decision-makers with these issues. This plan will, Establish a community vision for active transportation and trails Identify key destinations and potential linkages within Kokomo Develop a conceptual design for active transportation and trails routes Outline policy and design guidelines Identify goals and objectives to guide future decision making The creation of this plan was dependent on public input about existing infrastructure and the community s future goals. 4

5 Planning Process This plan was created through a deliberate planning process. This process began with an evaluation and analysis of existing conditions of bike, pedestrian and transit infrastructure, and the unclear nature of how to expand the existing infrastructure into a comprehensive network. This was followed by public feedback and commentary through surveys and a public workshop in which existing infrastructure was evaluated and ideas for improvements were discussed. Feedback from the surveys and workshop was then evaluated and used to create an outline of goals for the City s future. A conceptual plan outlining general areas for future improvement will provide methods to achieve the goals identified by the community. The final plan will act as a guide to the City s future bike, pedestrian, and transit improvements. Demographics and City Profile Location and Population Howard County is in north central Indiana, approximately 50 miles directly north of Indianapolis, the State capitol. The County has a total land area of 294 square miles of which less than one percent of the area is water. It is accessible by 985 miles of road, including 79 miles of State highways, 683 miles of County roads, and 223 miles of City streets. State roads 19, 22, 26, 31, 35, 213, and 931 all traverse the heartland of Howard County. Kokomo serves as the Howard County seat and is the County s most populated municipality. Kokomo s 2014 population of 57,085 makes up 1.3 percent of the State of Indiana s total population of 6,570,902 (2013), making it the 18th most populated county in the State of Indiana. Kokomo, Greentown and Russiaville are Howard County s three largest cities/towns. Almost 49% of Howard County residents reside in Kokomo, almost three percent reside in Greentown, and just over one percent resides in Russiaville. The remaining population lives in unincorporated areas throughout the County, which includes areas within 11 townships. Education There are five public school systems in Howard County: Kokomo Center, Western, Eastern-Howard County, Northwestern, and Taylor School Corporations. The City of Kokomo is home to Indiana University Kokomo, Ivy Tech Community College, and Indiana Wesleyan University Kokomo Center. With an assortment of education institutions, over 4,000 undergraduate and graduate students obtain their degree in Kokomo. More than 87 percent of Kokomo residents have earned a high school diploma, an equivalent or higher, which is above the State high school graduation rate of 82 percent. Approximately 11 percent of all Kokomo residents have earned a Bachelor s degree or higher. 5

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7 Age The median age of Kokomo is 39.7 years. In comparison, the median age for the State of Indiana is 37.2 years. Income Kokomo s per capita household income is $22,102 and the median household income is $35,690. The state equivalents are per capita household income of $23,897 and median household income of $42,078. Comparing Kokomo to similar Indiana cities shows that Noblesville surpassed the state s median household income at $67,939, while Kokomo, Anderson, and Terre Haute saw median household incomes below the state s median. Between Kokomo, Anderson, and Terre Haute, Kokomo had the highest median household income at $35,690, while Terre Haute and Anderson s median household income averaged $33,500. County Profile Howard County is a regional employment center for surrounding counties. With data from , over 9,000 employees commuted to Howard County from elsewhere in the state. The majority of these commuting employees live in adjacent Miami, Tipton, Hamilton, Cass, and Grant counties. More than 4,000 Howard County residents commuted to other counties for work, the most common of which is Marion County (Indiana Business Research Center). Development and urbanization within Howard County is concentrated in and around the City of Kokomo with some new development occurring east of Kokomo towards Greentown. Liberty, Union, and Jackson townships are relatively rural with less land development occurring. City Profile The City of Kokomo possesses a unique opportunity to improve upon its existing active transportation successes and further provide active transportation options for residents. In 2010 Kokomo established the City-Line Trolley which, as of 2016, has 5 routes and nearly 300 stops. Kokomo also provides a number of bike lanes and bike routes stretching across the City. Residents and visitors can also enjoy numerous trails including the Walk of Excellence and the Industrial Heritage Trail. The City, therefore, already possess many key pieces of active transportation which can be improved upon and further connected to enhance safety for people walking and biking. Strong well-used options for active transportation already exist in Kokomo and there are many reasons to believe that increasing transportation options further will be successful. Providing active transportation gives people more choices, provides affordable and safe transit options, reduces pollution, promotes health, and increases property values throughout the community. Kokomo has demand for active transportation with residents, visitors, and the area s many students needing transportation to their homes, workplaces, shopping, schools, and universities. 7

8 Benefits of Active Transportation There are many different benefits for promoting active transportation. By creating an active transportation network, the City of Kokomo is planning to make transportation easier while improving the finances of residents, the public economy, local environmental conditions, city marketability, and the local quality of life. Makes Transportation Easier Accessibility for People who do not drive Bike lanes, trails, buses, and sidewalks make it possible for people who cannot or do not drive to move around the city safely and efficiently. This includes many people with ambulatory disabilities who may have no other way of navigating the City. Other groups reliant on active transportation include the young, the elderly, college students, and many people with low incomes. Providing affordable active transportation methods ensures that everyone can safely navigate Kokomo. Reducing Congestion As more people use active transportation including biking, walking, and using transit, there are less cars using the roads. Active transportation reduces congestion of Kokomo s streets and makes all forms of transportation easier. Safer Streets Active transportation infrastructure including bike lanes, sidewalks, multi-use trails, and transit options make all means of transportation safer as they separate users who move are moving at different speeds with different transportation options. Providing more active transportation infrastructure can connect different transportation options so that multiple options can be used to safely reach a destination. Active transportation also provides more eyes on the street users actively engaging the streetscape and other people on the street. Improves Equity and Economics Savings on Transportation Costs Cars are expensive to purchase, operate, and maintain which greatly impacts personal budgets. According to the Federal Highway Administration the average American Family spends nearly 20% of their income on transportation. In car dependent suburbs that number increases to 25% while efficient areas may see that number decrease to 9%. People with low incomes may not be able to afford a vehicle at all because of the high cost of purchasing a car as well as gas, insurance, and maintenance. Providing active transportation options allows users to bike or walk the former of which has relatively few costs and the later of which is completely free. Providing these options reduces the need to own a vehicle while still providing a safe method to access jobs, recreation, education, and shopping opportunities. Cities are quickly facing similar problems as they discover the increased cost for road maintenance. By implementing road diets, introducing bike lanes, and narrowing lane widths, cities can see cost savings by the decreased amount of street repaving and snow plowing. Increased Property Values The location of parks, open space, and bicycle and pedestrian infrastructure factors into the decisions of potential home buyers. Homes and neighbourhoods near bicycle and pedestrian facilities typically have increased property values. In a 2016 Report titled Active Transportation and Real Estate by the Urban Land Institute, a non-for-profit research and education organization, found many relationships between active transportation infrastructure and real 8

9 9 estate. Key findings include that active transportation infrastructure can act as a cataclyst for development, may increase property values, and saves residents money by providing them with healthy recreation and transportation options. Many Home buyers actively seek out properties with bicycle and pedestrian access. The ULI study found that properties within a block of Indianapolis s cultural trail saw their property values increase 150% when the trail was built. Improves Environmental Conditions Reducing Pollution Cars are a major source of air pollution and use many non-renewable resources. In the United States, 31% of total carbon dioxide, 81% of carbon monoxide, and 49% of nitrogen oxide emissions are a result of increasing vehicular traffic and the frequency of short trips. Providing active transportation infrastructure allows for safer methods of transportation for people who walk, bike, and use transit. By enabling residents to use these means of transportation, there is a reduction the amount of vehicles on the street which then reduces the amount of CO2 gases released into the air while reducing the need for resurfacing, and lowering roadway maintenance costs. Improves Quality of Life and City Marketability Attracting and Retaining Businesses A Smart Growth America study links complete streets (such as streets with active transportation infrastructure) to increased retail sales. The study also found that complete streets reduce time wasted in traffic and reduce healthcare costs. Residents who save money riding a bike or walking can spend that money at local stores. Active transportation also help to attract and retain business professionals

10 who wish to locate in communities with a high quality of life. Increasing Tourism Active transportation provides tourism opportunities which support the City s retail services and its businesses. A downtown beautified by trails and tree creates historic charm that offers sightseeing opportunities for tourists. Additionally, many tourists may come to Kokomo to enjoy its bike trails and these tourists are likely to spend money a local businesses when they visit. Providing a Higher Quality of Life Quality of life makes a community a more desirable place to live for young and old, rich and poor, families and individuals. Quality of life is the most influential factor in attracting and retaining new residents, businesses, industry, and tourists. Engaging bike and pedestrian networks have a positive effect on a community s quality of life. These bike and pedestrian facilities invite people to experience their surroundings in a different way, which in turn leads to increased spatial interaction, healthier residents, and a heightened sensitivity to community aesthetics; especially pedestrian-scale design features. Active engagement with space and recreational opportunities with active transportation can provide social connections and experiences creating a stronger community. Bicycle and pedestrian infrastructure also promotes environmental protection which results in a more attractive and more livable community. Active transportation infrastructure provides opportunities for exercise. This may improve the general health of residents and also reduces their healthcare costs. Public Involvement The creation of this plan was dependent on public input about existing infrastructure and the community s future goals. The City received public input through two different means meant to provide convenient options for residents. The first means of receiving public input was a survey which was made available online and on paper. The second means of receiving public input was a public workshop on active living which mapping and charetting with input from City employees and Kokomo residents

11 Bike & Pedestrian Survey 2015 The Bike & Pedestrian Survey 2015 provided invaluable data on how people in Kokomo travel via biking, walking, and utilizing transit. The survey requested input on respondents means of transportation to work, their attitude towards biking and walking in Kokomo, and how those means of travel could be improved. According to the survey in which 130 people responded, there are a number of people who bike and people who walk in Kokomo already. 37 respondents biked every day or several times a week. 44 respondents walked every day or several times a week. The most common types of trips for biking and walking were for exercise and recreation with some trips described as quick trips. If bicycle and pedestrian facilities were more conveniently located 61% of people responded that they would bike more often while 41% of people responded that they would walk more often. This information highlights that there is a desire for an improved active transportation network in Kokomo

12 The Bike and Pedestrian Survey 2015 also asked questions that allow the City of Kokomo to determine what improvements can be made to improve the safety and use of active transportation options. In the survey, respondents were asked what reasons prevented them from walking, and what factors would encourage primary residents reasons for to bike not walking and walk more. often. Respondents cited more convenient options, busy roads and traffic, and a lack of sidewalks or multi-use paths as their primary reasons for not walking more. The largest factors that would minor roadways. When asked what factors could encourage them to bike more often, respondents listed a better connected network (connecting bike lanes and trails) and having more separated facilities (such as trails, paths, or protected bike lanes) would increase their likelihood of biking. The Bike and Pedestrian Survey 2015 also asked questions that allow the City of Kokomo to determine what improvements can be made to improve the safety and use of active transportation options. In the survey, respondents were asked what reasons prevented them from walking, and what factors would encourage residents to bike and walk more often. Respondents cited more convenient options, busy roads and traffic, and a lack of sidewalks or multi-use paths as their The largest factors that would encourage more walking are the installation of more sidewalks and multi-use paths along major roads, lighting along trails and paths, and more sidewalks along minor roadways. When asked what factors could encourage them to bike more often, respondents listed a better connected network (connecting bike lanes and trails) and having more separated facilities (such as trails, paths, or protected bike lanes) would increase their likelihood encourage of biking. more walking are the installation of more sidewalks and multi-use paths along major roads, lighting along trails and paths, and more sidewalks along 12

13 13 Focus Groups Participants were divided into six groups focusing on different challenges, opportunities, and priorities related to walking, land use and public space, parks and greenspace, schools, transit, and biking. During this session, each group decided on three low-hanging fruit (easily attainable goals) and three most important overall (critical regardless of time or cost) priorities. Once these were shared to the entire workshop, all workshop attendees participated in a dot-voting process to select Kokomo s top priorities from all the focus topics Low-Hanging Fruit Listed as easily attainable goals, the following list prioritizes goals based on the voting process of all workshop participants and are listed as highest priority to lowest priority: 1. Create mini-parks to replace abandoned homes 2. Adopt a Complete Streets Ordinance 3. Provide more accessibility for transit, and create mobile access to healthy food Most Important Overall Listed as goals that are most critical regardless of time or cost, these goals are listed as highest priority to lowest priority: 1. Create and implement a Bicycle and Pedestrian Master Plan 2. Build pedestrian overpasses and other safe crossing spaces 3. Expand transit service hours Additional Focus Group Priorities Listed, but not ranked into either Low- Hanging Fruit or Most Important Overall priorities, these goals are listed based on their focus group topic. Walking 1. Create walk to work program 2. Complete an ADA transition plan 3. Use Barret Law Program 4. Identify safety oriented improvements 5. Add and Improve public restrooms Land Use & Public Space 1. Create parklets 2. Develop a communication plan and education on the importance of active living 3. Integrate reservoir into community plan 4. Get all government entities on the same page 5. Develop summer activity programs for kids, which could also extend to adults Parks and Greenspace 1. Identify safe routes to the closest parks and trails 2. Hold exercise classes in the parks 3. Organize more outdoor leagues 4. Plan transportation to parks 5. Build a rock climbing park Schools 1. Develop an educational campaign with local pediatricians to utilize school physical immunization visits as a learning opportunity 2. Add pedestrian signage to crosswalks near schools 3. Organize safety audits near neighborhood schools 4. Hold physical education classes every day at every level 5. Execute shared use agreements of facilities Transit 1. Increase awareness and education of transit system 2. Have a barrier free city and transit 13

14 Biking 1. Provide more marketing with wayfinding signage and other promotional techniques 2. Increase education and knowledge of the roadway use, where the trails and bike lanes are, as well as broader community awareness about bicycling 3. Initiate process to become a Bike Friendly Community 4. Develop bike share and bike rental program 14

15 Active Transportation Plan Strategic Plan This section will define forms of bike infrastructure and examine existing active transportation infrastructure in Kokomo. 15

16 Defining Forms of Infrastructure Signed Bike Route a street with signs indicating that the street is shared between people using vehicles and people biking, Bike Lane - a portion of the road that has been designated and designed for exclusive use by people biking with distinct signage and pavement markings Side-path - a hard-surface path physically separated from the road with a grass or tree plot within the road right-of-way for use of two-way bicyclists, people who walk, and other non-motorized users Sidewalk - a hard-surface path within the street right-of-way that is designated for the exclusively for people who walk Multi-use Trail - a hard-surface, off-road path for use by bike, foot, and other nonmotorized traffic typically not within the road right-of-way Rail-with-Trail a trail that follows alongside an active rail line right-of-way such as the Industrial Heritage Trail. Rail Trail a trail that goes on an abandoned rail line right-of-way. to successfully accommodate bike lanes. Urbanizing Ring subdivisions, commercial nodes, and industrial areas outside of the Central City The area outside of the Central City, the urbanizing ring, has opportunities for side-paths, sidewalks, and multi-use trails where space exists. Side-paths should be considered on busy streets with large right-of-ways so there is sufficient space to separate vehicular, bicycle, and pedestrian traffic. Fringe undeveloped areas, farmland, natural, and transitional areas. The fringe or less developed/low density areas are better suited for multi-use and unimproved trails. Multi-use trails will most likely follow utility easements, waterways, or other public non-vehicular right-of-way. Defining Areas of Interest The Conceptual plan is based on three distinct character areas of Kokomo Central City downtown, historic neighbourhoods, and adjacent densely urbanized areas On-street facilities such as bike lanes, signed bike routes, connector paths and sidewalks are most appropriate in the built up areas of the Central City. In general, on-street bike lanes and signed bike routes should be accommodated on existing streets with minimal disturbances to the function of the street and neighbouring land uses. In extreme cases it may be necessary to restrict on-street parking to one side or all together 16

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18 Current Conditions and Plans Biking and Walking in the City Today In 2014 approximately 137 of people living in Kokomo who work commuted to work by bike out of 23,011 total commuters. This equates to 0.59% of people are biking to work currently. This number does not accurately show all demand for biking infrastructure for several reasons. Firstly, this is a self-reported number given to the census which may not reflect users who only sometimes bike, it does not reflect undocumented people who bike, and it does not represent people who simply did not report their bike use. This number also does not reflect biking to places other than work including people commuting to education, recreation, shopping, and more. Nevertheless, to reach Kokomo s first goal of having 1.2% of people commuting to work by bike, Kokomo will need 276 people commuting by bike or 140 more people than are currently commuting by bike. A large goal would be to have 3.5% of people commuting by bike which equates to 805 people or 669 more people biking to work than who report biking to work currently. The number of people bike to work has slightly increased in Kokomo since 2010 with 0.53% of people commuting by bike in 2010 and 0.59% of people commuting by bike in This equates to 43 more people bike to work in 2014 than were biking to work in Infrastructure for people who bike in Kokomo is used by many of people every day and this plan is intended to help the City maintain and build better infrastructure for the people who bike as they the plan and is also intended to increase the number of people biking in the City. In 2014 approximately 369 of people living in Kokomo who work commuted to work by walking out of 23,011 total commuters. This equates to only 1.6% of people walking to work. This is actually a lower percentage than the 2010 numbers in which approximately 361 people or 2.0% of people commuted to work. This number also not accurately show all demand for walking infrastructure as walking infrastructure may also be used by people not commuting to work but also be people commuting to education, recreation, shopping, and more. The decrease may explained because of the Census s means of calculating which means of transportation is used as the City Line Trolley is now more widely used and these users may count as transit users not walkers despite the fact that they walk to the transit stop. The number of people using transit is between 1,600 to 2,000 people per day for commuting to work or other purposes. Therefore, while initial estimates of walking commuters may seem low the number of people using walking infrastructure is actually very significant if hard to determine exactly. Infrastructure for people who walk in Kokomo is used by thousands of people every day and this plan is intended to help the City maintain and build better infrastructure for the people who walk as they the plan is also intended to increase the number of people walking in the City. As of 2016, there are miles of multi-use trails, 8.24 miles of bike lanes, and miles of signed bike routes 18

19 Existing Bike Infrastructure Kokomo has an established network of active transportation infrastructure including trails, bike routes, and bike lanes. Major trails include the Industrial Heritage Trail, the Wildcat Creek Walk of Excellence, and the Nickel Plate Trail. As of 2016, there are miles of multi-use trails, 8.24 miles of bike lanes. 19

20 Bike Trail Bike Lane Smith St. Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Park Rd. Ohio St. Washington St. Apperson Way County Road E. 400 S.. Reed Rd. 20

21 On-Street Infrastructure This map displays current bike lanes, bike routes, and trails in the City of Kokomo. Bike lanes are dedicated lanes in the public right of way in which only bikes are allowed. Bike routes are streets in which cars can expect bike traffic and notices have been posted indicating this. Trails are multi-use trails for people walking, biking, and other forms of recreation. 21

22 Bike Trail Bike Lane Washington St. Apperson Way Ohio St. Smith St. Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Park Rd. County Road E. 400 S. Reed Rd. 22

23 Level of Service A Bike Routes by Current Level of B Service C Bike D routes can be found throughout Kokomo but E not all of them are comfortable for people F biking. The following map shows the level of service (LOS) of the current bike routes. Bicycle Level of Service is a score meant to determine how comfortable people biking feel on a street based off of factors include traffic counts, street width, presence of parking, and pavement conditions. Some current bike routes provide a high level of service but have a low level of service indicating that people biking will likely feel uncomfortable on current bike routes. The Bicycle level of service calculations create a score which was then divided and given a letter grade from A to F with A+ indicating the high level of service (most comfortable for people biking) and F indication the lowest level of service (least comfortable for people biking). Most of the existing bike routes have a low level of service meaning they are generally uncomfortable for people biking. 23

24 A B C D E F Washington St. Apperson Way Ohio St. Smith St. Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Park Rd. County Road E. 400 S. Reed Rd. 24

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26 Off-street Infrastructure Trails and Greenways Kokomo has several existing trails and greenways. A map of existing trails and greenways can be found below. Nickle Plate Trail The Nickel Plate trail is a large trail which connects multiple cities in Indiana. The Howard County connection can be found on Main Street in Cassville. Industrial Heritage Trail Jefferson Street to SR931 The longest contiguous portion of the Industrial Heritage Trail spans 2.78 miles between Jefferson Street (north) to SR931 (south). The trail segment between Jefferson Street (north) and Downtown Trailhead (south) is surfaced in two-toned brick similar to that of the Indianapolis Cultural Trail to compliment the historic downtown buildings. Located on the north side of the Wildcat Creek, the Downtown Trailhead is the intersection of the Industrial Heritage Trail and the Walk of Excellence. This trailhead includes off-street vehicle parking, interpretive signage, and a historic railroad bridge. Spanning from the Downtown Trailhead (north) to SR931 (south), the Industrial Heritage Trail is a 8-10 asphalt pathway that is located adjacent to the railroad line. The trail s intersection with Markland Avenue has a scramble light traffic light to stop vehicular traffic for safe crossing of people walking and biking. The Defenbaugh Trailhead is located about halfway between Downtown and SR931. The trailhead includes a children s playground, bench seating, and a renovated railroad building with restrooms and water fountains. Throughout this 2.78 mile-long trail segment, interpretive signs illustrate this area s strong industrial tie to Kokomo s past and present economy. At nearly every intersection, bumpouts and asphalt removal narrowed the crossing distance for the safety of trail users. Apperson Way to Northside Park This segment of the Industrial Heritage Trail begins on the south side of the intersection of Apperson Way and Washington Street and follows the railroad R.O.W. toward Smith Road, crosses Gano Street and ends near the southern edge of Northside Park. Although no intersection improvements where included in the Smith Road crossing without drastically changing Smith Road s traffic alignment, intersection improvements narrowed Gano Street to provide safer crossing for trail users. Walk of Excellence Future Park to Mehlig Park The Walk of Excellence is currently in two segments. The longest contiguous segment begins just south of Superior Street inside Future Park, and travels 1.87 miles east to Mehlig Park. Connecting to this trail segment are two loop paths, and two spur trail segments. Foster Park includes 0.47 miles of additional pathway that creates a 0.85 mile loop with 0.38 miles of mainline Walk of Excellence pathway. South of Foster Park, a 0.39 mile loop crosses the Wildcat Creek, and then circles the Kokomo Beach Family Aquatic Center. The two spurs off of the Walk of Excellence mainline pathway, connect Kingston Road near Miller-Highland Park with 0.11 miles of pathway, and the intersection of Old Park Road and Park Avenue with a 0.36 miles of pathway. The total amount of Walk of Excellence pathways include 3.20 miles of connected multi-use trails. On the bank of the Wildcat Creek Downtown, the Walk of Excellence and the Industrial Heritage Trail (2.78 contiguous miles) connect at the Downtown Trailhead. Throughout the entirety of the Walk of Excellence, 26

27 interpretive signs illustrate influential people, past events and historic information relevant along the trail. Waterworks Park to Ohio Street The shortest portion of the Walk of Excellence includes a 0.31 mile-long multi-use trail from the east edge of Waterworks Park, crosses the Carter Street at Elizabeth Street and then continues to Ohio Street along the north side of Carter Street. system in this park will connect to a new bike trail being built on W. Markland Avenue as well as a new bike lane being built on W. Park Avenue. This will connect the Soccer Complex to other parks and recreation oppertunities in the area. Park Trails Park trails are trails inside of parks which may not be connected to the overall bike network but are instead primarily focused on recreation within a park. Jackson Morrow Park Jackson Morrow Park includes 1.28 miles of trail that loops around the main portion of the park on the south side of Kokomo. It can be accessed from Webster Street and Park Road. Off-street parking can be found along Webster Street and Park Road. The Kirkendall Interpretive Center, children s playground, sand volleyball courts, and a skate park are included within Jackson Morrow Park, and within close proximity to the loop path. Highland Park This 0.57 mile trail located in Highland Park follows Stadium Drive. It can be accessed from Defenbaugh Street (north) and the intersection of Boulevard and Webster Street (south). This multi-use trail runs parallel to southbound Stadium Drive and is not protected from vehicular traffic. Darrough Chapel Darrough Chapel Park contains a short trail which can be used for biking. Wildcat Creek Soccer Complex New trails will be built in this park which currently lacks trail infastructure. The trail 27

28 Bike Trail Smith St. Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Ohio St. Washington St. Apperson Way Park Rd. County Road E. 400 S. Reed Rd. 28

29 Percent with Sidewalk 100% 75-99% 50-75% 25-50% 1-25% 0% Washington Apperson Way Ohio St. Smith St. Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Park Rd. County Road E. 400 S. 29 Reed Rd.

30 Existing Sidewalks Several neighborhoods neighbourhoods are are currently currently without sidewalks, have missing segments, or or the the sidewalks are are unsafe and and needing repair. Sidewalks are are necessary for for safe safe walking and and must be be part part of of the the larger active transportation network. Sidewalks are are vital vital for for safe safe access to to the the trolley, people with disabilities, and and people walking for for transportation. The The City City of of Kokomo recently conducted a a thorough sidewalk inventory to to determine where sidewalks are are located. The The inventory was was conducted in in accordance with ADA compliance of of curb ramps. The The location of of sidewalks and and if if the the adjoining intersection has has accessible curb ramps have been recorded. As As stated in in the the City City Code, the the maintenance and and repair of of sidewalks is is the the responsibility of of the the property owner, making the the completion of of a a comprehensive pedestrian network difficult to to achieve. To To improve the the condition of of sidewalks and and to to help residents with the the financial cost cost of of maintenance and and repair, the the City City of of Kokomo has has a a 50/50 sidewalk rehabilitation program

31 ADA Transition Plan People with disabilities often have unique challenges navigating the built environment of Kokomo. In many cases, if is dangerous or impossible for people with certain disabilities to navigate the City at all. This limits access to needed social life, services, and employment for many people in Kokomo. The American Disabilities Act (ADA) is a law enacted by Congress meant to protect against discrimination against people with disabilities as well as provide for accommodations for people with disabilities in areas of employment and in public accommodations. The Kokomo ADA Transition Plan acknowledges the challenges faced by people with disabilities and attempts to improve the built environment to provide better access. In order to best allocate resources for infrastructure improvements the City conducted a number of studies to identify the areas of most need. From 2011 to 2016, the City of Kokomo conducted an extensive study on the City s sidewalks and intersections to identify barriers for residents with limited mobility. Results were then mapped by level of compliance to ADA standards. Additionally, the City collected data on demographics, transit availability, and infrastructure such as roadways and roadway intersections. This data was used to map and prioritize areas of infrastructure most in need of change. The ADA Transition Plan then provides detailed design guidelines for ADA compliant sidewalks, curb ramps, and intersections. To address additional issues, the Plan includes contact information for those with complaints or grievances to contact the City. The ADA Transition Plan will be used as a reference for the design of infrastructure improvements and the prioritization of those improvements. As infrastructure improvements are implemented the City will remove barriers and improve the built environment for people with disabilities in the City. The ADA Transition Plan may be updated as conditions change to best reflect the needs of people with disabilities in Kokomo. The Active Transportation plan is intended to provide transportation options for all users, including those with disability. The ADA Transition Plan provides detailed guidelines on how to achieve this goal. 31

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33 Existing City Line Trolley System The City of Kokomo has a free fixed-route bus line known as the City Line Trolley. Buses run 6:30 am to 6:00 pm Monday through Friday. The trolley picks up users every hour or every half-hour in some locations. There are five routes and nearly 300 stops with the Transit Center located in downtown Kokomo. There is a fleet of 4 buses with a total daily ridership of between 1,600 and 2,000 people. All of the City Line Trolley buses are free to ride, have bike racks, and have wheelchair access. Other forms of transportation should complement the bus system with special attention to providing more transit options and ensuring that residents who do not use automobiles can still navigate the city during off-hours and weekends. 33

34 Smith St. Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Park Rd. Ohio St. Washington St. Apperson Way County Road E. 400 S. Reed Rd. 34

35 Active Transportation Plan Concept Plan This section will examine different proposal for active transportation infrastructure. This examination includes mapping of the proposed infrastructure and data collection for each piece of infrastructure. 35

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37 Vision The overarching goal for the City of Kokomo is to provide new sidewalks, bike lanes, and trails to improve safety for people walking, rolling, biking, and utilizing transit without compromising the safety of all other road users. In order to accomplish this goal the City will need to identify potential new connections that improve the use of existing infrastructure. The City will attempt to establish new active transportation infrastructure in many ways. In some instances, unexpected requirements for maintenance and repair may also lead to the opportunity for new active transportation infrastructure and the City will consider its infrastructure options when this occurs. In addition to supporting active transportation infrastructure during scheduled and unscheduled repairs the City will also attempt to create a safe and comprehensive network of active transportation infrastructure which will require specific additions to the City s infrastructure. Planned active transportation infrastructure improvements are outlined below. 37

38 Existing Proposed Ohio St. Washington St. Apperson Way Smith St. Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Park Rd. County Road E. 400 S. Reed Rd. 38

39 39 Rail Trail Industrial Heritage Trail Extension - Central Railroad Segment This extension of the Industrial Heritage Trail will start on W. Madison St. at the intersection of W. Madison and N. Buckeye. The trail would run north/northeast along the rail line following N. Buckeye then N. Main until just north of Morgan St. at Northside Park where it will connect to the existing Industrial Heritage Trail. This trail could be a rail trail with the trail on the no longer actively used rail line or a rail-with-trail following next to the rail line. The creation of either a rail trail or rail-with-trail is dependent on cooperation with the rail line and, therefore, it is difficult to estimate a start date for this project. This would be an approximately 1.1 mile project. The section between The Depot to Northside Park will begin at Jefferson Street on the south and proceed along the east side of the adjacent rail line to the south side of Northside Park. In order to achieve the desired alignment, this phase was broken into three segments to acquire the needed right-of-way. Between Northside Park and the intersection of the Toledo, St. Louis, and Western rail road line and Central Railroad of Indianapolis railroad line, the City has acquired the property from the railroad and will remove the existing rail line then install the trail where the rails were removed. Between the railroad intersection and Elm Street, the City will have a trail easement. Between Elm and Jefferson Streets, the City will prohibit and limit vehicular use on Buckeye Street to continue access to the property owners who utilize Buckeye Street, while creating a safer environment for people walking and biking. Intersection and crossing improvements on Buckeye include Jefferson, Monroe, Madison, Havens and Elm Streets. Intersection and crossing improvements on Main Street include North, Tate, Lordeman, Spraker (2 intersections), Butler, and Morgan. Two major roadway crossings include Morgan and North that may require flashing lights and signage to alert people driving in vehicles. When this rail trail is meets at other trails near N. Buckeye, E. Madison, and N. Main a district may be formed creating room for economic opportunity. For the section that connects the Industrial Heritage Trail to the Nickel Plate Trail via a new pedestrian bridge crossing SR931. Earth trail approaches are required on both ends of the bridge to elevate the trail from existing grade to bridge elevation. The ramps on the trail shall not exceed a 5% grade. The sides of the earthen approaches shall not exceed a 3:1 slope except where property constraints exist. Retaining walls may be required to maintain the grading operations within the public R.O.W. at existing grade as quickly as possible. Industrial Heritage Trail Extension - Tipton Segment Thi section of the Industrial Heritage Trail will start at the trail s current end point at the intersection E. Lincoln Rd and Home Ave. and will extend the trail southward towards Oakford and Tipton County. Extending the trail from its current end point to Oakford would be an extension of approximately 2.5 miles and would create trail access for the residents in southeastern Kokomo. This would also extend the trail for recreational users and increase bike tourism opportunities. This trail would be a rail trail with the trail on the no longer actively used rail line. A rail with trail is also possible but would be complicated by the rail s passing over waterways in which bridges would be needed for a rail-with-trail. The creation of either a rail trail or rail-with-trail is dependent on cooperation with the rail line and, therefore, it is difficult to estimate a start date for this project.

40 Existing Proposed Washington St. Apperson Way Ohio St. Smith St. Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Park Rd. County Road E. 400 S. Reed Rd. 40

41 Rail Trail Norfolk and Southern Rail Trail Westward The Norfolk Southern Trail will run along the Norfolk Railroad R.O.W. starting at the intersection of the Norfolk Southern R.O.W. and the Industrial Heritage Trail. The trail will travel southwesterly towards Russiaville. The trail would follow Madison Street for several blocks. Acquiring the railroad R.O.W. and removing the rail would allow the City to reconstruct Madison Street and install the trail on either the north or south side of the street. Near McCann Street the railroad R.O.W. angles southwesterly crossing Jefferson, Philips, Sycamore, Berkley, Markland, Dixon, Defenbaugh, and Boulevard. These significant crossings will need to be addressed with the design of the trail to ensure the safety of all the people utilizing the new trail corridor. At Carter Street and then Markland Avenue, the trail has the opportunity to intersect with the existing Walk of Excellence and then the Wildcat Creek Soccer Complex. This trail would be a rail trail with the trail on the no longer actively used rail line. A rail with trail is also possible but would be complicated by the rail s passing over waterways in which bridges would be needed for a rail-with-trail. The creation of either a rail trail or rail-withtrail is dependent on cooperation with the rail line and, therefore, it is difficult to estimate a start date for this project. This would be an approximately 2.5 mile project. Source: Google Earth 41 Source: Google Earth

42 Existing Proposed Washington St. Apperson Way Ohio St. Smith St. Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Park Rd. County Road E. 400 S. Reed Rd. 42

43 Rail Trail Winamac and Toledo The Winamac segment of the trail will start on E. Madison St. at the rail intersection between N. Union St. and N. Lafountain St. The trail would run southeast along the rail line until it meets Reed Road. This trail would be a rail trail with the trail on the no longer actively used rail line. A rail with trail is also possible but would be complicated by the rail s passing over waterways in which bridges would be needed for a rail-with-trail. The creation of either a rail trail or rail-with-trail is dependent on cooperation with the rail line and, therefore, it is difficult to estimate a start date for this project. This project would be approximately 2.2 miles. The Toledo segment of the trail will start on E. Madison St. at the rail intersection between N. Lafountain St. and N. Union St. The trail would run north/northwest along the rail line following N. Buckeye then N. Main until it W. Morgan St. This trail could be a rail trail with the trail on the no longer actively used rail line or a rail-with-trail following next to the rail line. The creation of either a rail trail or rail-with-trail is dependent on cooperation with the rail line and, therefore, it is difficult to estimate a start date for this project. This would be an approximately 1 mile project. 43 Source: Google Earth

44 Existing Proposed Smith St. Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Park Rd. Ohio St. Washington St. Apperson Way County Road E. 400 S. eed Rd. 44

45 Trail Markland Connector A trail along this section of Markland will connect the Wilcat Creek Soccer Complex to the Walk of Excellence. This will be completed by a bike lane along W. Park Avenue. Measures to reduce flooding along the river may remove the existing bike trail between the river and Park Avenue. The Markland connector combined with the Park Avenue bike lane will replace and exceed the lost infastructure to better connect this park to the community. 45 Source: Google Earth

46 Existing Proposed Ohio St. Washington St. Apperson Way Smith St. Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Park Rd. County Road E. 400 S. Reed Rd. 46

47 Trail Kokomo Beltway The Kokomo Beltway Trail will be a large connection of trail segments that form a loop around the City. The total loop will be 14 miles long and will include many forms of trail infastructure. The segment along S. Dixon Road will use the existing sidewalks as a trail segment. Lincoln Goyer Beltway Segment The Lincoln Goyer segment will be the first segment constructed. This will be an approximately 5.2 mile segment and will be created be reducing the amount of vehicular through lanes, creating a median, and then providing a protected multi-use trail in median protected space. The trail will begin on W Lincoln Road where the current trail ends. It would then travel east until it reaches Goyer. At Goyer the trail will turn north until it ends at E Carter Street. Walk of Excellence Realignment Segment The proposed realignment of the Walk of Excellence starts at Waterworks Park and heads west along the south edge of Wildcat Creek. A new crossing will be needed at Ohio Street. The trail will generally follow the north side of Wildcat Creek. The existing railroad is elevated so grades need to be considered to create an at-grade crossing of the railroad. The existing connection from this bridge to Superior Street should be maintained. This would be an approximately 0.50 mile project. Additional Segments The nothern and eastern segments will be built after the Lincoln Goyer Segment and the Walk of of Excellence Realighment Segment. 47

48 Existing Proposed Ohio St. Washington St. Apperson Way Smith St. Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Park Rd. County Road E. 400 S. Reed Rd. 48

49 Trails Summary These infrastructure proposals work best when they are combined and acknowledges other forms of infrastructure such as the need for transit. While the proposals outlined here are the most likely to be built other infrastructure opportunities may present themselves and be built. The chart to the right examines the users impacts of the trail proposals outlined in this plan. The later chart examines how these trails would affect equity in infrastructure. Name of Infrastructure Industrial Heritage Trail Lincoln Road to Tipton County Industrial Heritage Trail - Central Railroad of Indianapolis Trail Segment Norfolk and Southern Rail Trail Westward Winamac Segment Length (miles) Parcels Within 1/3 mile Buffer Approximate Number People within 1/3 mile 2.5 1,396 3, ,125 5, ,890 6, ,212 6,745 Toledo Segment 1 1,822 3,826 Lincoln Goyer Beltway Segment 5.2 2,093 4,186 Name of Infrastructure Environmental Justice Indicators (internal calculation with a higher number indicating higher potential disadvantage.) % Poverty (estimate) % Carless Households (estimate) Industrial Heritage Trail Lincoln Road to Tipton County Segment 1.2 7% 0.4% Industrial Heritage Trail Central % 1.6% Railroad of Indianapolis Segment Norfolk and Southern Rail Trail % 0.9% Westward Winamac Segment 4 34% 2.1% Toledo Segment % 1.4% Lincoln Goyer Beltway Segment % 1.1% 49

50 Additional Bike Network Proposals The current bike route system does not provide an adequate level of service and the current bike lanes are not well connected to trails and other lanes. The following proposals would eliminate the existing bike route network and replace it and would also add new bike lanes for connectivity. The following maps show the existing network and the proposed network of an additional 3.85 miles of bike lanes outlined in pink and new bike routes outlined in light blue. The last map includes all proposed rail trails. Proposed W. Defenbaugh Bike Lanes (West) Bike lanes can be added to West Defenbaugh Street to connect the Norfolk Southern Trail to Highland Park. A crossing at Dixon Road should include signage and be incorporated into the existing pedestrian signalization. The bike lanes follow both the east-bound and west-bound lanes east of Dixon Road. West Defenbaugh Street has the right-of-way over the connecting and crossing roads which will also apply to the bike lanes eliminating crossing improvements. At the east end of West Defenbaugh Street (at Park Road) the trail enters Highland Park through a wooded portion of the park and connects to the existing parking lot which will serve as a minor trail head. Proposed W. Defenbaugh Bike Lane (East) (3,000ft. or 0.56 miles.) This street currently has three different levels of service C- from the Highland Park to Courtland B+ Courtland to Union A- Union to The Industrial Heritage Trail Putting a bike lane on this street would connect the Industrial Heritage Trail westward to the park (which then allows for more connections). Bringing a bike lane westward allows for people in the southwest part of the city to more easily reach a bike lane. S. Armstrong has a B or B- level of service and reaches north and south across the southwestern part of the city. This could be made into a bike route and traffic calming measures could make this street easier to bike but it only has an ADT of around 726 currently. If this occurs residents can take the bike route north or south to Defenbaugh then go east to the Industrial Heritage trail which connects them to downtown. The Defenbaugh (West Chestnut to S. Courtland) design is for a street with a width of 32ft. 7ft. can be dedicated to parking, 16ft. for vehicular through lanes of 8ft. each, and 9ft. of bike lane forming two 4.5ft. bike lanes. Alternatively this one block could remove its on street parking which is currently on one side of the street. This would allow for wider vehicular travel lanes and bike lanes. The Defenbaugh (Courtland to Union) design is for a street of 48ft. in width which currently includes a 6ft. median. The design includes two 7ft. parking lanes, two 5ft. bike lanes, and two 9ft. vehicular driving lanes. This leaves 6ft. for the median to be maintained. The Defenbaugh (Union to Industrial Heritage Trail) design has a width of 50ft. without any median or on street parking. The design includes two 10ft. vehicluar travel lanes, two 8ft. bike lanes, and two 7ft. sidewalks in the area previously used for the street. There are sidewalks to the east of this street section and sidewalks are a necessary addition here and do not take from traffic. 50

51 Proposed W. North St. Bike Lane (Phillips to N. Apperson) (5,100ft. or 0.96 miles) Adding a bike lane to W. North would connect the bike lane on N. Apperson Way westward allowing access to residents on the NW side. If the bike lane on Phillips were built it would provide further connections. These sections of North Street are 5,100ft. or 0.96 miles. North from Phillips to Webster has a D+ level of service is 30 in width and has an ADT of 4738 and has no on street parking. Currently, the lanes are different lengths. North from Webster to Apperson has a B+ level of service is 40 in width and has an ADT of 6330 with no on street parking. Currently, the lanes are different lengths. The W. North (Phillips to Webster) design is for street with a 30ft. width. This allows for two 10ft. vehicular travel lanes and two 5ft. bike lanes. The W. North (Webster to Apperson) design is for a street of 36ft. This is a wide road and there are several ways of dividing the space. Two 5ft. bike lanes are possible with two 10ft. vehicular travel lanes. An 8ft. parking lane is a possible means of filling the rest of the street and the parking could be left off of busy intersections to allow for an 8ft. turning lane. An alternative to parking is widened bike and vehicular travel lanes. Proposed Phillips St. Bike Lane (Kinston Rd. to W. North St.) (5,200ft. or 1 mile) This bike lane would be a major north to south connection. Bike lanes would provide residents in north western Kokomo with access to the parks near downtown and the Walk of Excellence. It would also provide active transportation infrastructure in an area that lacks it currently with this street having a C or C+ level of service. Proposed E. Madison St. Bike Lane (Apperson to Locke) (1250ft. or 0.23 miles) This street currently has an A- Level of Service but could be improved with a bike lane making a connection to a bike route more apparent. Currently, the street is 38 with a 6 rail line in the middle and it has an ADT of 300. The E. Maddison (Apperson to Locke) design is for a street of 38ft. in width and acknowledges the 6ft. rail line in the middle of the street (which may eventually become a rail trail). With 6ft. removed for the rail line there is still room for two 10ft. vehicular travel lanes and two 5ft. bike lanes. Proposed S. Armstrong Bike Route (E. Boulevard to W. Park) S Armstrong offers a B or B- level of service which is the best full length North/South street on the SW side. There is not room for both cars and bikes because of the parking but low ADTs allow for bikes to use the street as the ADT is 726. Buckeye is another option. Proposed W. Taylor St. Bike Route (Western to Main) This bike route would connect the proposed Phillips bike lane to downtown. It is currently 38 with a low ADT of 100 and a current level of service of a B-. Traffic calming could improve this score. Jackson St. has a better LOS but exits oddly downtown. Proposed N. Locke St. Bike Route (E. Jefferson to E. Morgan) N. Locke has a B level of service in both sections of 24ft. or 25ft. One section (Morgan to Barkdol) has parking on one side though the rest has no parking. You cannot fit a bike and a car on this street at the same time but a low level ADT makes this possible. 51

52 Existing Priority Bike Lanes Ohio St. Apperson Way Smith St. Washington Morgan St. North St. Sycamore St. Markland Ave. E Boulevard Southway Blvd. Center Rd. Dixon Rd. Park Rd. County Road E. 400 S. 52 Reed Rd. 52

53 Additional Considerations Additional links are needed west of the park to connect the proposed trail east, towards the university, on W. Park carrying traffic towards downtown, and south towards the bike lane on Webster but those would require eliminating parking or street widening. Installing Sidewalk Infrastructure Initiatives Sidewalk construction is handled on either a block or individual basis. Interested blocks or individuals should contact the City of Kokomo Engineering Department for resolution. The Department can be reached at , detis@cityofkokomo.org, or 100 S. Union St. Kokomo, IN Block Wide 50/50 Program The City of Kokomo has a City-wide sidewalk program intended to reconstruct entire blocks of City sidewalks by offering financial assistance to City property owners. While sidewalk maintenance and repair is always the responsibility of the property owner, the City of Kokomo desires to help owners reconstruct sidewalks that are in poor condition. The level of assistance will depend on the owner s income, and priority will be given to those blocks that are in the worst condition. The sidewalk program requires 60% of property owners on a block to sign a petition asking the City Board of Works for sidewalk reconstruction. Entire blocks must be completed at a time which avoids spot development. The City Board of works follows Barrett Law procedures and this program is open to businesses, churches, and residents. Property owners can pay their assessment within 30 days after the completion of the project or property owners may sign up for monthly or annual payments over 10 years. Some projects are paid entirely by the City including handicap ramps, alley crossings, and the longest side of two sidewalks on corner properties, and owner/occupied properties meeting low-moderate income standards. Owners meeting these lowmoderate income standards must contact the City Development Department and show last year s tax return information to get qualified. All other owners receive a 50% discount on their sidewalk reconstruction. Sidewalk Initiative funding sources include E.D.I.T., Federal C.D.B.G. and Surplus Barrett Law funds. The average cost to reconstruct a sidewalk is $1500 based on a lot that is 50 feet wide with a 5 foot sidewalk at $30 per lineal foot. In this example, the City would 53

54 pay $750 and the property owner would pay $750 or nothing if low-moderate income. This sidewalk program allows low income property owners to get fair treatment no matter where they live in the City, requires high-income owners in low-income areas to still pay their share, improves the looks functioning of sidewalks are they can be built for the entire block, and lowers construction costs by having a higher quantity with less mobilization. Individual Sidewalk 50/50 Program The City of Kokomo offers financial assistance for sidewalk and curb replacement to individual property owners in the form of a 50/50 program. To be eligible the property owner must be within the City of Kokomo and the property owner must own the property adjoining the sidewalk or curb requested to be replaced. The property owner is required to fill out the City of Kokomo Individual Sidewalk and Curb Replacement Application and receive quotes on the project from three different contractors. Upon approval, the property owner may use any of the contractors though the City will pay 50% of the costs for the lowest and/or best proposal. Before the project can begin the City must approve the project, receive a signed contract, and receive the property owner s entire payment amount when the contract is signed. 54

55 55 Policy Active Transportation Plan This section will outline policy on trail maintenance, complete streets, rails to trails, and environmental justice issues. These sections may relate to larger City or department policy or be policy proposals.

56 Maintenance and Ownership The City of Kokomo retains ownership of all official trails, bike lanes, and bike routes within the City. The Nickel Plate Trail is an independently owned. Management and maintenance of trails, bike lanes, bike routes, and other infrastructure may be handled by different departments or adjacent land owners. The responsible parties for different maintenance issues varies. Fences, drains, singage, and complaints are the responsibility of the Engineering Department. Mowing, trees, weeds, and brush are the responsibility of the Parks and Recreation Department. Law enforcement is the responsibilty of the police department. Contact information: Engineering: or cityofkokomo.org Parks and Recreation: or cityofkokomo.org Police: (Police Chief), (Secretary to Police Chief), or cityofkokomo.org Complaints and Considerations for Adjacent Landowners The City intends to work with land owners with property adjacent to alternative transportation. The City trail managers will attempt to ensure that infrastructure is well maintained and following local laws and ordinances. Disputes over the ownership of trees of boundaries will be resolved by property surveys. Issues or complains about alternative infrastructure including trails, bike lanes, and bike routes should be directed to the City of Kokomo Engineering Department for resolution. Complete Streets The City of Kokomo, as of 12/09/2016, is drafting a complete streets ordinance titled City of Kokomo Complete Streets Ordinance. All design and infrastructure improvements should meet the standards outlined in this policy once the City of Kokomo Complete Streets Ordinance is adopted. Rails to Trails Policy The City of Kokomo will attempt to use rail lines themselves for bike or pedestrian infrastructure known as rail trails or the City will attempt to create bike and pedestrian infrastructure alongside of active rail lines known as rails-with-trails. The City will act if a portion of rail line becomes abandoned within the City it should be evaluated for future transportation and recreation potential. If a rail line has potential for future use then it will be purchased or otherwise made usable and then preserved by the City until it can be developed for its transportation or recreation use. This process is dependent on ownership considerations which must be worked out with the railroad company to understand if it is possible to purchase the rail-line or if the rail-line becomes the property of adjacent property owners. The City will also consider the use railbanking. According to the Rails-to-Trails Conservancy, rail-banking in could be a voluntary agreement between a railroad company and the City which allows the City to use an unused rail line as a trail until the railroad needs it again. This avoids having the rail line considered abandoned and, therefore, the rail line can be sold, leased, or donated to the City without it reverting to adjacent landowners. This would be started when the railroad starts the rail corridor abandonment process and submits 56

57 a notification to the Surface Transportation Board (STB) which will result in either land banking or abandonment. More information on the benefits of this possible policy can be found at the Rails-to-Trails Conservancy website. According to the Indiana State Rail Plan the railroad companies must publish intent to abandon their rail line to the U.S. Surface Transportation Board. The Transportation board approves or denies abandonment but may also impose other conditions such as granting interim trail use or public use of a line. The National Trails Act allows for interim use of rail lines as trails when it is determined that the railroad right-of-way may be needed for future rail use. Public agencies, like the City of Kokomo, can putting in a request with the Surface Transportation Board that rail corridors be made available for public use if the public agency has determined that the right-of-way is suitable for highway or mass transit usage, conservation, energy production or transmission, or recreation. The request must include a statement of willingness to assume financial responsibility and a copy must be send to the railroad at the same time it is sent to the STB. The railroad must agree to rail banking likely through negotiation with the City. A Public Use Condition (PUC) request can be made to the Surface Transportation Agency which forces the railroad not to sell off or otherwise dispose of property or trail related structures for 180 days after an abandonment is authorized giving the City more time to prepare an offer for the railroad. Requests to the Surface Transportation Agency can be submitted when a rail line is proposed for abandonment. A Rail-banking request itself or a Statement of Willingness to Assume Financial Responsibility itself do not force the City to buy or accept any liability but simply invites negotiation with a railroad and express interest and the possibility of doing so. Rail-banking can only be requested for rail lines under the authority of the Surface Transportation Board. The Surface Transportation board has authority over corridors until the railroad files a notice of consummation (which must be filed within one year of the abandonment decision). Rail banking requests are due within the period specified in the applicable notice of abandonment but late filled requests will be accepted for good cause if the Surface Transportation Board still retains the authority to do so. The City of Kokomo should apply for rail-banking when rail lines are proposed for abandonment but should still apply at later dates as long as the Surface Transportation Board still has authority over the rail line so the City will apply at any point in the rail abandonment process and should send a Public Use Condition request as soon as possible to provide more time for an offer for the rail line to the railroad to be created. Rails-with-trails The City of Kokomo will also consider a rail-with-trails following the much of same method as rail trails. Rail-with-trails are trails that run alongside an active railroad decreasing that railroad s right-of-way but creating a space for a trail. A rail-with-trail project already exists in Kokomo as the Industrial Heritage Trail. A rail-with-trail should be well designed and will have a barrier between the trail user and the active rail line and should also provide well-designed and safe crossings if the trail must cross the rail line. Rails-with-trails are often governed by voluntary agreements between the rail operator and the trail manager. 57

58 Environmental Justice Introduction This document consists of an environmental justice analysis of Kokomo, IN. Environmental justice studies the impacts of planning decisions on marginalized communities. The U.S. Department of Transportation defines the following three principles as fundamental to environmental justice: Avoid, minimize, or mitigate disproportionately high and adverse human health and environmental effects, including social and economic effects, on minority populations and low-income populations Ensure the full and fair participation by all potentially affected communities in the transportation decision-making process. Prevent the denial of, reduction in or significant delay in the receipt of benefits by minority and low-income populations. Methodology The data used for this analysis was derived from the American Community Survey (ACS) 2014 five year estimates data set from the U.S. Census. The ACS is conducted every year to provide up to date information about the social and economic needs of the country. ACS data is in one year, three year, and five year estimates. The five year estimates set was chosen as it provides the largest sample size, includes data for all areas, and information can be found at the block group level which is the smallest geographic division used by the census. Using this data, population groups were identified and located at the block group level. Data was gathered for each block group within the city, for either individuals or households, depending on the indicator. From there, the total number of persons/ households was divided by the city average. Any block group that meets or exceeds the city average for that population group, is considered an environmental justice sensitive tract for that group. This data for each block group was then applied to each parcel within that block group. Five indicators of potential disadvantage used for this study any block group can contain between zero and five indicators of potential disadvantage. The five attributes that we considered to be indicators of potential disadvantage were chosen because people with these attributes make up a significant percentage of Kokomo s population, these groups face structural marginalization, they may face unique planning related issues, and are likely to be more heavily impacted by planning decisions because of structural marginalization. In this study we, therefore, collected data on people of color (including Hispanics), single mother households, elderly households consisting only of people 65+ in age, households with incomes below the poverty level, and carless households. Since poverty is defined at the family level and not the household level, the poverty status of the household is determined by the poverty status of the householder. Households are classified as poor when the total income of the householder s family is below the appropriate poverty threshold. We acknowledge that our means of defining people who are potentially marginalized is incomplete and overly broad. These are simply indicators of potential disadvantage providing broad contextual information to help improve community engagement strategies and to broadly understand the equity of existing and future transportation infrastructure. 58

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60 Active Transportation Plan Design This section will outline design requriments for bike infrastructure including general guidelines, guidelines specific to certain forms of infrastructure, and guidelines for bike parking. 60

61 61 General Guidelines The design of infrastructure for people who bike and walk is part of Kokomo s complete streets policy which supports safe and enjoyable use of the City. The infrastructure should support connections between the different transportation methods including sidewalks for walking, bike lanes and routes for people biking, trails for both people walking and people biking, the Kokomo City Line Trolley, and streets for vehicular traffic. These design guidelines should act as a starting point for considering infrastructure proposals and help to determine their feasibility. Designs should meet local, state, and federal guidelines. Intersections More conflicts between vehicles, people who bike, and people who walk occur at intersections than anywhere else. Reducing conflicts at intersections requires good visibility, directions, and an understanding of who has the right-of-way. The following are general guidelines to assist with the design of safe intersections for people who bike and people who walk. Intersections should be simple in their configuration with good visibility, slow vehicular speeds, and plenty of space for manoeuvrability. Intersection wait time for people who bike and people who walk should be minimized especially at intersections with heavy bike and pedestrian traffic. Intersection crossings should be comfortable and accommodating to people who bike and people who walk including safe turn lanes and sufficient time to cross the street. Each type of facility for people who bike and walk will require a unique approach to intersections. Railroad Crossings Railroad crossings can be a major obstacle for connecting key destinations for bicyclists and pedestrians. Inactive railroad tracks should be removed for the safety of motorists, people who bike, and people walking. Crossing an active rail line requires careful attention to design and orientation of the bicycle and pedestrian infrastructure. Additional signage, crossing arms, and flashing lights to warn people walking and biking of approaching trains. Realign street crossings or widen the street shoulder so that people biking can cross railroad intersections at a 90 angle. A smaller angle may trap the tire in railroad tracks and cause the user to lose control. Create a smooth travelling surface by filling the track flangeway with a compressed filler such as rubber or concrete. A wood filter is not recommendable because it becomes too slippery. Maintenance Regular maintenance of bicycle and pedestrian infrastructure is necessary. Deteriorating facilities can become hazardous for the user and create a liability for the City. Routine maintenance should include: Removal of accumulated, sand, gravel, leaves, garbage, and debris with regular sweeping. Inspection of surface conditions and timely repair of potholes, cracks, and irregularities Inspection of route and roadway signs and pavement markings for readability and effectiveness. Replace deteriorating or confusing signs. Repaint pavement markings on heavily travelled routes on an annual basis.

62 Inspection of drainage grates for function and smooth integration into the bicycle and pedestrian infrastructure. Mowing along the edge of routes and pruning branches from nearby trees and shrubs. Clearing of snow and ice to ensure safe use during the winter months. Drainage Poor drainage and placement of drainage structures can create unsafe conditions for bicycle and pedestrian users. Ponding water can be alleviated with careful attention to the slope and layout of the facility. Use a 2% cross slope that drains in one direction. A cross slope will also simplify the design and construction of the facility. Install more efficient drainage grates or provide wider travel lanes. Construct a ditch to intercept water, or pipe water underneath rather than over the top of the bicycle and pedestrian facility. The style and location of drainage structures can significantly improve the condition of the bicycle and pedestrian facility. If possible, keep bicycle and pedestrian facilities free of all drainage structures. Use curb inlets instead of surface inlets. Where drainage structures must be located within bicycle and pedestrian facilities, adjust the edge of the structure to be flush with pavement surface. Use short and narrow grate openings which run perpendicular to bike traffic. This will reduce the likelihood of trapping a tire regardless of the direction of travel. Bike Lane Design Standards Bike Lanes are a portion of the road that has been designated and designed for exclusive use by people biking with distinct signage and pavement markings. There are many different kinds of people who bike, including children, and many may not be aware of rules or feel comfortable biking in all situations. Biking infrastructure should provide safety for all users though different kinds of users may use different kinds of infrastructure. Bike infrastructure should be a part of roadway design and construction and considered when roadways are being altered, reconstructed, or resurfaced. Bike infrastructure design should consider skill level of people who bike, traffic volumes (ADTs), road geometrics, right-of-way width, mix of vehicle types, presence of on street parking, sight distance, and the design and spacing of access points. Public education about people who bike is also necessary to support safety for people who bike. Design should be in conjunction with AASTHO s Guide for the Development of Bicycle Facilities. In addition to ASSTHO guide, the design of bike infrastructure should be made in conjunction with the Federal Highway Administration (FHWA) safety website, and signage should be in compliance with the Manual of Uniform Traffic Control Devices (MUTCD). The following are general guidelines intended to give a basis by which streets can be considered for future bike lanes and are not necessarily the design of all bike lanes in Kokomo which must be considered individually and in conjunction with the ASSTHO, FWHA, and MUTCD guidelines. NACTO guidelines may also act as a reference. 62

63 Bike lanes can be integrated onto many City streets if those streets meet space requirements. 4 bike lanes are suitable for streets with mph traffic and 5 bike lanes may be suitable for vehicular speeds greater than 40 mph. 4 bike lanes are suitable for streets without curbs and gutters and 5 bike lanes may be suitable for streets with curbs and gutters. 5 bike lanes should be located on streets with marked parking stalls. Bike lanes should be an additional 1-2 wide in areas with short-term high demand on street parking. Street total width must allow for the intended uses in which motorist travel lanes are at minimum 8 feet (typically 10 feet or more and at least 10 feet for trolley use), parallel parking lanes are at minimum 7 feet, and bike lanes at 4-6 feet and at minimum 8 feet if bike traffic is intended to travel in both directions in the same lane. If possible, buffers between motorized traffic and the bike lane should be provided. Measures of Bike Lane Suitability Access Control and Freight Traffic Full Access Control: Interstate, freeways, expressways, corridors with interchange access only, or corridors scheduled to be upgraded to freeways (Prohibited) Partial Access Control: divide facilities with interchanges at select roadways (Not Recommended to Moderately Suitable) No Access Control: no interchanges (Suitable) Lanes Configuration >4 lanes (Not Recommended) 4 lane divided (In most cases Not Recommended. However, can be Moderately Suitable in cases where speed, traffic volume, and commercial freight volume is low.) 4 lane undivided (Moderately Suitable) 2 lanes (Suitable to Moderately Suitable) depending on speed, traffic volume, shoulders, and roadway geometrics Lane Width < 11 lanes (Not Recommended) Between lanes (Moderately Suitable) 12 lanes and greater (Suitable) Shoulder Type Gravel Shoulder (Not Suitable) Curb Shoulder (Moderately Suitable), depending on speed limit, and lane width Paved shoulder (Suitable), depending on shoulder width Paved Shoulder Width No Shoulder (Not Suitable) Shoulder with rumble strips (Not Suitable) Between 1 3 shoulders (Moderately Suitable) >3 shoulders (Suitable) Roadway speed limit >55 MPH (High speed, Not Suitable) < 55 MPH (Suitable) depends on lane configuration, shoulder width, access control, shoulder type, and traffic volume. Traffic Volumes Multi Lane Facilities (speed limit, commercial volume, shoulder width, and lane width): >40,000 (not suitable) 25,000 40,000 (Moderately Suitable) 0 24,999 (Suitable) 63

64 2 lane Facilities: >10,000 for 2 lane facilities (Not Suitable) 6,000 10,000 for 2 lane roadways (Moderately Suitable) 0 5,999 for 2 lane (Suitable) Commercial Vehicle Volumes Commercial volumes includes: buses, RVs, and all trucks (including delivery, utility, mining, garbage, and construction related trucks) High Commercial Vehicle Volume: >10% commercial (Not Suitable) Medium Commercial Vehicle Volume between 5 10% (Moderately Suitable) Low Commercial Vehicle Volume: 0 5% commercial (Suitable) Roadway geometrics (By Staff Observation) Poor Site Distance: blind curves, vertical alignment issues, hilly terrain, dense number of driveways per mile (Not Suitable) Moderate Site Distance: limited site distance concerns, moderately hilly, noblind curves, moderate driveway cuts (Moderately Suitable) Good sight distance: no vertical alignment issues, no blind curves, and relatively flat terrain (Suitable) Pavement Quality and Maintenance Excellent (Suitable) Good (Suitable) Fair (Moderately Suitable) Poor (Not Recommended) Pavement Quality and Maintenance Excellent (Suitable) Good (Suitable) Fair (Moderately Suitable) Poor (Not Recommended) 64

65 General Bike Lane Suitability Guidelines Bikes lanes should be installed on both sides of a two-way street and generally placed along each outside lane travelling the same direction as motorized traffic. On one way streets, bike lanes should be placed in the right-most lane and flow and travel the same direction as motorized traffic. Advanced queues are a design in which a bike lane s stop bar is immediately adjacent to the crosswalk while the remaining lanes would have their stop bar six feet further back. Advance queues may be installed on one-way streets where there is no on street parking or right turn lanes and are intended to make people who bike more visible to motorists. Colored lanes (typically in green) have had great success in making people who bike more visible. Loop detectors may be used to sense bikes and activate traffic control devices without the person biking having to push a button. There should also be an effort to include bike specific traffic control lights, signals, and devices. Bike lanes should have pavement markings in accordance with the MUTCD Manual but may typically include arrows indicating direction of travel, a bike symbol, and be separated from motorize traffic by a 6 inch solid white line. A 4 inch solid white line may be used on the curb-side of the bike lane. Striping will typically end at stop bars or pedestrian crosswalks and typically not continue through intersections unless there is heavy right turn movement or a bus stop in which case a broken line may be used to indicate merging with people who bike. Dotted lines may be used to allow traffic to merge to the right at intersections. Share the Road or Right Turn; Yield to Bikes signs may be utilized. Left turns are more complicated and while experienced people who bike may turn as car would less experienced people who bike may undertake a two-step left turn which requires travelling straight through the intersection, stopping at the far corner and then proceed straight again when permitted. Bicycle boxes at intersections also create safer intersections as do bicycle specific traffic lights which may be installed as bike use increases. All bike infrastructure should have a smooth surface free of structures of obstacles. Bike lanes should keep a minimum of 3.5 feet clear from the leading edge of grates or inlets. Gutters shall not be significantly sloped to the curb edge which would create a hazard for cyclists. Slotted vane-style grates or grates with narrow openings perpendicular to direction of travel should be used if gutter inlets are needed on bike infrastructure. Transitions from one form of bike infrastructure to another are difficult for people who bike and motorists and, therefore, require special attention. One possible consideration is the inclusion of colored pavement transitions. Bike lanes should be made from asphalt, concrete, or more environmentally friendly and porous materials including pervious asphalt or pervious concrete as well as block pavers or boardwalks in some locations. Concrete should be broom finished to reduce the slippery aspects of the material and pavement markings may include silica beads for the same reason. Utility features should be flush with pavement surface, rumble strips considered where appropriate, reflectors considered where appropriate, textured pavement considered where appropriate, bridge and surface expansions should be saw cut to create a smooth travel surface which may include a feathering technique, vegetation managed possibly with a root barrier, and the City must address and stabilize potholes, cracks, and edge of pavement treatments. 65

66 Bike Routes Design Standards Bike routes are streets without separate bike infrastructure but with signage signaling that the road is to be shared between people using cars and people biking. These primarily serve experienced cyclists because they often do not provide a high level of service. Signed bike routes work best on streets with low traffic volume and low speeds. The lane must be at least 12 to allow for both the person biking and the motorist and at least 4 of smooth pavement is ideal. Intersections are especially dangerous for people who bike. Bike routes should include many considerations to these people biking to provide a safer experience. Provide adequate sight distances for both motorist and cyclists. Assign priority of 2-way stop intersections to streets with signed bike routes. This will allow people who bike to keep their momentum as well as stop intersecting vehicular traffic. Add signage at intersections to alert motorists of people on bikes who will be on the right unless the person biking is making a 1-step left turn. Add signage stating No Turn on Red and Right Turn Yield to Bike. Ideally, bike boxes would be provided to give space to people biking while they wait for lights to change at signalized intersections. Signage is also an important part of bike routes. Signs should be located every ¼ mile, at major intersections, and other areas where their information is useful. Signs may perform many functions and provide many kinds of information. Bike infrastructure should be a part of roadway design and construction and considered when roadways are being altered, reconstructed, or resurfaced. 66

67 Identify streets as safe for shared use of motorists and people who bike Alert motorists of people who bike sharing the road Provide continuity with other bicycle infrastructure Identify key destination information Mark pavement for a signed bike routes at the beginning of the route and at intersections. Bike Parking Design Standards Bike parking requires parking racks which can be in many different forms. The City of Kokomo intends to provide the most efficient and safest bike parking available. The following information and pictures in this section are provided by the Association of Pedestrian and Bicycle Professionals (APBP). Bike parking should be at major residential areas, schools, universities, sports amenities, employment centers, and transit hubs. According to the Cambridge Cycling Campaign, there should be enough bike parking so that 20% of the spaces are free during peak hours, bike parking should be at ground level, as close as possible to the entrance and in prominent highly visible locations. Acceptable bicycle rack styles include; Inverted U common style which includes two points of ground contact. These can be installed in series on rails to create free standing parking in variable quantities. Post and Ring Common style which includes one point of ground contact and are less likely to create unintentional parallel parking. Unused parking meters can be converted into post and ring bike parking Wheelwell secure Includes an element that cradles one wheel. Typically contain a bike well which is useful for long term parking in large scale installations such as the IUK campus. This style accommodates fewer bike types than the inverted U or the post and ring. High Density rack systems can maximize available bike parking where there is limited space. These do not accommodate all bike types or users and therefore must be mixed with other bike racks types. Staggered Wheelwell secure This is a variation of the wheelwell-secure rack in which handlebars are staggered vertically or horizontally. This reduces usability and limits the kinds of bikes accommodated but supports density. Vertical Typically used for high-density indoor parking and is not accessible for all users but, when combined with other forms of bike parking, can support density. Two-tier Typically used for highdensity indoor parking and cannot support all users but helps support density when combined with other forms of bike parking. Bike racks should be placed as to maintain the pedestrian through zone and be in line with existing sidewalk obstructions. Racks adjacent to on-street auto parking should be placed between parking stalls. Spacing should acknowledge that bikes are typically 6 x 2 and the occasional cargo bike or bike with trailer which can be 10 or longer. Bike parking must acknowledge differences between people who bike including age, ability, bicycle type, as well as issues of location, security, quantity of racks needed, density, bicycle design variety, and performance criteria. 67

68 Sidewalk and Pedestrian Design Standards There are many tools for supporting safe pedestrian infrastructure. In general, efforts should be made to support road calming reducing the speed and intensity of traffic, support directness between destinations, and use road diets to reduce traffic and create room for alternative transportation infrastructure. To support these goals efforts should be made to create; Marked crosswalks Signal timing at crosswalks Reduced curb radii Curb extensions Right to turn on red restrictions Safe mid-block crossings with lower speeds near crosswalks, crosswalk lighting, advance signage, centerline signs, and/or lighted overhead warning signs. Safe midblock crossings may need slowed traffic, shortened crossing distance created by a crossing island, enhanced visibility by extra signage, lighting, raised crosswalk, or special beacon (especially around adjacent bus stops). Use of high visibility designs like a striping pattern, signage, lighting, parking buffers, crossing islands, raised crossings, pedestrian hybrid beacons, regular rapid flashing beacons, and accessible design. The following sidewalk design standards should act as guidelines for considering sidewalk construction proposals and their feasibility. Sidewalk design should meet local, state, and federal guidelines including ADA considerations. In the City of Kokomo sidewalks should meet the ADA requirements detailed in the City of Kokomo ADA Transition Plan. Sidewalks should be at least 4-5 wide, formed of concrete with a textured, nonslip surface. Sidewalks should be wider than 5 in urban settings with high pedestrian traffic. On street parking can act as a buffer between the sidewalk and traffic. Signage may be used to identify destinations, bus stops, and intersections. Signage should be set back off of the sidewalk or high enough to prevent obstructing views or interfering with pedestrian. Pedestrian crossings at street intersections should: Be unobstructed by cars, buildings, vegetation. Intersect with street at 90 degrees. Have crosswalk striping the same width as the sidewalk. Include refuge islands on busy streets, especially if there are a lot of elderly, disabled, or children crossing the street. Include motion detectors, pressure mats, push button activators for pedestrians. Be ADA compliant to include ramps, turning spaces, the removal of obstacles, provide detectable warning surfaces at the boundaries between pedestrian and motorist infrastructure eliminate drainage issues, and provide an overall high quality and safe experience for all users. 68

69 69 Trail Design Standards When considering the development of a long-range project in several phases. It is important to establish design guidelines in order to ensure consistency in each phases of the development. The project team has prepared these recommendations to establish the quality standards for trail materials and the development of standards for facility to be followed in all future phases. In addition, these guidelines provide the basis of cost estimating. Guidelines have been prepared for trail surface and width, trailheads and access points, trail bridges, trail and street intersections, signage, site furnishings, and landscaping. The creation of the Kokomo Trails Master Plan affirms a commitment to: Developing links to parks, trails, schools, cultural sites, and wildlife habitats along a linear trail, increasing the community s opportunity to experience these significant recreation resources. Promoting and protecting the significant environmental resources along the corridor through responsible development and ecologically sound design. Providing universal access to all visitors and residents of Kokomo that allows for experiencing the recreational opportunities available along the corridor. Determining a development strategy that assures quality and continuity of design along the entire corridor. Trail Design Standards All trails identified in this master plan are recommended to be a universally accessible multi-use path. The American Association of State highway and Transportation Official s (AASHTO) Guide for the Development of Bicycle Facilities (1999) defines a multiuse path as an off-road, two-way facility designed for use by bicyclists, in-line skaters, wheelchair users and, pedestrians on exclusive right-of-ways with minimal cross flow by motor vehicles. The entire trails network will be comprised primarily of multi-use paths, supplemented by separated multi-use trails in the downtown area. Trail Width AASHTO recommends a width of 10 feet for shared-use paths, with 2-foot wide graded shoulders to either side of the trail. When a higher number of users are anticipated, a 12 foot trail with shoulders should be considered. For this reason, the design team recommends a width of 12 feet for all trails in the City trail network, with two foot wide shoulders to serve as soft surface running where possible. This width will accommodate increased trail traffic as development surrounding the trail corridors grows. In urbanized area, there the trail must follow existing sidewalks in the right of way and the trail width may be as narrow as 8 feet (AASHTO minimum). Surfacing for trail shoulders also needs to be considered. Shoulders should provide the safety and stability of supporting the load of users who step or ride off the paved portion of the trail, as well as vehicular traffic that many need extra width. A turf shoulder underlain with compacted stone provides the stability necessary to support user loads as well as a more natural appearance. However, many users particular runners, prefer the feel of compacted crushed stone and use it preference to asphalt trail. Therefore, it is recommended that in all areas of new construction, the surface of the trail network be asphalt pavement with stone shoulders. In areas that are

70 environmentally sensitive, as are most areas, permeable pavement should be considered. In urban areas, with existing concrete sidewalks, it is recommended that those sidewalks be reconstructed to a minimum of 8 feet clearance. Trail segments adjacent to historic sites should utilize special paving, such as clay brick, as appropriate to the unique character of the site. Trail Support Facilities In order to accommodate the needs of trail users, certain facilities are needed along the trail to provide amenities to support the trail s use. Support facilities have been divided into three categories; major trail heads, minor trail heads, and community access points. Major Trail Heads Major Trail Heads provide the greatest amount of amenities to trail users and recognizable points for the trail. They are essentially mini-parks alongside the trail that may include parking areas, shelters, restrooms, drinking fountains, benches, trash receptacles, picnic tables, bicycle racks, trail signage, trail access, and landscaping. In some cases, it is necessary to find parcels of land adjacent to the corridors to accommodate development of these Major Trail Heads. Such parcels could be Cityowned, such as parks or street right-of-way, or privately owned, created and operated with the owner s cooperation. Potential Major Trail Heads 1. Trailhead Park (at intersection of Walk of Excellence and Industrial Heritage Trail) 2. Downtown Train Depot 3. Foster Park 4. Defenbaugh Trail Head (along Industrial Heritage Trail) 5. Kokomo Beach Aquatic Center 6. Waterworks Park Minor Trail Heads Minor Trail Heads are similar to Major Trail Heads in that they provide amenities to serve trail users, but on a smaller scale allowing them to occur more frequently. Minor Trail Heads typically are located within the trail right-of-way between Major Trail Heads and at certain trail intersections. Potential Minor Trail Heads: 1. Highland Park 2. Northside Park 3. Wildcat Creek Soccer Complex Community Access Points The last type of trail support facility is the Commuter Access Point, which provides a minimal amount of amenities (such as a trail directory sign and a connector path) but community access points would likely occur frequently along the trail. Community access points provide a place where residents of adjacent communities can access the trail and provide a simple and informal direct connection between the trail and community similar to the way a driveway connects to the street. Community Access Points are important for fostering a community s adoption of the trail, in respecting the rights of private property by establishing designated points of access and egress, and in providing a connection to community amenities served by the trail. Locations for Community Access Points should be determined in consultation with adjacent landowners and through a selection of logical places to enter the right-of-ways from surrounding communities. Bridge Design Standards All the bridges located on the Kokomo Trails network are to be designed for bicycle and pedestrian traffic. For maintenance and emergency purposes the bridges will also occasionally be used by light vehicular 70

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72 traffic, such as passenger cars and light trucks. The structural design is, therefore, based on a five-ton vehicle. The width of the deck surface on each bridge should be 10 feet, where possible, with an 8-foot minimum width. The recommended bridge deck is a structural concrete slab spanning between superstructure members. All bridge railings should be fabricated from tubular material, finished in the appropriate color. Railings should be parallel with the trail centerline and 42 inches in height as recommended by AASHTO. The railing should be side mounted to the concrete bridge deck or to the structure as dictated by each bridge s configuration. An approach barrier railing should be included at each end of the bridge. The approach barrier railing may consist of additional metal railing, wood railing, or stone walls. Trail/Street Intersection Design Each trail/street intersection should be examined individually as each has unique characteristics. Uniformity in the use of traffic control devices is critical to encourage proper and predicable behavior at intersections. The Manual on Uniform Traffic Control Devices (MUTCD) will be followed for size, shape, color, and placement of signs on both the trail and the street. In addition, coordination with the City and Howard County should ensure the proper design and layout of traffic control devices necessary to warn users of public streets of trail crossings. All Street crossings will occur at grade. Where the trail crosses a public street, the street traffic will have the right-of-way; trail users will stop and yield to traffic on the public street. Signals will be provided that are either integrated into existing signalization or are activated by a trail user based on traffic studies conducted at trail street intersections. In some cases, however, overhead flashing yellow signals will be used to facilitate a safe crossing. Physical improvements to be considered for designing safe crossings where trails cross public streets are either trail improvements or street improvements. 72

73 Trail Improvements Consistency in design of the trail as it approaches an intersection is important to establish proper and safe use. The following improvements may be appropriate to alert trail users to be aware and concentrate on safely negotiating each street intersection. Warning signs of upcoming intersections should be placed approximately 400 feet before the intersection. Cross-rails forcing trail users to come to a full and complete stop before crossing the street. Stop sign along the trail placed approximately 10 feet from the edge of the street with a sign that indicates that cross (vehicular) traffic does not stop. Street Improvements Although improvements to streets at trail crossings will vary according to the particular characteristics of the intersection, certain features will remain consistent. Three different types of street crossing treatments should be considered in order to address the various at-grade crossing along the trail. Level One Crossings used on local roads and streets with a maximum of two lanes and speed limits under 40 mph should incorporate: Advance warning signs placed approximately 500ft. before the crossing and trail crossing or identification signs at crossing point. Crosswalk Pavement markings at crossing point Trail Xing markings on the roadway No Motor Vehicles signs placed facing the street at all trail intersections Level Two Crossings Used on roads and streets with a maximum of two lanes and speed limits should incorporate all Level One improvements plus: Overhead flashing yellow warning signal Level Three Crossings used on all roads and streets with more than two lanes and speed limits at or over 50 mph should incorporate all Levels One and Two components plus: Median refuge areas to allow trail users to cross one direction of traffic at a time (additional street right of way may be required). DNR Permits Trail routing and design may be affected by DNR permitting and regulations. Any proposed trail of bridge structure within the floodway of a river, stream, or creek, that has a drainage area larger than one square mile, requires a DNR Construction in a Floodway permit. A trail section and multiple bridges can be constructed under one permit; however each phase of construction requires a separate permit. A permit authorizing construction in a floodway typically takes 5-6 months to obtain and requires a $200 permit fee. Hydraulic modelling will be required to identify the impacts on the floodway. Boardwalk sections would also be covered under the permitting process. DNR would consider the foundation spacing, the amount of fill required and the overall impacts to the floodway in analyzing the permit application. Potential alternative materials that accommodate ADA requirements and multi-use paths should be evaluated 73

74 for use in sensitive environmental areas. Environmentally sensitive construction techniques should be considered for use in riparian zone and floodplain areas well known to be periodically inundated by water and/or contain high quality vegetation. These techniques may include the use of small, lightweight equipment as well as increased erosion and sediment control measures. Trail Signage Kokomo trail signs should be uniquely designed for people who walk and bike to provide the appropriate information and scale and to distinguish it from vehicular wayfinding. Signage should be developed as a system to provide a consistent experience for all users. A signage system includes sign types that fulfill specific functions. Each sign type should type could potentially have multiple messages, but the shape, material, and design should remain consistent. Establishing a set of visual standards (including typography, color, style, and material) supports wayfinding and reinforces the trail s brand. A successful wayfinding program requires that criteria be established early in the process to determine which destinations will be included on signage. This criteria becomes the basis for the wayfinding strategy. Prioritizing destinations is important for people who bike who can only take in a limited number of messages while riding. Destinations that have historic, cultural, or local significance should be considered for inclusion. Private or commercial entities are not recommended. However, proving street names along the way may help users find these establishments. Trail identification, maps, and rules should be provided at trailheads. You-are-here maps can be beneficial to trail users. For each sign location, map orientation should match the user s view while facing the sign. The trail should also be identified at community access points. The trail logo should be incorporated on trail identity signage, and should be consistent throughout the system. Kokomo Trails will serve as transportation for pedestrians and cyclists, and must include traffic control and regulatory signs. Following the MUTCD guidelines for shared-use paths, traffic control signs should be placed a minimum of 2 feet from the trail s edge. Sign panels should be mounted a minimum of 4 feet above grade. Panels would allow for multiple messages, including stop and yield. In addition to stops signs, street names should be provided at intersections with vehicular traffic. Where appropriate, signs may provide trail etiquette information such as (cyclist pictogram) LEFT (walker pictogram) RIGHT). Trail warnings or other traffic information should be provided as needed. Directional signs should be placed in advance of decision points. The nearest destination should be placed at the top. A maximum of three destinations should be displayed on this type of sign to facilitate wayfinding. Abbreviations may be required in some cases, and should be obvious as well as consistent. Destination signs should be used to identify points of interest upon arrival. Signs may provide information on both sides where appropriate. Mile markers help users to determine distance traveled throughout the system, and help facilitate emergency response coordination. Signs should be placed every ¼ to ½ mile, and should include trail identity or logo. The design team recommends each trail spur be names for wayfinding and location identification. 74

75 Miles should be marked from point A to Z along each trail spur, paired with two-letter trail codes to provide unique locations throughout the system (see examples below) Starting points for the respective trails are: Industrial Heritage Trail (IH): the intersection with the Walk of Excellence Walk of Excellence (WX): the intersection with the Industrial Heritage Trail Norfolk Southern Trail (NS): the connection with the Industrial Heritage Trail Markland Connector (MC): the connection with the Industrial Heritage Trail Defenbaugh Bike Lane (DB): Highland Park Trail to Reservoir (RS): Waterworks Park Park Avenue Connector (PA): Kokomo Beach Aquatic Center Interpretive signs could deliver information about historic, cultural, or ecological points of interest along the trail. Although graphics may be unique to a particular subject, the overall appearance should be consistent with the signage system. Locations would be driver by the subject matter. An online version of the trail map would support wayfinding as a supplement to signs. Interpretive signs could incorporate interactive elements such as quick-response codes (QR codes) to engage users on and offtrail. Site Furnishings In addition to signage, the design of trail network will include site furnishings to accommodate the need of trail users along the length of the entire trail. Amenities such as benches, informal seating areas, trash receptacles, and bicycle racks will be clustered together at major and minor trail heads as well as placed alongside the trail at regular intervals. Trail Landscaping A variety of vegetation, including significant mature trees, can be found along the trail corridors. The presence of this mature vegetation cover not only adds to the natural beauty of the trail experience but also, more pragmatically, minimizes the amount of new landscaping necessary to improve the appearance of the corridors and screening of the trail from undesirable views and adverse adjacent trail connections. In areas where the appearance of the corridors warrants improvement and no existing vegetation is present, planting of trees, shrubs, and ground cover should be installed to create a linear park effect along the trail. New planting should also be used to identify and improve trail access points. In addition, plantings should be used to screen certain land uses adjacent to the corridor (such as business service areas) and to separate the trail from other improvements within the right-of-way (such as parking lots). Native plant material, such as native grasses and wildflowers, should be planted where possible in an effort to keep landscape maintenance to a minimum and to maximize the ecological benefits of the plantings. Trail Lighting The Kokomo Trails System is intended for use during daylight hours only; therefore, it is not anticipated that the trail will be lighted. However, the installation of security lighting at trail heads, road crossings, bridges, tunnels, underpasses, and other activity areas should be considered as conditions warrant. 75

76 Active Transportation Plan Future Plans This section will outline the City s future plans for active transportation. This includes an agenda for future plans as well as goals and objectives specific to active transportation. 76

77 Agenda The City should determine how many utilitarian trips are made by bike and how much biking is recreational. If possible the City should determine how many bicycle trips are made by women, children to school, and other groups. The City should also determine how people commute to work including bicycling, walking, transit, or personal vehicle. The City should also seek to establish programs that encourage biking such as local businesses giving discounts to people who bike (following the Muncie model!). The City of Kokomo intends to make many improvements to benefit people who bike and walk in Kokomo. A Bicycle Program Manager/Liaison should be established to better coordinate bike and pedestrian issues. Additionally, Bicycle Advisory Committee meeting monthly should be established. Mixed use zoning, form based zoning, and design based land codes, as well as connectivity policies should be implemented There should be a bike Parking ordinance requiring businesses, density bonuses to developers providing bike parking, storage, or other end of trip facilities. Traffic calming measures should be taken in areas with high bike traffic. City should consider bike boxes and other forms of bike infrastructure. There should be a detailed plan for bike infrastructure maintenance. Engineers and Planners should take a FHWA/National Highway Institute Training Course. Detailed information about bike crashes should be kept. The City should establish a plan for reducing these crashes. The City should create targets for their complete streets goals to evaluate progress. The City should establish evaluation methods to determine the success of bike related projects. The City should also establish a plan to reduce traffic fatalities within 20 years (a vision zero policy) and a traffic safety plan. The City should also create an economic impact study of bicycling in Kokomo. Safe Routes to School coordination should be enacted and all schools should offer bike education including helmet safety. Other classes should be provided for all people to learn more about bikes including people who do not speak English and other diverse groups and specific classes for marginalized groups may be needed. Programs should be considered that would provide bikes and helmets to people with low-incomes. Share the road signs should be increased and more information should be provided about road safety and sharing with bikes. A program similar to the Portland, OR SmartTrips program should be created as well as a trip reduction ordinance. Increased mapping and route-finding resources should be provided. A dedicated bike month should be established with events for people who bike and events should be held throughout the year to encourage biking. The City may wish to consider the creation of a bike sharing program. The City should seek to encourage businesses to become League of American Cyclists designated Bicycle Friendly Businesses and a program should be established to support businesses to become more bike friendly. Additionally, the City should support biking at both Indiana University Kokomo and Ivy Tech and help these universities to become League of American Cyclists designated Bicycle Friendly Universities. 77

78 Long Term Goals and Objectives (Plan Development) Users and their safety The intent of the Plan is to create a network of bicycle and pedestrian routes for residents of all ages and mobility to bike or walk to their destination rather than taking their car. Choosing to walk or bike to work and run errands will ultimately reduce traffic congestion in the City and improve the health, fitness, and quality of life of Kokomo s residents. However, motivating people to walk or bike will require developing safe, convenient, and attractive facilities. Safety is a primary concern of people who walk and bike. This includes the safety of the physical design of the active transportation and trails system; safety from other users; and safety from becoming a victim of criminal activity. The American Association of State Highway and Transportation Official has published an excellent manual for on-street and offstreet bicycle and pedestrian facility design. Following these guidelines during the design of the active transportation and trails system should alleviate many of the safety issues. The Indiana Code recognizes bicycling as a valid form of transportation and as a result bicyclists travelling on the road must adhere to the same rules as motorists and that motorist must share the road with bicyclists. This means stopping at red lights and stop signs, yielding to pedestrians, and using appropriate turn signals Bicycle and pedestrian facilities that support a variety of ages, speed, and mobility such as multi-use trails have the greatest user conflicts. Basic etiquette for multi-use trails users may include: Stay to the right except to pass, Travel at a reasonable speed that is consistent and predictable, Look behind and ahead before passing, Give a clear warning sign before passing, or stopping, and Keep pets on a short leash. Regular patrol either by law enforcement or trained volunteers may be necessary to promote safety. Busy routes for commuters, park-and-rides, and trailheads may benefit from non-intrusive security or street lighting. Any landscaping adjacent to the bicycle and pedestrian facilities, park-andrides, and trailheads should be kept pruned to minimize hiding places for criminals. A well-designed active transportation and trails system will provide pedestrians and bicyclists with a network of bicycle and pedestrian facilities for commuting and recreation that are safe, convenient and attractive. Key Issues (Users and Safety) Participants in the key interest group interviews, public workshops, and the steering committee identified traffic congestion, connectivity, and personal safety as key issues for pedestrians and bicyclists. The following is a list of issues identified, People want to be out of their cars but conflicts with vehicular traffic and the lack of linked destinations prevents them from doing so. Sprawling development patterns and an increased volume and speed of cars decreases desire and ability to safely walk and bike. Parents drive children to school because there is a lack of safe sidewalks and bicycle and pedestrian facilities in many neighborhoods. People often have to drive to locations that are safe for recreational bicycling Bicycle and pedestrian facilities 78

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80 established for commuting need to be easy to navigate and efficient. Separate pedestrian, bicycles and cars where possible. Education and enforcement of rules of the road is needed for both motorists and bicyclists. Volume and speed of vehicular traffic is a major barrier for cyclists and pedestrians. Clearly marked routes, especially at intersections, are needed to lessen conflict for pedestrians, bicyclists, and motorists. Objectives (Users and Safety) 1. Create bicycle and pedestrian facilities that are safe: Where possible, use sidewalks, side-paths and multi-use trails to physically separate pedestrians and bicyclists from traffic. Designated bicycle lanes, signed bike routes, and side-paths should be designed to safely accommodate bicyclists. Incorporate signage at key points, especially intersections and mid-street crossings to remind users and motorists of the rules of the road. 2. Create routes that are as direct as possible: Routes that are more accessible and direct for pedestrians and bicyclists will encourage more people to leave their car at home for short and frequent trips. 3. Clearly mark individual routes and the overall system: Each route and intersection in the system must be clearly marked with signs and striping. Pedestrians and bicyclists should be able to easily distinguish if they are on a designated bicycle and pedestrian facility. Develop themes for key thoroughfares such that users can refer to a segment of bicycle and pedestrian facility by name or unique features and clearly identify it from other routes. 4. Conduct regular educational and awareness programs for users: Provide educational programs and events which lead to greater awareness of the system. Provide incentives for individuals who commute using active transportation and disincentives for motorists. 5. Prepare bicycle and pedestrian facility maps and make them available to the public: Clearly identify City-wide bicycle and pedestrian routes in addition to trailheads. Trailheads should be coded as to what amenities are available (i.e. public restroom, storage, etc.). Clearly mark park-and-ride locations and public transit stops. 6. Collect and analyze accident and crime data: Track accident reports relating to bicyclists or pedestrians versus cars, and bicyclists versus pedestrians. Areas that have repeated accidents will need to be reviewed for redesign or installation of additional safety measures. Track criminal activity on bicycle and pedestrian facilities. Such statistics should indicate criminal activity along routes will be significantly less than elsewhere in the community. The information will prove valuable if the City is being challenged publicly on safety and security issues. Connectivity Determining where routes for the active transportation and trails system should be located and which type of facility to implement is dependent on several factors. 80

81 These factors include, Identifying key destinations Determining type of bicycle and pedestrian facility and user needs Developing creative solutions to overcome existing obstacles such as street width, traffic volume and speed, comfort of user, intersections, turn lanes, and bus stop blisters. Key destinations are places people want or need to get to. These may include: school, work, shopping, parks, entertainment, and transit stops. The intent of the Plan is to better connect such key destinations with bicycle and pedestrian routes in an effort to lessen the number and frequency of vehicular trips. The type of facility for people who bike and walk that is implemented will be determined by proximity to key destinations, land ownership, and the needs of the proposed users. Bicyclists and pedestrians have varying levels of confidence and reasons for using the active transportation and trails system. Experienced bicyclists who are comfortable riding with traffic will benefit from on-street bike lanes or signed routes. Whereas users interested in recreational benefits or are less confident interacting with vehicular traffic will enjoy side-paths and multi-use routes. End of route facilities, such as showers and lockers, for daily commuters and ample secure parking at key destinations will encourage more individuals to ride and walk instead of taking their car. Each proposed route of the active transportation and trails system will require careful consideration of the most efficient route to connect key destinations as well as the needs of pedestrians and bicyclists. Bus transit has grown in Kokomo and ridership has increased. In 2014 Kokomo Transit ridership was 403,000 riders per year with the bus operating free of charge for riders. Each Kokomo Transit bus is equipped with a bike rack. The system works well for individuals who don t want to fight traffic during their commute but want some flexibility and mobility close to their destination. Key Issues (Connectivity) Much of the discussion on implementing an active transportation and trails system focused on the importance of connecting key destinations as well as the types and locations of bicycle and pedestrian facilities. Locate a hierarchy of routes based on speed and volume of users as well as vehicular traffic. Locate routes within City-owned parcels, street rights-of-way and utility easements to the greatest extent possible. Provide safe connections to schools, parks, residential, and commercial areas. Connect hotels, the convention center, and attractions with routes for visitors. Promote opportunities to connect arts, culture, and recreation. Link City routes with good routes in the county to attractions throughout the area. Destinations including retail, residential, schools, recreation, and businesses need to be interconnected and connected to downtown. Use alleys, less congested roads, and duplicate roads. Develop routes in the City for transportation and routes outside Kokomo for recreation. Model future park-and-ride locations after the success of Bryan Park. Enhance the facilities for people who bike and walk with public art. 81

82 Objectives (Connectivity) 1. Establish a network of convenient, safe, and well-designed active transportation and trails systems that connect key destinations throughout the City. 2. Establish an Active Transportation and Trails System Coordinator: Dedicate at least one City staff person within Planning or Public Works to coordinate and facilitate public, private, and nonprofit bicycle and pedestrian projects. Such coordination will ensure successful implementation of the Active Transportation and Trails System Plan. 3. Link key destinations: Determine and prioritize key destinations for people who bike, walk, or use transit. Good connectivity is essential to the success of the Plan. Land use patterns will dictate how successful linking these destinations will be. Dispersed lowdensity development is much harder to connect than compact, mixed-use developments. Determine and prioritize key destinations for recreational paths. Residents are more likely to travel longer distances for recreational purposes. Design such routes for a variety of experiences and accessibility for all ages and mobility levels. Part of the recreational experience should be the route itself, not the end destination. 4 Establish a hierarchy of bicyclist and pedestrian routes: Design pathways to accommodate the volume and speed of users. For on road facilities, take into consideration the speed and volume of adjacent vehicular traffic. 82

83 83 Establish a hierarchy of pathways that include local, collector, and arterial routes. The hierarchy should complement the system identified for the roadway network. An example of an arterial route would be an on-road facility such as a bike lane. These routes carry the fastest and most experienced users who are comfortable riding with vehicular traffic. Local and collector routes may be bike lanes on less travelled roads or off-road pathways such as side-paths and multi-use trails. These routes still provide good connectivity but the speed of the user can be much slower. 5. Establish a land acquisition program for active transportation that is equivalent in importance to roadway construction projects: Desired routes for multi-use trails may fall outside of the City s utility and drainage easements thus restricting important linkages between key destinations. Where possible, the City should purchase desired parcels of land to develop facilities for people who bike and walk. All railroad property and right-of-way shall be a high priority for land acquisition and trail construction. The City shall adopt policy that will attempt to develop trail systems in cooperation with willing land sellers. In the event that an agreement cannot be reached, the City will exercise its authority of eminent domain, which shall be used as a last resort for the purpose of completing the goals of the Plan. Land acquisition and trail construction issues will be considered and addressed as a matter of course in connection with all proposals for land development. Relevant City ordinances and regulations will be amended to reflect the policy. 6. Provide secure bike parking Establish secure parking areas at key destinations, such as employment centers, schools, transit stops, and parkand-rides. Provide options for secure, short-term or long-term parking. Ideal parking facilities for bike commuters should be covered, safe, and well-illuminated. Provide incentives to developers and land owners to incorporate secure bicycle parking facilities into their parking lots and developments. 7. Promote bike racks on public transit vehicles: Encourage bicyclists to use the racks on the front of City buses. This is an ideal system for commuters who don t want to bike with the street traffic but want the freedom and mobility close to their destination. Provide educational and public service programs for bicyclists to make them more comfortable using transit bike racks. 8. Encourage businesses to participate and assist with plan implementation: Provide incentives for employers to encourage their staff to bike, walk, or take public transit to work. This may include recognitions like Commuter of the Month or cash in lieu of a prepaid parking pass. Encourage employers to invest in end of- trip facilities such as a shower, changing or locker room, and a secure place to lock their bikes. Maintenance A well maintained active transportation and trails system will provide commuters and recreational users the confidence they need to leave their cars at home and safely use the bicycle and pedestrian routes on a regular basis. Long-term maintenance

84 issues such as drainage and sight distances should be addressed during the design of the active transportation and trails system. Regular maintenance may include: Inspecting and replacing bicycle and pedestrian facility and roadway signs Repairing cracks and holes in bicycle Sweeping routes to remove loose gravel, sand, garbage, leaves, etc. Removing dead or dangerous tree limbs and regular pruning of vegetation along the bicycle and pedestrian facility Removing snow and ice Documenting regular inspections to limit risk and liability. Ownership and maintenance of the active transportation and trails system will be the responsibility of the City of Kokomo. Maintenance of bicycle and pedestrian facilities within the road right-of-way including bike lanes, side-paths, connector paths, and sidewalks will be the responsibility of the Public Works Department whereas the off-road multi-use paths will be the responsibility of the Parks Department. The City may wish to explore a cooperative maintenance plan with land owners adjacent to the bicycle and pedestrian facility to monitor and report maintenance problems. Planning and development of the active transportation and trails system will be a joint effort of Planning, Parks and Public Works. Key Issues (Maintenance) Participants in the key interest group interviews, public workshops, and the steering committee agreed that regular maintenance of bicycle and pedestrian facilities is critical for daily commuting and recreational use. Manage bicycle and pedestrian facilities as dawn to dusk operations similar to parks except in urban areas where lighting may be appropriate for the safety of daily commuters. Police patrol on bikes only in downtown area. Remove snow, sand, and other debris on heavily travelled side-paths and bike lanes. Develop better paint/stripping on bicycle and pedestrian facilities and crosswalks. Encouraging neighborhoods, businesses, service organizations, etc., to adopt-a-trail and maintain sections of the bicycle and pedestrian facility. Objectives (Maintenance) 1. Maintain and upgrade the active transportation and trails system on a regular basis so it is safe and accessible for bicycle and pedestrians users throughout the year. 2. Maintain condition of pathways: Ensure that pathways are regularly cleared of debris and obstacles that may restrict mobility of users. This may include snow, sand, garbage, leaves, and standing water. Regular maintenance of the active transportation and trails system encourages commuters to use the system on a daily basis Maintain the surfaces of pathways for ease of the handicapped, elderly, baby strollers, and children Inspect surfaces, curbs, ramps, barriers, signage, and warning lights regularly to ensure the safety of users Consider a joint maintenance program with adjacent landowners similar to that of the existing sidewalk program 3. Maintain visibility of routes: Ensure that routes are clearly marked with durable paint and good signage 84

85 4. Routes should be visible to bicyclists, pedestrians, and motorists. Good visibility and increased awareness reduces conflicts between the various users and motorists particularly at intersections and crosswalks: Maintain good site clearance along routes. Bicyclists, pedestrians, and motorists need to be visible at critical points of the system such as intersections, grade changes, and blind corners. 5. Upgrade segments of bicycle and pedestrian routes: Improve segments of routes that have significantly increased in demand. 6. Overcrowded bicycle and pedestrian facilities, especially multi-use trails, can become dangerous and less enjoyable for users. 7. Maintain records for tracking and budgeting maintenance needs: Track maintenance costs per mile for each type of bicycle and pedestrian facility to determine differing annual maintenance expenditures between side-paths versus on-street bike lanes. Track the maintenance cost of amenities or special features, such as trailhead parking lots and restrooms. Special features may also include bridges or vegetation along the bicycle and pedestrian facility. Environment Multi-use trails can successfully be incorporated into trails without destroying the environmental integrity of a natural corridor. In many cases, increased visibility of trails by bicyclists and pedestrians can promote preservation, management, and a 85

86 greater appreciation for these environments. However, in urban areas, with limited green space, trail development can have a significant impact on wildlife habitat. A typical multi-use trail may have only ten feet of hard surface but an additional ten feet on either side may be groomed or cleared for the safety and visibility of users. Construction of the bicycle and pedestrian facility can influence existing drainage, soil composition, and plant material. Individuals who wander off the trail with their pets have even a greater impact on natural areas. With this in mind, natural areas and waterways should be buffered from the trail and trail users. Providing controlled access vistas or look out points should discourage additional traffic through natural areas. Interpretive signage will promote education, awareness, and stewardship among trail users. Key Issues (Environment) Reduce traffic congestion, air, and noise pollution Reduce parking lot requirements to allow smaller parking lots and less impervious surface Use trails to protect open space, wildlife habitat, and mitigating flood problems along rivers and streams Restore riparian corridors along Clear Creek and proposed Jackson Creek trails Objectives (Environment) 1. Promote and enhance the integrity of the natural environment through the sensitive development of trails and trail corridors. 2. Establish trails along major streams and tributaries: Maintain the natural filtration and storage capacity of riverine environments. Streamside forests and natural wetlands act as filters, trapping harmful, nonpoint source pollutants before they reach the waterway. Remove invasive and noxious plants and replace with native trees, shrubs, and herbaceous species. Native species can tolerate local conditions and, as a result, have a better survival rate. Maintain and enhance riparian corridors. Streamside forests provide a critical interface between upland development and the sensitive riverine environment. Wildlife depends on these green corridors for food, water, shelter, and breeding. 3. Require environmentally sensitive design techniques and materials for trail construction and placement: Reduce compaction of soils in natural areas with small machines or hand operated equipment. Require pervious paving materials to be used on trails in natural areas. Finely crushed gravel or pervious pavement will establish a hard surface for mobility while allowing some filtration into the soil. Reduce the standard size of trails in natural areas to minimize the area disturbed for trail development. Design the trail system to complement the existing terrain and vegetation. 4. Provide opportunities for users to explore natural areas off the trail: Establish designated areas where users can venture off the hard-surfaced trail and enjoy the natural setting of hills, rocks, trees, and water. 5. Design informational signage on trails: Take advantage of opportunities to educate users with attractive signage and theme trails. This should emphasize the importance of streamside forests 86

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88 for wildlife habitat, water and air quality enhancement and protection. 6. Protect trails from overuse, misuse, and abuse: Maintain data on the condition and number of users on multi-use trails. Overuse, misuse, and abuse of the bicycle and pedestrian facility and surrounding areas will degrade the quality of the natural resource. 7. Encourage neighboring landowners to participate in restoration practice: The Community Wildlife Habitat Program/Wild City Initiative is a program sponsored by the National Wildlife Federation. The purpose of the program is to encourage landowners to allow their property to return to a more natural state. Ultimately resulting in less use of herbicides, pesticides, powered lawnmowers while creating better habitats for wildlife in urban settings. Participating landowners could significantly enhance the trails efforts of the city with their participation Economic Development Active transportation and trails systems provide economic development opportunities for local businesses. Businesses that cater specifically to the needs of pedestrians and bicyclists such as sales, repair, specialty clothing and outfitting will certainly benefit from a well-designed active transportation and trails system. Other non-related businesses like restaurants, coffee shops, shopping, entertainment, and convenience stores will also benefit from the increased bicycle and pedestrian traffic. As with the success of any business, location is the key. Businesses should take advantage of their proximity to the bicycle and pedestrian facilities. If they are not located directly on a route, attractive signage should be used to draw people who walk and bike off the designated facility toward their business. Employers and business owners in proximity to the active transportation and trails system could make themselves more attractive to prospective employees by extending bicycle and pedestrian facilities to their building. Large corporations looking to relocate often factor in proximity and abundance of open space and recreational opportunities into their decision-making process. An active transportation and trails system can enhance the City s overall quality of life and its ability to attract and retain residents, businesses, and industry. Key Issues (Economic Development) Promote commuter and recreational related businesses in proximity to bicycle and pedestrian facilities Provide safe access for bicyclists and pedestrians to businesses along designated routes Use appropriate signage to advertise businesses in proximity to the bicycle and pedestrian facilities Encourage commercial and employment centers to extend bicycle and pedestrian routes to their facility Objectives (Economic Development) 1. Promote the active transportation and trails system as a distinguishing feature of Kokomo to attract and retain quality residents, businesses, and industry. 2. Enhance the local economy by reducing commuter costs and increasing property values: Strengthen the development of commuter and recreational related businesses in proximity to bicycle and pedestrian routes. 3. Market the system to retain and attract businesses: Ensure connections are made to existing commercial and business centers. Routes for commuting and recreation have a 88

89 89 positive effect on the local quality of life and livability of the community. Consider linkages to proposed commercial and business areas. Active transportation and trails routes are an effective marketing tool to attract new businesses and employees. Tourism A convenient, safe, and well-designed network of bicycle and pedestrian facilities can boost the local tourism industry. Kokomo has a rich bicycling history. However, bicycle tourists sometimes have difficulty finding their way around the City safely. An active transportation and trails system will greatly benefit visitors interested in exploring Kokomo by foot, roller blade, or on a bike. Safe and convenient connections should be made to key tourist attractions such as Downtown, hotels, restaurants and shopping as well as rental and safe storage facilities for bikes and bike ride s belongings. This will boost bicycle and pedestrian tourism opportunities in Kokomo. Key Issues (Tourism) Market the proposed loop around the City as a potential tourism attraction. Develop themes for each route which tie into Kokomo s unique history, geology, and notable landmarks. Bicycle and pedestrian facilities are excellent for targeting the eco-tourism market. The image of Kokomo as a bicycle friendly community and the reality of that perception are not the same. Key destinations to link for tourism include: hotels, restaurants, shopping, and entertainment Objectives (Tourism) Add paths to the commuter system to cater to distance cyclists, family vacations, adventurists, naturalists, and other tourism focused groups. Continue to market Kokomo as a bike friendly community to attract visitors: Provide connections to safe county roads in Howard County for distance cyclists. Identify well-marked routes specifically for tourists. Establish themes along each route: Market the unique local history, geology, and notable landmarks. Themes are an effective way to create interest and opportunity to educate visitor and residents using the active transportation and trails system. Use bicycle and pedestrian facilities to link and support tourist destinations: Connect key tourist destinations including hotels, downtown attractions, restaurants, entertainment, and shopping areas. Funding Funding an active transportation and trails system can be an expensive and time consuming endeavor. Land acquisition, design, construction and maintenance of the bicycle and pedestrian routes are some of the most significant costs associated with bicycle and pedestrian facilities. The Plan has identified numerous routes throughout the City. Once the routes are built, these routes will successfully connect key destinations and allow for the safe and efficient movement of bicycle and pedestrians throughout the City. In order to get people out of their cars and using bicycle and pedestrian routes for commuting and recreation, additional funds may be needed to build as many connections as possible in the shortest amount of time. Creative solutions to funding can be found with collaboration

90 and cooperation of public funds as well as private donations. Some potential funding sources include: Federal programs for transportation, community development and conservation, Programs for recreation, transportation, conservation and water quality, Local taxes, impact fees, bond referendums, capital improvement programs, and Private participation through land trusts, foundations, local businesses, generous individuals, and volunteers. Some more creative ways to fund development of segments of the active transportation and trails system may include: Money from equipment rental for bicycle and pedestrian facility users (roller blades, bicycles, strollers, etc.), Sell sponsorship for popular, welltravelled stretches of the bicycle and pedestrian facility, and Use the network of routes for a competitive recreational event and charge an entrance fee. Creative thinking and cooperation among private and public interests will help to successfully build the active transportation and trails system in a shorter time period. Issues and Goals (Funding) Explore all available federal, state, local, public, private, and nonprofit funding options. Combine smaller grants and funds from various City departments and local organizations for bicycle and pedestrian projects. Seek donations from private individuals and organizations. 90

91 Incorporate bicycle and pedestrian projects in all applicable INDOT road project proposals. Research available environmental funds especially for routes along waterways or through vacant or underutilized properties. Incorporate funds to pay for public art along routes or at trailheads in funding requests. Objectives (Funding) 1. Fiscally plan for the development and maintenance of an active transportation and trails system and place its funding priority equal to that of roadways. 2. Identify and track funding opportunities: Maintain a database of local, state and federal funding opportunities. 3. This would include public, private, and nonprofit donors. It may be advisable to dedicate a portion of the Active Transportation and Trails Coordinator s time to conduct research or hire a professional grant writer to conduct the research, due to the time and effort involved. Explore funding opportunities that are indirectly related. For example, land purchased or placed in an easement to control flooding could provide linkage opportunities for the active transportation and trails system. 4. Maintain a constant funding source to aid with implementation: Ensure the City Council and department budgets include annual contributions to develop bicycle and pedestrian routes throughout the community. 5. Coordinate local projects: Coordinate funds from smaller projects to develop a larger, and better, portion of the system. This may require consolidating funds from multiple City departments and possibly the county. Coordinate various City departments 6. Capital Improvement Projects (CIP) to include active transportation and trails as a priority. Explore partnerships with local nonprofits or private corporations. These groups may have projects that directly relate to the City s plans. Such groups may have access to funds not available to public organizations. 7. Incorporate bicycle and pedestrian facilities in all applicable roadway projects: Coordinate future roadway construction and improvement projects with priorities of the active transportation and trails system. Establish a system to measure the volume of bicyclist and pedestrian use on a regular basis. Incorporate these numbers into the calculations used to determine funds needed for road improvement and construction projects. 8. Concentrate funds to maximize results: Identify segments of the community that could benefit the most from an active transportation and trails system. This could include a residential area with school-aged children with no means to safely walk to the neighborhood school. Coordinate funds and participants to develop a focused number of key linkages of the active transportation and trails system as opposed to creating several small, insignificant and unconnected routes. 91

92 Action Steps The development of a comprehensive active transportation system in The City of Kokomo will occur over time, as land uses evolve, public interest and support is generated, and resources become available. The intent of the Howard County Active Transportation & Trail Plan is not to outline specific projects with firm deadlines, but rather to present a vision for the County where resources and efforts can be concentrated to achieve success and, therefore, build momentum for initiatives and overall support for active transportation in the community. Develop rail trails that connect Howard County to other major area trails. As the County seat, center of commerce and home to the majority of County residents, connection to and from Kokomo is critical to a successful, comprehensive, and utilized active transportation system. When opportunities become available to make a link between and among existing systems or to important destinations, efforts and resources should be directed towards this approach. This supports one of the three overarching concepts of this plan connectivity. Develop Road improvement opportunities for recreation and transportation. This Plan provides both recreational and transportation opportunities. The active transportation network will provide greater access to more residents who wish to bike or walk for recreation or transit to work, school, shopping, and other daily needs and uses. Capitalize on private development opportunities. New residential and commercial developments oftentimes include sidewalks for internal pedestrian use. While this is important, it is just as important to provide external active transportation options on the perimeter of these developments. This helps with the development of a comprehensive, connected system. Incorporate active transportation facilities in a private development for two major reasons: 1) it shifts the costs of a public amenity away from residents, and 2) economies of scale, it is cost effective for a side-path to be paved the same time the equipment and materials are on site for the parking lot paving. Connect destinations to residential areas. Children living in close proximity to a school, library, park, or educational campus should have the opportunity to walk or bike to these destinations. Not only does this promote a healthy lifestyle from an early age, it also encourages social interaction among children and allows children to become more aware of their communities. In July 2005, Congress approved $612 million for a new Safe Routes to School (SR2S) program as part of the federal transportation bill. This funding will benefit elementary and middle schools and will be distributed to the states over a five-year period. On average, Indiana will receive more than $2 million annually to fund SR2S efforts over the next five years. The Indiana Department of Transportation (INDOT) will distribute funding to state, local, and regional agencies to implement SR2S efforts. Projects eligible for SR2S funding include construction of new bike lanes, pathways, and sidewalks and educational and promotional campaigns. Howard County Commissioners and Howard County Council should issue a resolution in support of the Active Transportation & Trail Plan and the Safe Routes to School (SR2S) program and encourage County school systems to participate in the annual international Walk and Bike to School. 92

93 Enhance existing district opportunities. Districts comprise more than two relational land uses that can benefit from active transportation linkages. Several historic and emerging districts are identified and located on the Vision Plan diagram, each with the potential of becoming an active transportation district. For example, rural historic centers throughout Howard County were once the hubs of social and economic activity for communities. The foundation of these historic places remains, as does the potential for each to resume its destination status and become a district. The designation of these centers supports and builds upon the research and work programs outlined in the rural community plans. Through site planning mindful of the active transportation vision articulated in this plan, newer commercial or mixed-uses developments within close proximity, defined as five-minute walk or ten minute bike ride, to related uses offer the opportunity to reduce vehicular traffic and generate pedestrian and bicycle activity within as well as external access to the district. 93

94 Active Transportation Plan Conclusion The Active Transportation and Trails System Plan provides the City of Kokomo with direction for developing a network of bicycle and pedestrian facilities throughout the City. The intent is for the Plan to be used for both long-term and daily decision-making. The Plan is complemented by a Strategic Plan and Design Guidelines. The Plan identifies several benefits of developing an active transportation and trails system including: Reduce traffic congestion, Provide accessibility for non-drivers, Enhance the community s overall quality of life, Improve the community s health and wellness, Provide opportunities for economic development and tourism, and Protect the natural environment. 94

95 The City of Kokomo is ready for an active transportation and trails system. Vehicular traffic has been increasing at a much higher percentage than the population growth rate causing significant congestion and parking problems throughout the City. To its benefit, Kokomo is a vibrant City with a strong environmental awareness and, for the most part, a compact urban development pattern. The Active Transportation and Trails System Plan identifies long-range goals and objectives that are intentionally vague in nature to allow for flexibility and adaptability as needed over the next ten years. These goals and objectives are: Increase opportunities for bicyclists and pedestrians to safely and efficiently commute and recreate throughout the City. Establish convenient, safe, and welldesigned active transportation and trails system that connect key destinations throughout the City. Develop a fiscal plan to construct and maintain bicycle and pedestrian facilities. Maintain and upgrade the active transportation and trails system on a regular basis so it is safe and accessible for bicyclists and pedestrians throughout the year. Promote and enhance the integrity of the natural environment throughout the City and fringe area. Promote the active transportation and trails system as a distinguishing feature of Kokomo to attract and retain quality businesses and residential development. Add bicycle and pedestrian routes to the commuter system which cater to distance bicyclists, family vacationers, adventurists, naturalists, and other tourism-focused groups. The success of the Plan will be measured annually based on the completion of projects identified in the Strategic Plan. The Active Transportation and Trails System Plan cannot be viewed as a static, set in stone series of ideas or projects. For the Plan to be effective it must be reviewed, evaluated, and when necessary updated to reflect changing trends, outlooks, and thinking in the community. In doing so, Kokomo can collectively reduce resistance to active transportation and develop a network of bicycle and pedestrian facilities that take advantage of opportunities and avoid potential pitfalls. 95

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97 97 Active Transportation Plan Appendix

98 Curent Bike Level of Service 98

99 99 Curent Bike Level of Service (expanded view)

100 Streets wide enough for bike lanes (estimate) 100

101 101 Focus group responses for existing level of service

102 Focus group responses for key destinations 102

103 103 Focus group responses for dangerous intersections