HomeMy WebLinkAbout1995 Comprehensive Bicycle & Pedestrian Trail System Plan - NAC OF
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COMPREHENSIVE
BICYCLE
&
PEDESTRIAN
TRAIL
SYSTEM
PLAN
JUNE
I 9415
ACKNOWLEDGMENTS
Oak Park Heights/Baytown Township Trail Committee
Janet Robert
Dean Kern
Paul Plaster
Frank Shusterich
Stephen Foley
Elizabeth Buckingham
Joe Lux
Oak Park Heights Mayor & City Council
Mayor Barbara O'Neal
Janet Robert
Dean Kern
Dave Schaaf
Mark Swenson
Oak Park Heights City Administrator
Michael Robertson
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
i
RESOURCES
Trails for the Twenty-First Century: Planning, Design &
Management Manual for Multi-Use Trails.
Edited by Karen-Lee Ryan, Rails-to-Trails Conservancy.
Written by Charles A. Flink, Peter Lagerwey,
Diana Balmori, and Robert M.Searns.
Published by Island Press, Washington D.C., 1993
Recreation, Park & Open Space Standards & Guidelines.
Edited by Roger A. Lancaster.
Written and Published by the National Recreation & Park Association.
Alexandria,VA, 1983
Park Planning Guidelines, Third Edition.
By George E. Fogg.
Written and Published by the National Recreation & Park Association.
Alexandria, VA, 1981
Time-Saver Standards for Landscape Architecture.
Co-edited by Charles W. Harris & Nicholas T. Dines.
Published by McGraw-Hill Book Company.
New York, 1988
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
ii
CONTENTS
Introduction I
City Council Goals
Park & Trail Inventory 4
Existing Parks 4
Existing& Proposed Park Components Chart 6
Park Guidelines &Classification System 1
Existing Trails II
Issues Identification 12
Planning Issues 12
Trail Issues 14
Acquisition Issues 15
Development/Maintenance Issues 16
Recreation System Policies 17
System Policies 11
Acquisition Policies 18
Programming/Development Policies 19
Facility Purpose& Design 21
Maintenance&Operation 23
Public Relations &Community Issues 23
Recreational Facilities Masterplan 24
Multi-Use Trail System 24
On-Street Trails 25
Grade-Separated Trails 25
Overland Trails 25
West Oak Park Heights Trail System Map 26
East Oak Park Heights Trail System Map 27
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
iii
Proposed Multi-Use Trail Routes 30
State Highway 36 Corridor 30
Oakgreen Avenue 31
Osgood Avenue 32
NSP Powerline Easement 33
Western Oak Park Heights 33
Central Oak Park Heights 34
Northeast Oak Park Heights 35
Southeast Oak Park Heights 36
Trail Planning & Design Guidelines 38
Composition 38
Slope 38
Spatial Values 39
Intersections 39
Recreational Needs 40
Adjacent Land Uses 40
Adjacent Land Owners 41
Design Standards 42
Trail Design 42
Handicapped Access 43
Trail Width 43
Slope 44
Surfacing 44
Maintenance 45
Support Facilities 45
Landscaping 46
Implementation 47
Land Acquisition 47
Park &Trail Dedication Fees 47
Funding Options 48
Capital Improvement Planning 51
1995 Trail Priorities 52
Community Education 53
Signage 53
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
iv
INTRODUCTION
In the past several years, Oak Park Heights has been experiencing a significant expansion in residential and
commercial/industrial growth throughtout the community, as has the region surrounding it. The increased need and
desire for recreational facilities,namely parks and trails,which goes along with population growth has been increasingly
evident among City residents. Up until this time and throughout much of the City's history,trails and sidewalks were
neither planned nor implemented by the governing bodies and this was looked upon as a positive deviation from the
block-by-block system of sidewalks which is commonly found in early platted communities and a way to maintain a
certain level of privacy among neighborhoods.
While this philosophy may have been appropriate at the time, many existing factors prevalent within Oak Park Heights
today create a very different picture. The lack of City-wide access to existing/planned park areas and connection to
surrounding communities and regional recreational facilities top the list of major concerns. Additionally,the City is
bisected by two state highways as well as several other arterial and collector streets, which have seen continually
increasing traffic volumes. These traffic corridors create a physical separation of neighborhoods and commercial/
industrial areas and greatly impede residents' ability to traverse from one part of the City to another on foot or bicycle.
In light of the imminent Highway 36 realignment and upgrade,the need to preserve and /or promote pedestrian and
bicycle routes and street crossings has become the focus of recent planning and development activities.
As a starting point, a Trail Committee was formed to investigate the problems/obstacles and provide recommendation
as to the opportunities/solutions for trail establishment, both in the short and long term. The Trail Committee is made
up of Oak Park Heights City Council members, City residents, members of the adjacent community of Baytown Township,
and Washington County Public Works staff. The City Council held a special workshop on 13 February 1995 to identify
potential goals and trail connections that they would like to see addressed by the Trail Committee in association with
Northwest Associated Consultants, Inc, outlined as follows:
Link all parts of Oak Park Heights internally as well as to neighboring communities by a MAIN GOAL
safe and convenient multi-use trail system which incorporates many different users and
trail locations/types.
Link Oak Park Heights to Stillwater and Bayport by way of MnDOT's proposed trail on NORTHERN
Highway 95. OAK PARK
HEIGHTS
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
Link Sunnyside to MnDOT's trail and to the proposed Stillwater park on the existing Aiple NORTHERN
Marine property. OAK PARK
HEIGHTS,
Link Sunnyside to the bluff area by way of Lookout Trail. continued
Find a way to link Lookout Trail to the west via County 23, proposed frontage road,or
62nd Street.
Provide access from the homes north of 62nd Street and east of Osgood Avenue to the
area south of Highway 36 using either trail along 62nd, Oxboro Avenue, or possible re-
opening of Panama Avenue.
Link the homes west of Osgood Avenue to the south and east and define the best trail
route along one or both sides of Osgood Avenue.
Link Lower Oak Park Heights (eastern residential neighborhoods) on the south side of EASTERN
59th Street to the rest of Oak Park Heights via a potential connection across the NSP OAK PARK
Waste Disposal Facility to the frontage road where it dead-ends at Club Tara. HEIGHTS
MnDOT should provide a bike trail along the south side of Highway 36 from Club Tara
to Osgood Avenue.
Provide easy access to the Holiday Gas Station at the southeast corner of Osgood Avenue EAST OF
and Highway 36 for the residents of this area to convenience food shop; potentially via OSGOOD &
internal traffic circulation using Osman Avenue, going behind Rapid Oil Change and SOUTH OF
linking this to Greenbriar Apartments and Valley View Estates. HIGHWAY 36
Find a way for Valley View residents to access Valley View Park's developed area by way of
a paved trail coming out to Osgood Avenue and going in by way of 56th Street.
Provide access for those residents east of Osgood Avenue to safely cross Osgood Avenue and
access the mall, Swager Park,and Brekke Park.
Define which side of Osgood Avenue is better for a trail and where the designated
crosswalk(s) should be south of Highway 36.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
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Utilize the NSP easement as an east-west link through the City. Explore using the mall NSP EASEMENT
parking lot as a link and evaluate the potential impacts to the parking lot. Address the
issue of pedestrians and bicyclists using the mall entrance at the same time as vehicles.
Connect the Pondview Condominiums at the southwest corner of Highway 36 and Oakgreen OAKGREEN
Avenue to the rest of the community. AVENUE &
VICINITY
Connect the NSP easement trail with the frontage road intersection at Oakgreen Avenue.
Connect the NSP easement trail with the entrance for the proposed 58th Street and the trail
along Oakgreen Avenue to the south (note: Baytown residents on that stretch of Oakgreen
Avenue are opposed as they do not want to lose their front yards).
Investigate the possibility of crossing Oakgreen Avenue at the NW easement/frontage road
intersection and continuing further west in the narrow strip of land known as Registered
Land Survey No. 114,Tract A,then cut south to connect with 58th Street.
Study the need for trail(s) along one or both sides of Oakgreen Avenue.
Determine whether 58th Street or some other location such as 55th Street is the best place
to cross Oakgreen Avenue.
Define whether trails along 58th Street will adequately serve the annexation area between
Oakgreen Avenue and the high school.
Link Baytown Township with the proposed annexation area park and connect the park and
high school to all surrounding area communities.
The City approved MnDOT's conceptual plan to rely upon 58th Street as the primary off- FRONTAGE
road trail area west of Oakgreen Avenue. Evaluate the proposed eight foot berm which ROADS
could someday be used for Trail construction at the City's expense.
Define where trails should be along the entire length of Highway 36 frontage roads.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
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PARK & TRAIL INVENTORY
The first step in determining the needs of the City's recreational system is the identification of the existing conditions.
The existing park and trail facilities were identified through site inspections by City Staff, Park Board members, and
planning consultants. This identification process included both location, size and physical amenities of the facility in
question, as well as the condition and level of development of the facility, both of which may affect eventual use of the
park or trail sites. The items inventoried for each facility were gathered with the goal of being able to place the parks
and trails in the context of a system of recreational opportunities. The baseline data provided in this effort helps the City
to understand how its park and trail facilities fit together, and provides the information necessary to identify gaps or
areas of need.
The City of Oak Park Heights currently contains four parks, each varying in size, location, EXISTING PARKS
and service. Existing parks play an important role not only in their overall recreational
benefit to the residents of Oak Park Heights but as a crucial destination point directly
related to the establishment of trails. All are interrelated and each portion from the park
land itself all the way down to a single picnic table or foot of trail plays an important role
in completing a recreational link,therefore adding to the comprehensive system.
Valley View Park is the largest park within the City and is intended as a city-wide passive
park for hikers, picnics and nature. It is viewed by the City as a very unique and positive
amenity in the community given its dense vegetation,variation in topography,wetlands,
historic farm site, and array of existing and potential uses. In view of the Comprehensive
Trail System Plan, the park could provide an important link between the lower (east)
portion of the City and Osgood Avenue (via its entrance drive, and/or through Brekke
Heights or Valley View Estates residential subdivisions).
Brekke Park is a high quality, intensively utilized City park intended as an active area for
field games and childrens playground area for toddler age and older. It is located adjacent
to State of Minnesota land controlled by the Department of Natural Resources and
Department of Transportation and serves as a neighborhood park for residents in the south
central portion of the City, primarily between Osgood and Oakgreen Avenues.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
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•
Swager Park is also an active neighborhood recreation area, although is significantly EXISTING
smaller than Brekke Park. It is also fairly centralized within the community and is located PARKS,
partially within a Northern States Power Easement. This easement, in association with continued
Swager Park, could ultimately provide a positive east-west overland trail connection all
the way from Valley View Park to the high school and western City limits.
Cover Park is the oldest but smallest park in the City and provides an active area for
residents in the surrounding neighborhoods who are otherwise somewhat segregated from
the north and western portions of the City. Cover Park will not be impacted physically by
the proposed Highway 36/95 bridge construction, but will ultimately lie in close proximity
to the realigned intersection. Beach Road will be terminated,thus eliminating an existing
connection to the northern part of the City,although access will be provided along 59th
Street (east-west)between Highway 95 and the Osgood Avenue/Highway 36 commercial
core. Peller Avenue will be designated as the southerly access connecting Valley View Park
and then through to the western portion of the City.
The table on the following page provides an overview of the existing and planned park
components/facilities within the community. A 10-20 acre proposed community park has
been planned within the annexation area to the west of Oakgreen Avenue which is intended
to someday serve the surrounding area neighborhoods in this vicinity. The park will also
be the focal point for many other residents from all areas of the City given the
physiography suited for intense development, proximity/potential connection to the high
school, and system of internal trails planned around the wetlands. The park will gain
access from the soon-to-be-constructed 58th Street and may someday house an elementary
school or St. Croix Valley Athletic Association complex.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
5
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CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
6
PARK GUIDELINES &
CLASSIFICATION SYSTEM
The following outline provides a summary of park classification guidelines for the various types of parks found in
communities such as Oak Park Heights. While these standards can be applied to existing conditions,their real asset is
as a planning tool in establishing needs for future recreational development. The standards which follow are
representative of those adopted in 1991 as part of the City Park Study for Newly Annexed Areas and can be used together
with the trail planning guidelines as a comprehensive tool for recreational planning and development.
This classification system is intended to serve as a guide to planning, not a blueprint. It is the variety and individuality
of park areas that make them interesting and exciting places. Sometimes more than one component may occur within
the same site and they may differ from what is specified here. A park system, at minimum, should be composed of a core
system of parklands with a total of 6.25 to 10.5 acres of open space per 1,000 population.
Use: Designed to provide mainly passive activities with some active NEIGHBOR-
short-term activities HOOD
PLAYGROUND
Service Area: Neighborhood size of 1,000 to 5,000 persons,within 1/4 to
mile
Population Served: Ages 5 to IS,with informal recreation for groups of all ages
Desirable Size: Ito 5 acres
Acres/I,000 population: 1.0- 2.0
Site Characteristics: Open space for spontaneous play, play areas for both pre-
school and school age children, multiple-use paved areas,
limited field games, small court games, ice rinks,within easy
walking/biking distance
Existing Playgrounds: Swager and Cover Parks
Proposed Playgrounds: None
CITY Of OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
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Use: Area for designated active and passive recreation areas NEIGHBOR-
HOOD PARKS
Service Area: % to I mile radius to serve a population of up to 5,000
persons (a large neighborhood)
Population Served: Focus upon ages 5 through 39 with emphasis upon ages 5
through 18
Desirable Size: 5 to 10 acres
Acres/I,000 population: 1.5 -2.0
Site Characteristics: Suited for multi-use development, easily accessible to
neighborhood population, geographically centered with safe
walking and bike access, may include school facilities
Existing Parks: None
Proposed Parks: None
Use: A large recreation area with primarily athletic facilities COMMUNITY
designed to serve older children and adults PLAYFIELDS
Service Area: I - I%miles for urban areas/unlimited for rural communities,
a minimum of one per community up to 30,000 maximum
population
Population Served: All persons with focus upon ages 20 to 39
Desirable Size: 10 to 25 acres
Acres/1,000 population: 2.0 to 5.0
Site Characteristics: Athletic complex including lighted court and field games,
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
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community center or indoor recreation facility, swimming COMMUNITY
pool,ice rink,capacity for special events, must include support PLAYFIELDS,
elements such as restrooms, drinking water, parking & continued
lighting.
Existing Playfields: Brekke Park
Proposed Playfields: The planned annexation area park on the west side of
Oakgreen Avenue represents a combination of Community
Playfields and Community Parks.
Use: Area of diverse environmental quality which may include areas COMMUNITY
suited to intense recreational facilities such as athletic PARKS
complexes as well as passive type areas, depends largely upon
the site location, suitability and community need
Service Area: Several neighborhoods, I to 4 mile radius for urban
areas/unlimited for rural communities
Population Served: All ages,toddler to retiree, entire community for cities up to
25,000
Desirable Size: 20 to 35+ acres
Acres/I,000 population: 5.0- 10.0
Site Characteristics: Provides for a combination of intensive and non-intensive
development ranging from play equipment to trails, may
include natural features,such as water bodies or forested land,
must include support elements such as restrooms, drinking
water, parking, lighting, etc.
Existing Parks: Valley View
Proposed Parks: The planned annexation area park on the west side of
Oakgreen Avenue represents a combination of Community
Playfields and Community Parks.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
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Use: Specialized facilities serving a limited population or specific MINI-PARKS OR
group such as tot lots for small children TOT LOTS
Service Area: Less than 1/4 mile, sub-neighborhood level of from 500 to
2,500 persons
Population Served: Toddlers through age nine
Desirable Size: One acre or less
Acres/1,000 population: .10 to.50
Site Characteristics: Within neighborhoods, in close proximity to intensive
residential developments
Use: Protection and management of the natural/cultural
environment with recreational use as a secondary objective
Service Area: No applicable standard
Desirable Size: Sufficient to protect the resource and accommodate desired
recreational uses
Acres/1,000 population: Variable
Site Characteristics: Variable, depending upon the resource being protected
Use: Facilities developed in association with schools which are SCHOOLS
intended for children's educational and recreational
instruction,which on a secondary basis, provide opportunities
for community residents,this shared usage is positive in that
it allows for daytime usage by students, evening,weekend,and
summer usage by all.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
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There is currently no formal system of established trails within Oak Park Heights. A few EXISTING
sidewalks are located in the area adjacent to the City of Stillwater, but as mentioned TRAILS
previously, it was not the City's intent to pursue this type of linear recreational
development in past years. Many residents have been forced to use road rights-of-way or
traverse across privately owned land to reach their desired destinations by foot, bicycle,
roller blades/in-line skates,skis,snowmobiles, etc.
This situation is considered to be not only a safety hazard, but also somewhat of an
inconvenience,and does not satisfy the contemporary recreational needs of the community.
Additionally, the lack of trails has resulted in a heavy reliance on automobiles which
simultaneously poses conflicts with those residents who utilize the road shoulders as
substitute trailways. This is one of the principle reasons why pursuit of the Comprehensive
Bicycle& Pedestrian Trail System Plan was implemented.
Washington County does, however, include two trail corridor links through Oak Park
Heights as secondary trail components as part of the county-wide system. The trails are
designated along State Highway 95 (St. Croix Trail North) and County Highway 21
(Stagecoach Trail North)which both run in a north-south configuration. The Highway 95
route runs parallel to the river and is the most heavily used route by bicyclists who travel
south though Bayport and is a high priority bicycle route for the County. The Highway 21
route splits off from Highway 95 in southern Oak Park Heights and runs more inland than
the Highway 95 trail through scenic areas of West Lakeland Township and Afton. In the
longer term, Washington County plans to utilize the shoulders along Osgood Avenue as
part of the secondary trail route.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
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ISSUES IDENTIFICATION
This section of the Trail Plan develops the Inventory information into a set of issues which the following Policy and System
Plan sections will be designed to address. A comprehensive listing of issues helps bridge the gap between raw data
collected through site analysis/meetings and plan development/prioritization. In other words, issues help to clarify the
trail planning needs and desires of the community which the inventory work finds.
Identify a planning process for review and update of the Trail Plan. Review may occur PLANNING
yearly, for instance, and comprehensive update of the Plan may occur every five years. ISSUES
Future park and trail needs should be evaluated regularly by the Park Board in comparison
to the Plan.
Consider having a master plan prepared for each parcel of land intended for park purposes,
to be used as a guide in the future development of such. It is crucial that the City plan for
recreational facilities prior to the acquisition of land.
Define the means by which public participation can be a regular part of the planning
process (meetings, surveys, etc).
Discuss the means by which to implement park/trail facilities (ie: policies vs. ordinances).
Encourage property owners to provide recreational opportunities/facilities. For example,
land owners in more rural areas may be willing to give up a 10-20 foot strip of land along
the periphery of their acreage for development of a trail.
Determine under what circumstances volunteer efforts would or could be utilized to expand
the City's recreational elements.
Consider including a map of the City park and trail areas, along with proposed routes,
within a newsletter on a yearly basis to make citizens more aware of recreational
opportunities.
Define the type and variety of activities which are desired (based upon survey results) to
satisfy users of all age groups and abilities.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
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Define park development priorities, ie: in new subdivisions, in older neighborhoods with PLANNING
lacking facilities, in regions expected to develop, improve existing parks, etc. ISSUES,
continued
Consider establishing more strict park dedication requirements which make it more or
equally as profitable for developers to dedicate land instead of money.
Determine whether existing and proposed park areas are desired for year-round or seasonal
usage and what effect this will have on park facilities and design.
Determine if and where the establishment of user fees may be appropriate to combat
recreation costs.
Discuss how park and playground buildings can be constructed to be compatible with
surrounding urban or rural activities in regard to scale, design, color, setbacks, and
materials.
Define the means by which park development can minimize impacts on adjacent
properties, ie: off-street parking, screening, landscaping, setbacks, etc.
Decide if and how coordination with the recreational needs of the County, athletic
associations, civic groups, etc. can be accomplished.
Identify in what situations lighting would be appropriate or necessary. It is possible that
this may only be accomplished as plans for each park are established.
Discuss a system of signage which may serve to identify park areas, direct people to specific
uses, and outline rules of use.
Discuss the types of parks that the City wishes to establish and develop policies for each
(see attached information).
CITY Of OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
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Trail uses can vary greatly depending upon what is permitted by a municipality. Trail uses TRAIL ISSUES
can be either functional,recreational or both. Walking, running, bicycling, roller skating,
skiing, snowmobiling,and recreation vehicle trails are most common. It is beneficial in
many cases to separate the active or motorized uses from passive (walking) uses. In
developed areas it is wise to prohibit motorized trail usage altogether and instead allow
it within rural areas as an interim use until such time as development occurs.
The size of trails involves two factors: width and length. The minimum recommended
width for multi-use trails is eight feet, although it is beneficial in many situations to
provide increased width depending upon the use and location. The length of trails should
be varied to provide choices for users.
The location of trails within the community may be constructed in one of three general
ways: I) on street, separated by a painted line, 2) off street, but parallel to the road
surface like a sidewalk, or 3) completely separated from the road and not necessarily
parallel to it.
Define how railroad rights-of-way and utility easements may be utilized as trail corridors.
The surfacing of sidewalks or trails may be asphalt, concrete, brick, pavers, gravel,
woodchip, or grass depending on what their intended use is.
Trail signage should be considered for several purposes: I) to denote the type of trail and
permitted uses,2)to give direction as to where they lead,and 3) to warn vehicles of trail
crossings, on-street routes,etc.for safety purposes.
Snow removal from trails is another issue which must be considered. The location,width,
construction material, and use will all affect this decision. Many trails may be desirable
during winter months if left unplowed for use by skiers, sleds, etc. Others which connect
residential areas to schools or are heavily traveled by pedestrians for recreational purposes
may best be kept free of snow and ice. A plan for removal should be coordinated with the
maintenance department which identifies high priority trails which demand immediate
snow removal attention and those which are given attention only when time allows.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
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Lighting of trail corridors is an important factor which extends the usable time for TRAIL ISSUES,
residents'use as well as aiding in the prevention of serious accidents and crime. It allows continued
the police visibility into many areas as part of their routine surveillance. The types of
lighting varies widely and is available for all situations, but in some cases lighting may
only be desired as a secondary benefit from street lights which already exist.
Handicapped access to at least a portion of City trails is an important issue to think about.
Keep in mind the surfacing,length/width,and slope of trails to be utilized by wheelchairs.
It may be beneficial to establish a policy for the establishment of handicapped accessible
trails;for instance:50 percent of all trails constructed must be designed to accommodate
the disabled.
The types of auxiliary or support elements which can be provided in association with trail
corridors is also an issue. Benches, picnic tables, water fountains, exercise courses, and
the like may be positive additions to the City trail routes and possibly become a standard
in some areas.
Consider establishing a system for dedication of trail corridors or monies.
Identify the acquisition means for parks/trails (ie: dedication, purchase, eminent domain, ACQUISITION
donation),when each system is appropriate and what will be the priority process. ISSUES
Outlots vs. easements, what is more appropriate when land is dedicated as part of a
subdivision?
Work with the City Engineer to define the ROW widths that are necessary to establish trails
along designated roadways; for instance: an eight (8) foot trail necessitates a fifteen (15)
foot easement and ten (10) foot level bench (construction) area. Many times additional
temporary easement area is needed to grade surrounding areas.
Define the minimum width necessary for park access within a subdivision when located
between two lots, as well as the screening/buffering and maintenance requirements
(property owners may mow the grass up to the trail, but not want responsibility for tree
and shrub care).
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
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Discuss sources of funds to be utilized for acquisition of park and trail elements, ie: ACQUISITION
dedication monies, capital improvement program, bond issuance, grant programs, etc. ISSUES,
continued
Establish who is responsible for establishment of approved park or trail areas within
subdivisions (developer or City).
Discuss what amount of maintenance is possible at the current staff level and at what DEVELOPMENT/
point additional staff persons would be needed to maintain the recreational system as it MAINTENANCE
grows. Do we want to allow only low maintenance facilities at the current time or do we ISSUES
have the capability to maintain an intensely developed park system?
Define ways in which to minimize park and trail costs, ie: construction of trails in
conjunction with roadway improvements or at time of subdivision.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
16
RECREATION SYSTEM POLICIES
No matter how well done a physical Trail Plan may be, no Plan can anticipate every eventuality. Growth in the City may
occur in new locations which the Trail Plan cannot possibly anticipate or expect. Growth can also occur much faster or
slower than the Plan contemplates. Even though the physical Trail Plan does not provide for facilities in these new
locations,the City's Comprehensive Recreation System Policies can still apply.
Policies reflect the community's general treatment of its recreation services and provide more detailed guidance on park
and trail development standards. Park and trail policies in this Plan were developed through the analysis of the issues
identified in the Inventory and Issues Analysis phase of work. Additionally, the policies which were adopted as part of
the City's 1991 Park Study for Newly Annexed Areas have been incorporated into the policy and park planning sections
contained herein to create a single, comprehensive park/trail planning and development guide.
As with any Policy Plan, it is important to read the statements together, rather than as disjoint declarations. Although
unanticipated development may leave a map out of date, it is expected that the Policies are more enduring. The City
should update the Policies as new or amended policies are adopted.
Develop a comprehensive park/trail planning process, based on the City's goals, needs, SYSTEM
priorities and budget. POLICIES
Identify present and future park/trail needs on a regular basis for evaluation by the Park
Board and City Council.
Review the established park/trail plans on a yearly basis to ensure that needs and priorities
are up to date.
Establish a time period for comprehensive update of the plan.
Prepare a master plan for each component of the park/trail system to be used as the basis
for development.
Promote public participation in the planning process via the Park Board and Trail
Committee to host a forum for open discussion of issues.
Promote integration with other City activities, services, and facilities.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
17
Identify the means by which to implement park/trail administration and operations (ie:
by the Park Board and City Council policies, procedures, and ordinances).
Acquire park/trail facilities to satisfy the recreational and transportation needs of the ACQUISITION
residents on both a neighborhood and community-wide basis. POLICIES
Identify means for park/trail acquisition, ie: dedication, purchase, eminent domain,
donation.
Identify means for establishment of park/trail facilities within subdivisions, ie: outlots,
easements, etc.
Ensure that the proper right-of-way widths are dedicated for sidewalks and trails during
the subdivision process (see development standards contained herein).
Identify sources of funds to be utilized for acquisition, ie: trail dedication fund, capital
improvement program, bond issuance, grant programs, etc.
Establish who is responsible for park/trail construction within subdivisions.
Determine to what extent wetlands, drainage ways, floodplain areas, etc. should be
accepted as part of park and trail dedication within subdivisions.
Besides the standard programs and facilities typically recognized by the City, consideration
should be given to the following areas:
► Areas for nature preservation
► Historic preservation
► Cultural enrichment
► Facilities for the handicapped/disabled
► Public activity areas and facilities in employment centers
► Organized sports and recreational activities
• Teen programs and facilities
► Senior citizen programs and facilities
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
18
The inclusion of environmentally sensitive areas (lake frontage, forests, native prairie, ACQUISITION
bluffs, unique vegetative associations, etc.) into park or trail facilities should be POLICIES,
considered to contribute to the overall recreation system. continued
Consider acquiring land for parks/trails at an early date to meet long range needs before
development pressures render the property too expensive.
Consider accepting park land dedications consistent with the adopted park/trails plan and
accepting only cash in areas which serve no system purpose.
Consider crediting for dedication of park and trail lands only those parcels which are not
within delineated wetlands or which include slopes of no more than twelve (12) percent.
Create and maintain an attractive, diverse, and interesting system of urban parks/trails. PROGRAMMING/
DEVELOPMENT
Create a City-wide park and trail system designed to minimize conflicts between POLICIES
pedestrians and motor vehicles.
Minimize park and trail construction costs by constructing trails in conjunction with state,
county, and city street improvements.
Parks and trails constructed on a priority basis, according to capital improvement
plan/available funds;trail priorities may be:
► Trails along major streets which focus on pedestrian and bicycle safety and which
provide direct access to city/regional destinations and parks.
► Trails that will serve the most intensely used areas.
► Trail construction within existing parks and upon municipal property.
► Trail inclusion within new park/subdivision development.
► Completion of links between existing trails and other communities.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
19
Park priorities may be: PROGRAMMING/
DEVELOPMENT
► Establishment of parks in association with new subdivisions. POLICIES,
continued
► Establishment of parks in undeveloped areas or newer parts of the City.
► Creation of neighborhood and community-wide parks.
• Develop existing vacant parks.
► Upgradeiimprove upon existing park equipment.
Utilize railroad and/or utility rights-of-way for trails or linear parks.
Identify types of financing to be utilized for park/trail acquisition and development.
Review park dedication fees in comparison to surrounding areas and in regard to the cities
needs (land vs. cash).
Encourage the private sector to provide recreational opportunities/facilities.
Provide support facilities in conjunction with trail development.
Fully organize and outline new recreation programs prior to initiation and
implementation.
Determine where the establishment of user fees is appropriate to combat recreation costs.
Determine under what circumstances unsolicited gifts and donations will be accepted if
they are free of obligations or potential future impacts.
Determine under what circumstances volunteer efforts will be utilized to expand the City's
recreational elements.
Active use recreation areas should be designed for year-round use with an established
system of maintenance.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
20
Park and playground buildings should be compatible with surrounding urban or rural PROGRAMMING/
activities with regard to scale, design,color, setbacks, and materials. DEVELOPMENT
POLICIES,
Park and trail development should minimize impacts on adjacent properties through continued
provisions for, but not limited to:
► Adequate off-street parking
► Appropriate orientation and location of buildings and activity areas
► Screening, buffering, and landscaping
► Adequate setbacks and physical separation
Coordinate facility development with the needs of community residents, Park Board
services, athletic associations, civic groups, etc.
Maximize park accessibility by city residents to best serve the area.
Consider the long term costs of maintenance and operation in a facility's design and
development.
Establish park and trail facilities which provide recreational as well as functional uses. FACILITY
PURPOSE &
Provide varying types of trails (outlined as follows) to be used as the basis of planning and DESIGN
development for the Multiple Use Trail System, defined as a comprehensive trail system for
the integration of a variety of compatible non-motorized trail uses (pedestrian, bicycles,
roller skating, cross country skiing,etc.).
• Overland Trailways/Linear Park. These trail segments shall provide a minimum
of a ten foot wide bituminous trailway with a significantly wider right-of-way
and shall be located away from the street corridors, not typically parallel to the
street surface. They should be designed to incorporate vegetation,seating,and
other supporting site elements and may serve a dual purpose as a buffer strip or
separated bikeway. Abandoned railroad rights-of-way and many utility
easements fall into this category.
► Grade-Separated Trails/Sidewalks. Trail segments separated from the adjacent
roadway by a(varying width) strip of land/plantings or physical structure. They
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
21
are designed for the integration of a variety of compatible non-motorized trail FACILITY
uses. They shall be bituminous trailways having a minimum trail width of eight PURPOSE &
(8)feet and generally follow street rights-of-way. The existing sidewalks fall into DESIGN,
this category but may only be four (4) to five (5) foot wide concrete or asphalt continued
pedestrian trails in established residential areas.
► On-Street Trails. These trails share the same paved surface as the roadway that
they follow. They are designed for multiple uses and should be a minimum of
eight(8)to ten (10) feet wide for two-way traffic or four (4) to five (5) feet wide
on both sides of the street for one-way traffic. In residential areas (local streets)
they may be unmarked, paved with a stripe, or identified by a sign. On-street
trails associated with collector or arterial streets or highways should always have
a specially marked shoulder area and/or be sign identified.
Grades of trails should not exceed five (5) percent to ensure handicapped accessibility or
eight (8) to ten (10) percent for all other areas.
Design and construct trails according to the standards established by the National Park
and Recreation Association,the State Department of Transportation, and Rails-to-Trails
Conservancy (see Trail Design Standards attached herein).
Promote and encourage the utilization of bicycle and pedestrian corridors as ski touring
or sledding routes during the snow season and consider other possible uses of such
corridors when safe and proper.
Maintain all trails in good repair and ensure that designated trail segments are kept open
and clear of snow throughout the year unless designated as winter use trails.
Design all park and trail areas to discourage unwanted activities.
Neither snowmobiles nor any other motorized vehicles shall not be allowed within or upon
City park or trail areas as designated by Ordinance.
Bicycles shall only be allowed upon paved surfaces within the City as designated by
Ordinance.
Develop policies for all terrain vehicle, mountain bike, and in-line skate usage.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
22
Define the types of parks which exist and are to be established in the City and develop
policies for each (see Park Design Standards herein).
Provide for the efficient maintenance and operation of clean, orderly, controlled, safe, and MAINTENANCE
attractive parks and trailways. Park maintenance and operation shall safeguard the & OPERATION
physical condition of trailways from deterioration or damage due to weather,vandalism,
or other natural or human causes.
Develop a clear and concise system of trail graphics and signage that direct people along
trails and into parks to specific points of interest.
Define specific park and trail safety rules.
Develop ways in which to promote citizen interest and involvement in the City's park and PUBLIC
trail system. RELATIONS &
COMMUNITY
Consider publishing a pamphlet that shows the trail routes, parks, service and public ISSUES
facilities.
Monitor characteristics of use, safety, and other factors periodically throughout the park
and trail system.
Provide facilities/services to all residents of the community.
Develop ways to organize recreation programs and facilities to maximize participation and
overcome physical or economic limitations which may prevent equal opportunity,
regardless of age, race, sex, religion, or place of residence.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
23
RECREATIONAL FACILITIES MASTERPLAN
The focus of the Comprehensive Bicycle&Pedestrian Trail System Plan is to establish and develop lands devoted to public
trail uses which,as a priority,service and physically link all areas of the community. Of equal importance, however, is
the maintenance of existing City park areas as important recreation nodes/open-space within a system of trails and
establishment of new park areas to meet the long-term recreational needs of the community. The plan aids in all of these
objectives by indicating the optimum location of future trail and park facilities, in relation to existing City recreational
elements. While the chosen locations for park and trail development are based on a multitude of factors, including
existing and anticipated subdivisions, residential distribution, neighborhood size, available access, and local/regional
facilities, the primary intent of the Plan is to provide an equitable recreational structure based on park/trail types,
functions,and service area/convenient access. Thus,both the Plan text and map graphics simultaneously guide all future
trail/park planning and development.
The graphic masterplan which follows identifies the varying types of trail facilities within MULTI-USE
what we will call a Multiple-Use Trail System, made up of a variety of compatible non- TRAIL
motorized trail uses traversing upon multi-use/shared trail corridors including grade- SYSTEM
separated trails/sidewalks, overland trails, and on-street trails. Multi-use trail systems
invite various users - including walkers, joggers, bicyclists, roller and in-line skaters,
people in wheelchairs, cross-country skiers, hikers, bird watchers, parents with strollers,
and others - to share a trail corridor collectively. Throughout the planning, design,and
implementation of multiple-use corridors,the assorted needs of the trail users as well as
the various communities and landscapes through which they pass need to be taken into
account.
Coupled with these recreational uses is the functional role of virtually all multi-use trails.
Whether used for a shortcut to the store,for a leisurely walk, or for a 20-mile commute
to work, these trails serve an important transportation purpose. Because of their linear
nature, multi-use trails connect things together - neighborhoods to community and
cultural resources, towns to other populated areas, or city centers to country sides -
intrinsically serving as transportation corridors. Multi-use trails, which typically cut
through diverse areas, have the ability to connect historic structures to new ones,young
persons to elderly, busy highways to local streets and individual residences, etc.through
a common goal of creating a neighborhood amenity. Trail corridors also preserve open
space, promote non-polluting methods of transportation, and can generally enhance the
quality of life for local residents.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
24
The various types of multi-use trails are described below and are graphically depicted on
the Comprehensive Pedestrian and Bicycle Trail Plan which follows.
On-street trails share the same paved surface as the roadway that they follow. They are ON-STREET
designed for multiple uses and should be a minimum of eight (8) to ten (10) feet wide for TRAILS
two-way traffic or four (4) to five (5) feet wide on both sides of the street for one-way
traffic. In residential areas (local streets) they may be unmarked, paved with a stripe,or
identified by a sign. On-street trails associated with collector or arterial streets or
highways should always have a specially marked shoulder area and/or be sign identified.
Grade-separated trails/sidewalks are separated from the adjacent roadway by a (varying GRADE-
width) strip of land/plantings or physical structure. They are designed for the integration SEPARATED
of a variety of compatible non-motorized trail uses. They shall be bituminous trailways TRAILS
having a minimum trail width of eight (8) feet for two-way traffic and generally follow
street rights-of-way. The existing sidewalks fall into this category but may only be four
(4) to five (5) foot wide concrete or asphalt pedestrian trails in established residential
areas.
Overland trailways shall provide a minimum of a ten foot wide bituminous trailway with OVERLAND
a significantly wider right-of-way and shall be located away from the street corridors, not TRAILS
typically parallel to the street surface. They should be designed to incorporate vegetation,
seating,and other supporting site elements and may serve a dual purpose as a buffer strip
or separated bikeway. Abandoned railroad rights-of-way and many utility easements fall
into this category.
Overland trails are intended to traverse across open land or through developments without
proximity to streets. They are positive in that direct connection can be made between two
or more destination points where road rights-of-way are non-existent or can be developed
with regard to the natural characteristics of the areas, resulting in a more aesthetic trail
setting. They should be designed to incorporate vegetation, seating, and other supporting
site elements and may serve a dual purpose as a buffer strip, linear park or separated
bikeway.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
25
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The overland trail widths can vary along certain segments where a more narrow trail OVERLAND
corridor may be needed through a residential area or where a wider trail corridor would TRAILS,
positively provide a buffer zone between differing development types, from unwelcome continued
sites,etc. Utility easements and abandoned railroad rights-of-way provide an attractive
potential for overland trails away from other modes of traffic. Oak Park Heights has two
major utility (NSP)easements and a rail line which runs parallel to the river (although still
in use at this time, it provides potential for future recreational uses). In evaluating a
utility easement for possible trail use,several items must be considered:
► Easement routes that are in close proximity to streets would tend to duplicate
trail routes proposed along the street.
► While utility companies are generally cooperative in the use of the utility
easements for local pedestrian/bicycle trails,it is not unusual for these companies
to place user restrictions on trails to insure easement maintenance and safety.
► The easement width becomes a critical factor in the use of utility easements for
overland trails. The easement must have sufficient width for trail development
without interfering with utility maintenance. Also,the utility easement width will
determine the amount of available setback the trail will have from adjacent land
uses.
► The land use development adjacent to a utility easement also influences the
desirability of using the easement for an overland trail corridor. Generally,
easements in developed areas of the City follow street rights-of-way or lot line
arrangements. Trail developments can be viewed as an intrusion in areas of
urban development where an adequate setback separation between the trail and
land uses cannot be achieved.
► The easement represents only a utility company's right to use the property for the
utility purpose. The utility company does not hold fee ownership of the land in
easement. fee ownership of the land in the easement typically belongs to the
property owner abutting the easement. Acquisition of the easement for trail use
would best occur as a trail dedication at the time of final platting. In areas
already developed, easement acquisition for trail use is complicated by the
multitude of property owners.
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
28
► Trail development along utility easements can be more expensive, as it is a
separate construction project requiring the breaking of new ground in areas not
readily accessible. Trails developed in street rights-of-way can be constructed in
conjunction with street improvements.
► Trails along utility easements may result in a number of street crossings at
uncontrolled areas of the street which can present the potential for hazardous
conflicts between motorists and trail users if not designed properly.
•
CITY OF OAK PARK HEIGHTS
1995 COMPREHENSIVE BICYCLE & PEDESTRIAN TRAIL SYSTEM PLAN
29
PROPOSED MULTI - USE TRAIL ROUTES
The City of Oak Park Heights City Council and Trail Committee, together with the help of planning and engineering
consultants,have identified the following trail routes as part of the City's recreational facilities improvement plan. The
Comprehensive Pedestrian & Bicycle Trail System Plan is intended to be a long-term guide for the implementation of a
system of multi-use trails and park areas within the recently annexed western portion of the City. The plan is reflective
of the City's main goal as identified within introductory sections of this document which is to link all parts of Oak Park
Heights by a safe and convenient grade-separated (off-road) trail system. While this may not be feasible in all areas in
the short-term (as is evidenced in some areas of the Plan), it stands as the aspiration toward which to work in years to
come. As today's priority trail routes and immediate recreational needs become reality, other recreational segments will
move forward as the next priority,thus moving toward a comprehensive system of parks and trails.
North Frontage-Road. The north frontage road is planned to encompass the entire length STATE
of Highway 36 through Oak Park Heights from the western City limits to its intersections HIGHWAY 36
with both Highway 95 and Lookout Trail. Along both sides of the frontage road, a six (6) CORRIDOR
foot paved shoulder will be provided by MnDOT in association with the upgrade of Highway
36. Where the frontage road swings out away from the highway corridor at the Oakgreen
and Osgood Avenue intersections, a four (4) foot sidewalk closes the gap and provides
access from the frontage road across the highway as well as to the proposed trails along
Oakgreen and Osgood Avenues.
South Frontage Road. The south frontage road is planned to encompass the entire length
of Highway 36 through Oak Park Heights from the western City limits to the Club Tara
establishment and NSP property on the east side of Osgood Avenue where a cul-de-sac will
terminate the vehicular access. Along both sides of the frontage road, a six (6) foot paved
shoulder will be provided by MnDOT in association with the upgrade of Highway 36.
Continuing from this point,extending from the cul-de-sac across the NSP property to 59th
Street, either an overland trail (ten tp twelve (10-12) feet wide) or continuation of the
frontage road is planned. To complete the connection with the Highway 95 corridor, a
paved shoulder will be provided within the existing 59th Street right-of-way which will be
realigned slightly on the east side of Peller Avenue to intersect with Highway 95.
As with the north frontage road, where the south frontage road swings out away from the
Highway 36 corridor at the Oakgreen and Osgood Avenue intersections, a four (4) foot
sidewalk closes the gap and provides access from the frontage road across the highway as
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well as to the proposed trails along Oakgreen and Osgood Avenues. The frontage road STATE
stretch between Highway 5 (western City limits) and Norell Avenue will not be constructed HIGHWAY 36
by MnDOT as part of the Highway 36 project, although right-of-way will exist as an eight CORRIDOR,
(8) foot berm on the south side should trail user volumes and travel patterns dictate the continued
need for a grade-separated trail in this location in the future. At the present time,focus
will be on the new 58th Street as the main east-west connection via a planned grade-
separated trail.
Oakgreen Avenue is a highly used north-south collector street within the City which OAKGREEN
encompasses about three-quarters of a mile south of Highway 36 with one exception. It AVENUE
is unique in that the road is partially located within Baytown Township due to an island
of property owners who did not want to be a part of the annexation process which recently
brought the land on the west side of Oakgreen into the City of Oak Park Heights. The
property owners in this location,while generally liking the idea of community-wide trails,
do not want their front yards infringed upon by the taking of additional public right-of-
way. Additionally, the existing right-of-way width (15-22 feet from the edge of the
existing road surface to the east right-of-way line&27 feet from the edge of the existing
road surface to the west right-of-way line) is taken up by drainage ditches.
The joint Oak Park Heights- Baytown Township Trail Committee agreed to establish a ten
to twelve (10-12) foot overland trail behind said homes on the west side of Oakgreen
Avenue between the overland trail planned within the NW easement and the new 58th
Street. The overland trail, with its wide right-of-way (undetermined at this time) and
associated landscape improvements,would double as a buffer zone from the anticipated
multiple family or commercial development behind these homes. It will be necessary to
obtain an easement or land dedication from the owner when this land is platted.
The intersection of Oakgreen Avenue and Highway 36,as mentioned previously, is planned
to be shifted slightly east to allow for the establishment of frontage road connections
which provide ample vehicle stacking distance. In this regard, four (4) foot sidewalks are
planned to connect the frontage roads to the north side of Highway 36 as well as to the
stated NSP easement and overland trail to the south of Oakgreen Avenue. From 58th Street
to 55th Street, an eight (8) foot grade-separated trail is planned on the west side of the
street. On the east side of Oakgreen, it is recommended that a six to eight (6-8) foot
shoulder be established from the NSP easement to 53rd Street in the interim. These
shoulders will be installed in future years if and when Washington County takes over
control of Oakgreen Avenue in exchange for Beach Road. It is anticipated that the street
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will ultimately be improved to include eight (8) foot grade-separated trails on both sides
in the long term. Any planned trails along Oakgreen Avenue should connect to the existing
4 foot paved shoulders in place on Northbrook Boulevard in Baytown Township (extension
of Oakgreen Avenue south of the City limits).
North of Highway 36. Preliminary inspections of this corridor by the City Engineer indicate OSGOOD
that it appears feasible, although physically difficult and correspondingly expensive to AVENUE
construct trailways in this location given the existing businesses and right-of-way width.
Washington County has, however, expressed the intention to reconstruct this portion of
Osgood Avenue at some point in the future whereupon any desired trail construction could
be coordinated. The plan therefore shows three to four (3-4) foot sidewalks on both sides
of Osgood Avenue to the north of Highway 36 to infringe upon existing businesses as little
as possible,with added potential for re-striping of the street corridor to include four (4)
to six (6) foot-paved shoulders for bicycle traffic.
South of Highway 36. The establishment of an eight (8) foot grade-separated trail on one
side or four to six (4-6) foot wide sidewalks on both sides of Osgood Avenue between
Highway 36 and Upper 56th Street is the priority, as current pedestrian-vehicular traffic
conflicts in these locations is dangerous. At a minimum, four (4) foot sidewalks should
be installed on the east side of Osgood Avenue. From this point to the south there is a
fourteen (14) foot shoulder on the west side of Osgood Avenue which could accommodate
a two-way on-street trail, however,the preferred option is to provide a six to eight (6-8)
foot one-way shoulder on both sides of the road at the time the County re-stripes the street
to include a center turn lane sometime in 1996.
The area between curb and right-of-way line on Osgood Avenue from 55th Street to Calvary
Church on the east boulevard is approximately 8-10 feet in width but is congested with
power poles,street signs,private utility pedestals,trees, and shrubs. The City Engineer has
recommended that any potential trail be placed behind the power pole line within the
boulevard to avoid as many obstacles as possible. Regrading of the boulevard, earth
cut/fill,clearing of trees, and expansion of the public easement area is almost certain,as
is the potential need for expanded easements and retaining walls or other structural
devices to maintain the necessary corridor width in some locations (such as between 55th
and Upper 56th Streets, and along the existing home at 5725 Osgood Avenue). Other
obstacles related to the installation of a trail along the east boulevard include the Calvary
Church site where the existing parking lot is located 9 feet behind the curb of Osgood
Avenue and would result in the loss of 8-10 parking spaces, however, options may be
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• available in which to replace the parking either on or adjacent to the church site or re-
stripe the existing lot.
This route is proposed as an east-west overland corridor from Osgood Avenue at 58th NSP POWER
Street and the St. Croix Mall entrance to Oakgreen Avenue and slightly further west into LINE EASEMENT
the future development area. The intersection on Osgood Avenue at 58th Street/St. Croix
Mall parking area is currently a heavily used, dangerous, unmarked and unsignaled
pedestrian crossing. Improvement of this area for use as a trail crossing is highly
desirable,although the location of the mall parking lot does not allow sufficient width for
inclusion of a pathway without changes to the parking lot configuration. According to the
City Engineer,the south border of the mall property, pending parking lot revisions, could
accommodate the desired ten (10) foot wide two-way multi-use trail.
Future 58th Street. A major east-west collector street will soon be constructed between WESTERN OAK
Oakgreen Avenue and Highway 5. The street will incorporate an eight (8) foot grade- PARK HEIGHTS
separated trail on its south side and will serve to provide critical connection between the (west of
high school area and the rest of the City. Oakgreen
Avenue)
Krueger Lane. The recently approved, but still undeveloped, Krueger Lane which is to
provide connection between the Highway 36 south frontage road and future 58th Street
will include an eight (8) foot grade-separated trail within its eastern right-of-way.
Norell Avenue. Unfortunately, the recent construction of Norell Avenue did not make
provision for any type of trail connection between the Highway 36 south frontage road and
the soon-to-be-constructed 58th Street. In the future, a grade-separated trail should be
pursued along the west right-of-way line of this road when the remainder of the Brackey
Addition is platted and developed.
North-South Minor Collector. A north-south local collector street will be a likely
occurrence to provide access between the Highway 36 south frontage road and the east-
west extension of 55th Street from the Cleveland Terrace plat. The street,which would be
located between Norell and Oakgreen Avenues, should contain ample right-of-way for
construction of a grade-separated trail along at least one side. In the event that such a
street connection is not necessary for the type of development being proposed, an overland
trail or at minimum, a local street connection should be pursued.
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Arcon Plat(Autumn Ridge). The main local street loop within this plat will be designated WESTERN OAK
as an on-street trail system connection between surrounding residential lots within the plat PARK HEIGHTS
as well as those to the east (future development) up to 58th Street. (west of
Oakgreen
Future Park and High School Connection. The extension of an on-street trail from 55th Avenue),
Street(Cleveland Terrace)to the planned community park area and Arcon (Autumn Ridge) continued
plat will provide an excellent east-west connection through this neighborhood area. The
potential exists to provide a trail from this route into the school district property at any
point in the future. In the interim,the soon-to-be-constructed 58th Street will serve to
safely guide students from the high school into the heart of Oak Park Heights.
Connection South into Baytown Township. A trail which connects the areas surrounding
the planned community park should extend south to the southern city limits for potential
connection by Baytown Township. The type of trail could be either on-street, grade-
separated, overland, or any combination thereof. Further study will be necessary at the
time of platting to identify the best route(s).
Cleveland Terrace (55th Street) & East-West Extension. A local on-street trail is planned
on 55th Street from Oakgreen Avenue to the west to be extended in the future into
presently undeveloped land between here and the high school property. The on-street trail
should be planned and implemented as part of future subdivisions and should follow the
local street system and ultimately connect with the Autumn Ridge plat.
NSP Powerline Easement. As mentioned previously,this route is proposed as an east-west CENTRAL OAK
overland corridor from Osgood Avenue at 58th Street and the St. Croix Mall entrance to PARK HEIGHTS
Oakgreen Avenue and slightly further west into the future development area. The ten (10) (Between
foot overland trail within the central part of Oak Park Heights will meet the boundaries Oakgreen &
of Swager Park where the trail may be relatively undefined, but provide through Osgood
connection. Avenues)
City Hall Property. The City Hall property is positively located to provide direct access
between the NSP powerline easement (overland trail) and 57th Street/neighborhoods to
the south. An eight (8) foot trail is planned to traverse through the parking area and
along the western property boundary.
Local On-Street Trails. Local on-street trails make up the majority of the trail system
within the central portion of the City due to the fact that the area is predominantly
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subdivided single family lots. On-street trails have been identified upon several local
streets, including 57th, part of 56th, 55th, and 54th Streets and O'Brien, Oldfield, and
Omar Avenues and Oakgreen Place. Local trails are not limited to these routes but those
mentioned provide the most direct connections between points of interest.
Existing Trails. Existing trails consist of 3-4 foot sidewalks in the northern most part of NORTHEAST
the City which borders with Stillwater. Sidewalks can be found along 65th Street,the far OAK PARK
west portion of Upper 63rd Street (less than a block long),the western most two blocks HEIGHTS (north
of 62nd Street,and far northern portions of Osgood and Osman Avenues. While all are not of Highway 36 &
within the City's boundaries,connection and integration with the Oak Park Heights Trails east of Osgood
Plan is imminent. Avenue)
Connection to the City of Stillwater. Five trail connections have been identified in this
vicinity to provide pedestrian and bicycle access between the two communities: Osgood
Avenue, Beach Road, Lookout Trail,Oakgreen Avenue and Highway 95.
Lookout Trail. Planned trails on this street segment will include four (4) foot paved
shoulders on both sides from the northern City limits to the intersection with Beach Road
(Lookout Trail will be slightly realigned to curve west and intersect with Beach Road prior
to meeting the Highway 36 northern frontage road).
Beach Road. This street is planned to have four to six (4-6) foot paved shoulders from the
Highway 36 frontage road to the intersection of Lookout Trail. From Lookout Trail to the
north, Beach Road is planned for trail use as an on-street or paved shoulder connection.
Local On-Street Trails. On-street trails in the north eastern part of the City include the use
of Upper 63rd and 62nd Streets as well as Oxboro Avenue. In the long term the City may
wish to consider establishing a grade-separated trail along Oxboro Avenue to connect
between Beach Road and Osgood Avenue or requesting the County to provide pedestrian
access through the Washington County complex by way of a sidewalk along the old
alignment of Panama Avenue.
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Upper 56th Street. This roadway has a 13 foot boulevard on either side as measured from SOUTHEAST OAK
the back of the curb, but many mature trees, lights, mailboxes, and other landscape PARK HEIGHTS
features make it impractical to construct grade-separated trails in this location. The local (south of
street status,low vehicle speeds and closed residential street volume would enable the City Highway 36 &
to safely designate on-street trails along this corridor. The route would be beneficial in east of Osgood
connecting Valley View Park(via the pedestrian access of Ozark Avenue) to Osgood Avenue. Avenue)
56th Street. On-street trail access is planned along 56th Street through the Brekke Heights
subdivision which provides an access easement between lots into Valley View Park,thus
connecting Osgood Avenue to the park and eastern portions of the City.
58th Street/Ozark Avenue North. In the recently approved Valley View Estates subdivision,
58th Street is planned to provide on-street trail access between Osgood Avenue and Valley
View Park (via Ozark Avenue and a trail easement between adjacent lots).
59th Street/Peller Avenue. Fifty-ninth Street serves as a critical link in the connection
between the southern frontage road of Highway 36 and Stagecoach Trail and Highway 95.
Depending on the approved connection from the frontage road (either as a paved shoulder
along an extended frontage road or an overland trail), 59th Street will either serve as an
on-street route or be improved to include paved shoulders. Peller Avenue directly connects
with 59th Street to provide the north-south link through the surrounding neighborhood
and to Valley View Park.
Valley View Park. Valley View Park serves as a critical link between the far eastern
neighborhoods of the City and those which abut Osgood Avenue. In the interim,the park
will remain without defined trails but open to through access, however,the future may
bring some form of designated walking, hiking and/or biking trails. The maintenance of
the park as a natural area should be considered in any trail planning.
NSP Slag/Asphalt Dump. This relatively small site,which is to be cleaned up in the near
future, provides a vital east-west overland trail link between Stagecoach Trail and Valley
View Park. Depending upon the status of the local road(s) in this vicinity (whether they
are established or not in place),the trail will continue east as an either local on-street or
overland trail.
Connection to Neighboring Communities. Stagecoach Trail will provide connection to
Baytown Township via six(6) to eight (8) foot paved shoulders. That portion of the road
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36
south of the City will be completed this year by the County, but remaining portions within SOUTHEAST OAK
the City from the south Highway 36 frontage road to the southern City limits are shown on PARK HEIGHTS
the Plan as a continuation of the six (6) foot paved shoulders to be improved in future (south of
years. Highway 95 will connect the City with Bayport via ten (10) foot paved shoulders Highway 36 &
as well as an eight (8) foot grade-separated trail within its eastern right-of-way. east of Osgood
Avenue),
These routes, however, along Highway 95 are not the preferred routes,as the City wishes continued
to utilize the old Highway 95 right-of-way where possible to provide an overland trail in
this vicinity. Given the large quantity of on-street trails and paved shoulders in the City,
the request for an overland trail in lieu of paved shoulders for use by bicyclists on Highway
95 seems appropriate. In this regard, connections from the overland trail (to be located
on the old Highway 95 right-of-way and at a somewhat lower elevation) must be ensured
to intersect at safe and convenient points along the new Highway 95 right-of-way. The
feasibility of clearance, safety, and security as persons traverse under the bridge should
also be pursued.
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FACILITIES PLANNING &
DESIGN GUIDELINES
Numerous physiological and psychological factors are involved in the planning and design of park and trail areas which
will undoubtedly affect their desirability among residents and anticipated development if not handled properly. The
natural features both within and adjacent to a desired trail corridor or park site should be used to complement the
desired recreational activity and if modified,should be done without causing irreparable harm to the environment. These
include existing vegetation, topography, wetlands/water bodies/streams, or other natural features such as rock
outcroppings. Built features are equally as important in their effect upon recreational elements and include such items
as buildings,bridges,power substations,utility corridors, streets/parking lots, or other man-made and largely utilitarian
components. The age, dominant characteristics, function, and condition of built structures should be evaluated to
determine what, if any, modifications are needed (either to the structure itself or in areas surrounding it- such as a
buffer) so that the structure remains an asset for recreational use. .
BICYCLE & PEDESTRIAN TRAIL GUIDELINES
Composition of proposed trail corridors refers to the original or altered surface upon COMPOSITION
which the recreational element will be constructed. The subsurface condition of areas such
as the NSP power line easement have most likely been altered and may require specialized
preparation or construction methods to establish them as a usable part of the recreational
system.
The cross sectional slope which is perpendicular to the trail corridor or development area SLOPE
may either be flat,convex(raised), concave (carved-out), or terraced (along a side slope)
and may affect access to a certain area or drainage patterns. As a general rule, an
acceptable cross slope for most trails is two (2) percent.
The longitudinal slope is one that runs along the center line of the path of travel, often
called the profile, and is comprised of flat, uphill, and downhill slopes. An equitably
accessible longitudinal slope is generally five (5) percent or less, although up to ten (10)
percent may be acceptable in certain areas where access would otherwise be limited.
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The sequence of different landscapes that compose a trail corridor makes it an interesting SPATIAL VALUES
place to walk, bike, and ride. Spatial components of recreational systems include:
► Viewsheds. Lines of sight within a corridor or out to a landscape or adjacent
built feature are called viewsheds. The views from adjacent lands into the trail
corridor are just as important as views from the proposed trail. This is
particularly important when you have a feature that should be highlighted or
when an adjacent landowner objects to the trail corridor. Safety and visibility
are the two viewshed issues of concern to future trail users. The need for
unobstructed forward and rear views should be provided for each type of trail
user classification: 50 feet for pedestrians and 150 feet for bicyclists/roller
skaters. Viewing opportunities from a trail affect the quality of users' experience •
and are classified as either open or closed landscapes.
► Open&Closed Landscapes. These affect viewsheds and light, provide structure,
and heavily influence the spatial sequence of a trail corridor. An example of an
open landscape is an agricultural field or meadow,while a closed landscape may
be a segment of corridor surrounded by thick, overhanging trees or large
buildings. An ideal trail has a contrasting sequence of both open and closed
landscapes.
► Light & Dark Areas. These are determined by sun exposure, topography,
surrounding vegetation,and adjacent structures. Light and dark areas alter the
trail's environment, affect the soil's moisture content, influence temperatures,
and vary the quality of the trail's features (which may change from season to
season).
Intersections can pose challenges during trail design and development, but they can also INTERSECTIONS
provide trail access. Roads are the most hazardous and frequently encountered trail
intersections and things such as how the trail will cross (at-grade, under, over),the degree
of road traffic, alternative crossings, and money available to do the work will determine
how to best incorporate them into the overall plan.
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Driveways may be either residential, commercial or industrial in nature and will have INTERSECTIONS,
differing effects upon the trail corridors, depending upon their frequency of use daily or continued
monthly. If the traffic on the driveway is less than the anticipated trail traffic,then the
trail should be designed to have the right-of-way at this intersection. Other trail corridors
and nearby trails allow you to link trails together. Assess any intersecting trails for
compatibility and conflict, based on types of use,surface, signs, and regulations.
Like any major capital improvement,building a trail requires some thought about how the RECREATIONAL
facility will be used and by whom. In other words, you need to market the trail. NEEDS
Determine the ratio of existing/proposed trail miles to the user population. Compare this
to the National Recreation and Park Association's Open Space Standards which suggests
a ratio of one (I)trail mile per 2,000 people for multi-use (pedestrian-bicycle) trails. This
number is intended only as a rough guideline and does not necessarily reflect local
demographics,-changing trends, uniqueness of the environment, or various other factors,
but may help in estimating the over or under establishment of trails in relation to the
number of residents. This, however, does not take the place of communicating with local
residents, user groups, etc.to determine interest and needs.
Land uses (existing and proposed) adjacent to or directly abutting trail corridors should ADJACENT
be evaluated to some degree relative to size, facilities, density, character, and type of LAND USES
ownership. However, unless safety factors prohibit such, the establishment of trails
through all land use types should be promoted. Opportunities for or constraints against
trail development exist in all areas of the community and depend more upon individual
situations. In some situations, safety hazards or undesirables can be avoided through
installation of a fence or berm while still allowing trail access and connections. Take
special note of vacant properties adjoining the trail corridor as they may provide
opportunity for public ownership and potential for establishment of sitting/picnic areas
or landscaping. Vacant areas that remain privately owned provide excellent opportunities
for additional trail links, access, or trail-related development.
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Of all the obstacles trail developers face, opposition by adjacent landowners can be the ADJACENT
most troublesome. Regardless of the community-wide support for trails, opposition from LANDOWNERS
some adjacent landowners who will voice concerns about trail design, management,
quality of life,careless maintenance, land loss, decreased property values, increased crime
and liability will be unavoidable. Some persons will view the trail as a new public
thoroughfare that provides quick access to their property by "undesirable" outsiders.
This and many similar concerns have been documented among trail projects across the
USA to stem from the fear of the unknown and typically disappear once the trail is open
but more commonly,the benefits outweigh the problems. In surveys conducted across the
nation, it was shown that the vast majority of landowners living next to trail corridors
were amenable to such and used the corridors frequently. With regard to crime,a specific
study conducted in Minnesota showed that the incidence of crime is actually lower in
homes near trails than those in surrounding neighborhoods. Additionally, no negative
effect upon property values has ever been proven, either nationally or locally and in some
cases neighborhoods adjacent to trail corridors have been marketed using trails as an
amenity with property values increased. Finally, liability is not a valid concern thanks to
the recreational-use statutes (RUS) in place in Minnesota which does not make landowners
liable for recreational injuries resulting from mere carelessness. To recover damages,the
trail user needs to prove"willful and wanton misconduct on the part of the landowner".
This would apply to easement situations in the City where the City'does not own the land,
but maintains control for trail access purposes via establishment of an easement.
In summary,many problems are inappropriately exaggerated at the onset and others can
be easily controlled through design and/or management solutions. Physical separation of
trails from private properties via natural,vegetation or man-made means may also serve
to alleviate homeowners concerns. Landowner involvement and direct participation of
residents from adjacent communities on the Trail Committee is the best and first step to
a successful resolution.
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FACILITY DESIGN STANDARDS
Once a trail or system of trails is built, it will become an integral part of the community TRAIL DESIGN
which is part of an ever-changing environment. With this in mind, it is important to make
sure that the trails can adapt to changing needs. The best policy is to build a trail with
adequate capacity(width) initially. A multi-use trail shared by pedestrians and bicyclists
should be a minimum of ten (10) feet wide. If the budget only allows for an eight (8) foot
trail, obtain easements that will permit expansion of the trail to ten (10) or more feet in
the future.
Bridges,tunnels,culverts and other infrastructure should be made extra wide at the onset
to accommodate expansion. Deciding which components to build to wider standards first
will depend on-the trail surfacing to be used. Concrete is virtually impossible to upgrade
safely once it is in place as joints create a hazardous situation for bicyclists. Widening an
asphalt or crushed material surface is not as difficult because the materials are less costly
and can be blended. Basic grading should also be designed for the maximum future width
if site conditions allow this.
Note that different segments of the trail are likely to have different levels of use,thus it
may be necessary to provide a ten (10) foot width only in areas where heavy travel is
expected to occur. Another option is to plan for two separate paths within the same
(easement) corridor, by separating users such as pedestrians from bicyclists. Individual
routes have been planned to vary as needed within the City,thus reference should be made
to the section within this document which describes specific routes and trail segments.
Decisions about widening a trail should be evaluated on a case-by-case basis based upon
a community's economics, politics, safety, and long-term project goals. Weigh the cost
of extra length against extra width prior to beginning a project. It may be beneficial to
construct an entire segment of the trail system at a less than optimum width in areas
where trails are presently non-existent to heighten the excitement and promote usage by
residents. But on the other hand, if larger than expected numbers of people use the trail,
it will pose crowding and safety problems. It is generally best to construct individual
portions of a trail (which maybe does not yet make a through connection) at the full,
long-term width desired. While this is somewhat dependent upon the material used,
maintenance needs, and material life, pressure will build (and money will become
available) to develop additional segments.
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At least a portion of your multi-use trail design should be accessible- free of barriers and HANDICAPPED
obstructions-and usable by people with disabilities. Most people have either permanent ACCESSIBILITY
or temporary disability at some point in their lives. The primary sources of information
for developing accessible standards for all facilities are the Uniform federa/Accessibility
Standards(UfAS)and the Americans with Disabilities Act Accessibility Guidelines, both
published in the federal Register on 26 July 1991. These guidelines define what
specifications must be met in order to be classified as an accessible trail such as trail
width, passing space,surface,slopes, clearance, rest areas and signs.
Five feet is the minimum width to accommodate a wide range of users with disabilities in
a one-way scenario. Hard surfaces such as asphalt and concrete make a trail most
accessible. An accessible trail gradient should not exceed five (5) percent. Although UfAS
recommends a maximum grade of eight (8) percent, limiting this to six (6) percent is
highly recommended. Ramps, which should have a level landing for every 30 inches of
vertical rise,must have a hard,slip-resistant surface and railings. An accessible trail calls
for a rest area every 200 to 300 feet,preferably cleared with a bench located outside of the
trail tread. If numerous benches is not possible, the distances between stopping points
should be posted so that users will know what is ahead.
National standards for multi-use trail widths do not exist. The American Association of TRAIL WIDTH
State Highway and Transportation Officials (AASHTO) recommends a ten (10) foot trail
width, but some of these paths are too narrow to handle the ultimate volume of users and
may not take into account other factors such as the trail surface, speed of trail users, etc.
Consider the number of people who are likely to use your trail. Where "significant"trail
traffic is anticipated (one hundred (100) trail users per hour during peak periods),the
width of a two-way shared path should be at least ten (10) feet in suburban areas. In
rural and urban areas,the minimum trail widths change to eight (8) feet and twelve (12)
feet respectively.
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Topography - the shape of the land - can be defined as flat, gently rolling, hilly, or SLOPE
mountainous. A physical assessment of a trail corridor determines the longitudinal and
cross slopes of specific segments. An accessible trail will have a maximum longitudinal
slope of five(5) percent(three(3) percent is preferred) and a maximum cross slope of two
(2) percent. The following table lists ranges of longitudinal and cross slopes acceptable
for specific trail user groups.
TRAIL USER AVERAGE SPEED LONG. SLOPE CROSS SLOPE
Pedestrian 3 to 1 mph no restriction 4% maximum
Bicyclist 8 to 20 mph 3% preferred 2%to 4 %
8% maximum •
Equestrian 4 to 8 mph 10% maximum 4% maximum
Skier 2 to 8 mph 3% preferred 2% preferred
5% maximum
There are many surface types available to complete the cross section of your multi-use SURFACING
trail, including granular stone, asphalt, concrete, soil cement, wood chips, and natural
surface. Surface materials are either soft or hard, defined by the material's ability to
absorb or repel moisture. Many single-use trails throughout the country, particularly
hiking and equestrian trails, have soft surfaces (natural earth/turf, wood chips, etc.).
These surfaces often do not hold up well under heavy use or varying weather conditions,
and therefore are not ideal for multi-use trails. Hard surfaced materials (soil cement,
asphalt, cement, etc.) are more practical for multi-use trails, especially in urban and
suburban areas. They are generally more expensive to purchase and install but require less
maintenance and can withstand frequent use. Hard surfaces also accommodate the widest
range of trail users.
Trail surfacing can be used to encourage or discourage use. If you want to encourage as
many users as possible, choose one of the hardest surfaces. If you want to limit the
number or speed of users, choose a soft surface. Recycling options should also be
considered when choosing a surfacing material. Car tires and other rubber products,
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crushed glass/pottery, and ground asphalt shingles are some of the materials that have SURFACING,
been used in the construction of trails. The recycled products industry is expanding continued
quickly, with new manufacturers emerging constantly. It may be worth doing some
research into what types of recycled products are available to you and what type of
strength,longevity,and durability they have in relation to their cost, ease of installation,
effect upon the environment, etc.
An often overlooked design factor is the long-term cost of operations and maintenance. MAINTENANCE
Prior to constructing trails, the City's public works department should be consulted
relative to their staffing,time, equipment, etc.to verify that the ability exists to properly
maintain the trails which will be constructed. Also consider the long-term replacement
costs of trail surfaces and other major recreation components.
► Asphalt needs resurfacing every seven to fifteen years, depending on site
conditions and construction quality. In 1992 dollars, it cost a minimum of$10
per lineal foot to remove and replace asphalt and $5 per lineal foot to overlay an
existing asphalt trail with a I Y2 inch top coating.
► Concrete lasts approximately twenty-five or more years, but replacement costs
about$25 per lineal foot (in 1992).
► Crushed stone will typically last seven to ten years, although it requires frequent
patching and spot repairs. Replacement costs about$5 per lineal foot.
► Wood chips decompose rapidly under prolonged exposure to sun, heat, and
moisture,wash easily under moderate slopes and rainfall, and require almost
constant maintenance to keep the width and depth consistent. They are,
however, often available at no cost (or a nominal cost) from commercial tree-
trimming services.
The types of support facilities your trail will need - and their placement along the trail - TRAIL SUPPORT
depend on several factors:the setting and proposed uses of the trail,the trail's intensity FACILITIES
of use, the level of servicing/maintenance that the facilities need, and the
utility/infrastructure requirements of the facilities. Whatever the location, user groups,
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and desired activities along the trail,you must plan for trail facilities from the start. If TRAIL SUPPORT
you cannot afford to develop all facilities at the outset, know the types of facilities that you FACILITIES,
and your community ultimately want. continued
To a large degree, the parks, schools and many commercial operations within Oak Park
Heights act as "built-in"trail nodes and stopping points where persons may rest, obtain
shelter from the elements,eat lunch,use a bathroom or get a drink of water. The distance
between these known points and exactly what they offer should be studied in the early
stages of trail design and implementation. In areas where distances are excessive or where
easy access (either physically or at certain times of day) is a problem, consideration should
be given to establishing support facilities to supplement the existing ones.
To get the most out of a trail experience, it helps to start with a beautiful trail setting LANDSCAPING
which offers exceptional landscapes and visual amenities. In reality, however, not all trail
corridors come with such benefits and require significant work in the form of landscaping
to give the trail a personality of its own. To create a successful trail experience,you must
consider the perspective of the user. Since the landscape is typically viewed while moving,
a sequence of views is more important than a single view in one direction. Trails are multi-
dimensional,with things to see, hear, and feel along the way.
In developing a landscape plan for trails in the community, you must think of it as a
phased process which is an on-going commitment. The overall intent and that of specific
areas may differ significantly based upon what land uses are adjacent to the trail,whether
it is along a roadway or not,as well as what environmental and soil conditions are present.
On-going maintenance is a major factor in a multi-use trail's landscape plan; even
"natural" landscapes require trimming,weeding, etc. Cleared and mowed trail shoulders
at least two (2) feet wide on either side of the trail provide a groomed look, offer better
visibility,and provide an option for those who like to utilize soft surfaces. It is best to
setback trees and shrubs, when planted, at least five (5) feet from the trail surface to
control the inundation of paved areas by tree/plant roots.
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IMPLEMENTATION
The final phase of the Trails Plan establishes a process of projecting land acquisition and trail improvements, setting
priorities, and scheduling for their provision and financing over a period of time. This process produces a long-range
guide for recreation and requires that the City look toward the future to anticipate capital expenditures and to provide
revenues to meet them. This section does not take the place of a capital improvements plan in that precise costs are
beyond the scope of this document,however,the City must begin thinking about establishment of a five year priority list,
analyzing their financial situation, and obtaining cost estimates for the desired improvements.
Park and trail land dedication will play a major role in acquiring and developing LAND
park/trail facilities, particularly in the western portions of the City, although is not ACQUISITION
possible in all cases. Acquisition through dedication is a long-term process since land can
only be obtained as the abutting land is developed. While the outright purchase of land
is prohibitive due to investment costs and anticipated benefit per capita through the City,
land acquisition will be necessary where developments are already in place and lack
recreational facilities or to acquire special, distinct pieces of land which would otherwise
be difficult or impossible to obtain through park dedication. While the majority of Oak
Park Heights contains developments that are already in place where many of the trail
corridors are proposed and will likely require land acquisition through purchase, the
utilization of road rights-of-way will provide an easy alternative for establishing public
trail routes.
For the most part,it is this Plan's intention to provide trails which will not burden the City PARK & TRAIL
with high acquisition and construction costs. Land and right-of-way for trail construction DEDICATION
will be acquired as part of the dedication process of a subdivision or as an improvement FEES
to be included as roads are built or upgraded wherever possible. Due to the obstacles that
may arise through acquisition of a trail right-of-way, the Comprehensive Bicycle and
Pedestrian Trail System Plan provides only a general layout of trail routes and proposed
park locations which may be altered at the time of actual acquisition and development.
At the present time, park land dedication contributions required of developers as a cash
donation is $450 per single family residential lot in the City. This fee is charged in those
areas where no park land is required,and is used for acquisition and development in other
areas where parks and trails are to be located. While this is fairly consistent with
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neighboring communities, the amount as it stands makes it more advantageous for PARK & TRAIL
developers to pay the park dedication fee rather than dedicate land. Furthermore, no trail DEDICATION
dedication requirements are in place to relieve the pressure for trail construction (that is FEES,
the current priority in the community) which results in the park fund monies which would continued
otherwise be utilized for park development, being eaten up for trail purposes. With this
in mind,it is recommended that the City look toward raising the park dedication fee in the
future and establishing a system of trail dedication requirements.
This recommendation is made in an effort to provide equity between those land developers
who are required to donate land and those who pay the fee. In the past,the low level of
cash payments resulted in an unequal burden placed on those from whom land was
required. The higher fee is intended to accommodate the cost of land and its development,
and the opportunity cost of being deprived of that land through park land dedication. The
additional effect of this fee increase would be to accelerate the accumulation of funds for
acquisition and development. Adequate levels of park funds would be available for use
sooner to catch up and keep up with the pace of development, presuming that the fee itself
does not affect such,as it is not expected to do so. This assumption is made in light of the
fact that new development has continued in those areas where land dedication has been
required, and the fee is recommended at a level which approximates the cost of land
dedication to the developer.
While parkland acquisition and development are capital outlays that are typically FUNDING
financed with the revenues from City dedication or general funds,there are other methods OPTIONS
available to assist the City in raising necessary money for large projects. The following
grant programs may be available to the City if the intended project(s) comply with the
submission criteria
DNR Outdoor Recreation Grant Program (LAWCON - Land and Water Conservation Fund).
The goal of the Outdoor Recreation Grant Program is to assist communities in acquiring,
developing,and/or redeveloping facilities for outdoor recreation use.The grants can fund
up to 50 percent of a total project cost,while the remaining local share can consist of local
funding, materials, labor, and equipment through local sponsors or donations.The land
must be owned by the applicant and must be developed completely within three years from
the date of fund acquisition. One or more of the following facilities must be included in
a proposed project.
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Baseball/Softball Fields Basketball/Hard Courts FUNDING
Boat Launching Sites Campgrounds OPTIONS,
Canoe Access Sites Cross-Country Ski Trails continued
Fishing Piers/Shore Fishing Football/Soccer Fields
Nature Study/Observation Areas Picnic Shelters
Playgrounds Skating/Hockey Rinks
Swimming Beaches Tennis Courts
Trails Volleyball Courts
In addition, support facilities are also eligible for funding provided at least one facility
from the above list is provided. Support facilities include drinking fountains,fencing, fire
pits/grills, landscaping, lighting, roads/parking, benches/seats, trash receptacles,
restroom/shower/storage buildings, signs, sledding hills,warming houses, utilities, and
design/engineering costs (up to 10 percent).
ISTEA- Bicycle Transportation and the Intermodal Surface Transportation Efficiency Act
of 1991. This program aims to increase the importance of bicycles and pedestrians as part
of an intermodal transportation system. The following types of projects are eligible for
funding.
► Bicycle facilities on land adjacent to all highways other than interstates which are
principally for transportation rather than recreation.
► Carrying out non-construction projects related to safe bicycle use.
► Bicycle and pedestrian facilities are funded at an 80/20 share. Those facilities
that link with others, remove or eliminate natural or man-made barriers to
pedestrian or bike travel, and provide a travel alternative on or adjacent to
congested highways will receive the highest priority.
► Transportation facilities may include new or improved lanes, paths,or shoulders
for use by bicyclists,traffic control devices, shelters, and bike parking facilities.
Further information may be obtained from the MnDOT Bicycle Planning Unit in St. Paul.
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Legislative Commission on Minnesota Resources. The LCMR program works toward FUNDING
enhancing and protecting Minnesota's natural resources. One or more of the following OPTIONS,
strategies must be met in order to be considered for available funds. The list is a partial continued
list of strategies and represents the order of priority in which funds are given. A complete
list of project components,application requirements, and funding cycles can be obtained
from the State Offices.
► Rehabilitate state and regional parks/trails.
► Acquire and develop state and regional parks and trails.
► Acquire, protect, and enhance critical habitat, native prairies, unique and/or
sensitive areas,scenic bluffs,aquatic resources, old-growth forests,and historic
sites.
► Expand rural and urban re-vegetation with native species, including community
shade tree programs. Implement native species tree planting for energy
conservation, carbon dioxide abatement, erosion control,wildlife habitat, and
other benefits.
• Research and demonstrate ecologically sound methods to control or eradicate
exotic species of plants or animals which are or may become a threat to the
environment.
► Accelerate the implementation of measures to reduce non-point source pollution.
► Provide for all types of wetland purchase, restoration and easement acquisition
to enhance wildlife habitat, erosion control, water storage, flood control, and
water quality.
► Accelerate the use of farming practices consistent with wildlife habitat and
environmental and human health protection.
► Create qualitative and quantitative benchmarks, including biological indicators,
for key natural resources to permit effective monitoring and assessment of
environmental trends.
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Capital improvements programming provides an instrument for carrying out the objectives CAPITAL
and recommendations of the Oak Park Heights Trail System Plan. Through prioritization IMPROVEMENT
of five year capital needs for the City's park and recreational facilities and identifying the PROCESS
amount of money available to finance the improvements during this period,the City will
be able to determine which improvements are necessary in terms of their ability to pay.
The capital improvement program (CIP) is a flexible process, in that as the social, physical
and financial conditions change within the City,the priority of the scheduled projects may
also change. In response to the changes in the City,the CIP must be an on-going process.
Each year the CIP should be re-evaluated for consistency with the Plan, current
recreational needs, and fiscal condition of the City.
The following process should be utilized by the Park Board when reviewing potential park •
capital improvement projects.
► Establish a five year priority list of park/trail capital improvements that reflects
current and projected recreation demands. Annually review and revise the five
year priority list to reflect current demand and needs.
► Analyze the City's current financial situation.
► Obtain up to date cost estimates for high priority items.
► Develop project descriptions and plans for the desired improvements which
include proposed scheduling and phasing.
► Make copies available of the CIP for public inspection prior to the City Council's
presentation of the annual budget at the required public hearing.
► Begin the process over again following approval of the CIP and the beginning of
another calendar year.
It is recommended that a specific annual CIP review schedule be established for the review
of potential park/trail projects. This will enable persons who wish to request consideration
of new items to present their position in ample time to change the CIP, if necessary, in a
manner consistent with community needs and reducing or eliminating financial
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commitments being made for projects which might not proceed to the final construction
stage in the event that they are deleted or moved back on the priority list.
The following trail segments represent the top priorities (in the order listed) as determined 1995 TRAIL
by the Trail Committee at the time of document completion in June of 1995. The projects PRIORITIES
are intended to be completed as time, man power, and money allow and should take into
consideration the available public works staff for maintenance, etc.
Pavement Marking of Local On-Street Trails. Trails planned for establishment on local
streets which are already in existence can be marked with the bicycle symbol where they
begin,where they connect with other trails, and at street intersections.
NSP Easement Clearing. The Trail Committee would like to utilize a volunteer group such
as the Sentenced to Serve adult or youth prisoners to provide their services for clearing
unwanted trees, brush, and weeds from the NSP easement where an overland trail is
planned. The easement could then be easily maintained as a mowed grass trail to allow
for resident usage and awareness on an interim basis.
NSP Slag/Asphalt Dump Site Easement. This site is located on the west side of Stagecoach
Trail near the southern City limits and is scheduled to be cleaned up in the near future to
remove all hazardous wastes from the land. Following this procedure,the Trail Committee
would like to see an easement obtained so that through, east-west trail access could
eventually be provided between Stagecoach Trail and Valley View Park.
Osgood Shoulder Re-striping. This project involves the Re-striping of shoulders along
Osgood Avenue, both north and south of Highway 36, to provide shoulders for bicycle
traffic where none currently exist and to provide wider shoulders where possible. The
project would be completed by Washington County as part of their scheduled
improvements to the road this summer.
Osgood Avenue Sidewalk/Grade-Separated Trail. Establish sidewalks/grade-separated
trails along Osgood Avenue on the east side as a priority, put preferably on both sides.
This project would utilize existing right-of-way to the extent possible but would likely
necessitate some acquisition of land from abutting property owners.
NSP Easement Trail Establishment. This project would involve the implementation of the
planned overland (paved)trail where previous clearing allows. The project would likely be
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limited to the area between Oakgreen and Osgood Avenues at the start, intended to be
extended as through connections and new destinations become possible.
K-Mart Lease Expiration. Prior to or at the time of K-Mart's lease expiration, it is
suggested that the City review possible opportunities for establishing a trail through the
St.Croix Mall parking lot (on the south side) via Re-striping or establishment of a grade-
separated route. One or more Trail Committee members and/or City Staff should plan to
meet with property owners to discuss the options and obtain feedback.
Oakgreen Avenue. Investigate the possibilities of establishing a three (3) foot asphalt
shoulder along the east side of this road within the existing right-of-way to relieve
pedestrian and bicycle safety issues which currently exist. The timing of this project will
require contact with Washington County to determine their potential plans for upgrade
and transferred jurisdiction of this roadway. Additionally,the location of a trail behind
the Baytown-Township homes on the west side of the road should be investigated to
determine how integration and connection of trails within the Oakgreen Avenue right-of-
way may best occur.
An important aspect of park and trail development is user knowledge of the recreational COMMUNITY
facilities. To promote the use of the community recreational system, the City should EDUCATION
provide informational material to residents as the facilities are implemented. A newsletter
and map mailed to each household is probably the best means by which to accomplish
this. At the same time, the City should work to establish a list of rules and encourage
community awareness of such.
A clear and concise system of park and trail signage is beneficial in any recreational system SIGNAGE
to assist users in finding and using the facilities. Directional graphics may be in the form
of painted pavement symbols/lettering or any variety of regulatory,warning, or guidance
signage. Signage should include general identification of an area, layout and types of
facilities present, directions for specific points of interest such as handicapped areas,
restrooms,or connections to destinations,trail distances, and user/safety rules. The best
location for much of this information is near the entrances to parks/trail segments or near
parking areas. The signage should be consistent throughout the City and should be easily
understandable and maintainable. The U.S. Department of Transportation's federal
Highway Administration has outlined size,shape, and color criteria for signs in the Manual
of Uniform Traffic Control Devices (MUTCD).
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