Town Code & Ordinances Code — 2021-06-02

RESOLUTION NO. 2I.IO4

A RESOLUTION OF THE COMMISSIONERS OF QUEENSTOWN

ADOPTTNG THE QUEENSTOWII TRATLS MASTER PLA|I

WHEREAS, the Commissioners of Queenstown have the power to maintain recreational facilities and programs to promote the health, welfare, and enjoyment of the residents of the town;

and WIIEREAS, the Queenstown Planning Commission began developing the Trails Master Plan in February, 2020 to provide public recreational facilities to residents of the town; and WHEREAS, after engaging resident volunteers and reviewing and revising the Trails Master Plan over the last year, on June 2, 2021, the Planning Commission voted to recommend adoption of the Trails Master Plan by the Town commissioners; and

WHEREAS, on August ll, 2021, the Town Commissioners and the Town Planning Commission held a Joint Work Session to discuss the Trails Master Plan and came to a mutual resolution on certain edits to the Trails Master Plan; and WHEREAS, the Town Commissioners of Queenstown have determined that it is desirable and in the public interest to adopt the Queenstown Trails Master Plan, dated August, 2021 as

recommended by the Queenstown Planning Commission.

NOW, THEREFORE, BE IT RESOLVED by the commissioners of Queenstown, that the Town of Queenstown Trails Master Plan, dated August, 2021, a copy of which is attached hereto and incorporated by reference herein, be and is hereby adopted as the Trails Master Plan for the Town of Queenstown, Maryland.

AND BE IT FURTIIER RESOLVED that this Resolution be affixed to and be made a part of the Town of Queenstown Trails Master Plan.

25 OugrEF REsoLVEDthis auvor ,202r.

TOWN COMMISSIONERS FOR THE

Thomas B. Willis, Jr., Aaron Horney, Town Town Commissioners Queenstown Resolution 2l-104 2021Trails Master Plan Page I Version 8-L9-2t Table of Contents P|an...........

Town of Queenstown, Maryland Trails Master ..'.................'.. 1 ...........

Chapter 1: Introduction '...'...... 1

Planning Process and Outreach............. .'.......2

Chapter 2: Vision,

Goals, and Objectives........... ................... 2 The Vision. ...........'....... 2 The Goal ...............'.'.... 3 The Objective............. .....'..'........'. 3

Chapter 3: Queenstown's Trails Today....... ."""' 4

Trails ......."""' 4 Existing Beyond..... ..'.""""""' Planned Trails in Queenstown and 5 Queen Anne's County Planning .."""""""""" 9 National and Historic Trails...... """' 13

chapter 5: TrailTypes &

Trail system Design Recommendations...... ..................'. 21 Type.. """"""""' 2L Trail Surfaces.............. """"""""' 22 Traif Recommendations """' 23 Trail System Design Enhancing and Maintaining Trail Experience """"""""' 24 lmplementation """""" 26

Chapter 6:

Planning """""""""" 26 Sources..... """' 26

Chapter 7: Funding

Trails """ 26 Funding for Funding """"' 27 Capital Sources """"' 28

Appendix A: Funding

Bicycle and Pedestrian Funding Programs in Mary|and........"..... "" 28 Version 8-I9-2L Town of Queenstown, Maryland Trails Master Plan Chafier 1: Introduction The Town of Queenstown, Maryland, encompasses approximately 2.28 square miles within its corporate boundaries and approximately 8 square miles in its planning. Within its corporate boundaries, there is a mix of residential and commercial property of which a limited amount

can be accessed via a trail system by non-motorized means. Additionally, eueenstown's corporate area is bisected by US 50 and US 301 highways, presenting some unique challenges for physically linking all areas and providing easy and safe access between old and new neighborhoods. The location of these highways presents a barrier to the Town's ability to create a sense of belonging in the community for new neighborhoods not to "downtown." Along with

community celebrations/events and participatory government, providing safe and efficient physical linkages between downtown eueenstown and new neighborhoods and commercial centers is critical for creating a unified community. A trail system for non-motorized means is vital to promoting a healthy and active lifestyle and improved quality of life for eueenstown residents, adjacent County residents, and visitors.

Additionally, trails ensure safe non-motorized access for residents and visitors with less dependency on automobiles. Queenstown's nearly 6.5 miles of shoreline presents unique opportunities to link public pedestrian and bike access to the Wye and Chester Rivers.

Historically, Queenstown has advocated for highway improvements (e.g., overpasses and interchanges)that improve vehicle access across US 301 and US 50 within the planned growth area. Such highway improvements would also provide for safe non-motorized means of crossing these highways. Prior versions of the community's Comprehensive Plan have included vehicle overpasses at Greenspring Road and Del Rhodes Avenue. Major highway capital projects

in the Queenstown area stand little chance of implementation in the foreseeable future when considered from the State's perspective on priority travel demand. The State's priority is vehicle traffic destined for regional locations (e.g., resort beaches and major urban centers).

Because Queenstown sits at the confluence of several travel corridors of importance for both local and regional pedestrian and bike movement, the Town can present a more compelling case for capital funding for improved pedestrian and bike access.

This Trails Master Plan ("Master Plan") focuses on identifying and enhancing existing trails. lt also identifies locations for new trails linked to pedestrian bridge infrastructure improvements, thus enabling residents and visitors to safely cross these major highways on foot or by other non-motorized means.

This master plan will provide a basis for future capital improvement project funding as well as guidelines for required trail connectivity throughout planned or future residential, commercial, Version 8-L9-2L or mixed-use development in Queenstown, MD.

Planning Process and Outreach The Queenstown Planning Commission developed the Trails Master Plan over 18 months, aided by an informal group of resident volunteers. A "listserv" kept volunteers informed of the progress throughout the development of the Plan. The resident volunteers also included representation from the three largest landowners one of which has a stake in the Master Plan.

When land is developed in future years, the Master Plan will guide conceptual site development plans and how trail components are incorporated. The Master Plan's focus, ascertaining the community's needs and desires and improving the quality of life for Town residents, neighboring county residents, and visitors, largely derives from the input and involvement of volunteers.

Regular updates were provided to the resident volunteer members via website updates and direct e-mail correspondence at various plan development stages.

ln April 2OZO,an online trails survey was developed and made available for residents to complete. In the 3 weeks the survey was open, 51 responses were received. Responses were analyzed and incorporated as best as possible into the final Queenstown Trails Master Plan.

predominantly respondents (68%l indicated trails were at least very important to them. On average, respondents indicated they walked or biked for exercise, fun, or to visit friends and the average distance traveled was approximately 2 miles. Eighty-two percent l82o/ol of respondents indicated more dedicated trails for walking and biking would encourage them to perform this activity more often. And nearly 4oo/oindicated a desire to reach Grasonville and ultimately the

Cross County Connector Trail at Kent Narrows. Additionally, trail access to the Queenstown Outlets and access to trails within the Queenstown Harbor Golf Course was indicated as begin desirable. The complete survey and response are available on the Town's website under the Trails Master Plan in the Planning Commission section'

Chapter 2: Vision,

Goals, and Obiectives The Vision The vision of the Master Plan is to take an existing limited system of trails in Queenstown and expand it to achieve the following:

o provide a variety of trail types for use by residents and visitors that promote the highest quality of life achievable, making Queenstown a highly desirable eastern shore location in which to live, work and PlaY;

o place importance on the need for safe pedestrian access across both US Rt' 50 and US Rt' 301in the form of pedestrian foot-bridges;

o ldentify a system of trails (on-road, off-road, and waterway) that will link residential Version 8-L9-2L neighborhoods, open spaces, parks, natural resource management areas, and commercial areas;

o Partner with County, State and other municipalities to explore linkages from Queenstown to adjacent Queen Anne's County urban areas (Grasonville & Centreville) as well as the Cross County Connector Trail; and o ldentify a waterway trails system that connects eueenstown to other eueen Anne,s county locations along the chester River and its tributaries.

The Goal The goal of the Master Plan is to provide an inventory of existing trails and develop a comprehensive, viable, and sustainable approach to maintaining the present trail system and expanding the trail system to connect with eueen Anne's County trails or future trails. This Master Plan will also provide the Town with a realistic and implementable plan that will promote healthy and active lifestyles by developing a complete and sustainable trail and

pedestrian path system. lt will enable residents and visitors to safely and efficiently walk, bike, or paddle throughout the Town's corporate boundaries and connect to adjacent eueen Anne,s County areas through non-motorized means. Creating, expanding, and maintaining a continuous and connected trail system has the potential to:

o Promote the concepts of Smart Growth;

o Reduce vehicle trips;

o Provide a safe and integrated network to reach daily destinations;

o Tie together residential communities, commercial activities, parks, schools, recreational areas, and other public uses and spaces;

o Provide recreational opportunities, and enhance the quality of life of eueenstown residents and County residents; and o Make Queenstown a more walkable community.

The Objective Queenstown established the following objectives in its 2017 comprehensive plan:

1. lmprove pedestrian and bicycle opportunities, ensuring that pedestrian and bicycle

facilities are an integral part of any new project design.

2. Ensure new streets connect to the overall Town system in a way that promotes the safe

and efficient movement of vehicles and pedestrians.

Additional objectives include:

o coordinate trail planning with the recommendations contained within the eueenstown Comprehensive plan. ldentify and collaborate with eueen Anne,s County and adjacent municipalities to ensure continuous and connected trail system within the planning Version 8-L9-2L area;

ldentify Primary, Secondary, and Water trail (blueway) locations within the Towns corporate boundaries and planning area that will connect residential neighborhoods, parks, open spaces, and commercial areas;

Explore linkages to Grasonville, MD with ultimate connection to the Cross County Connector Trail to the east and potentially the Town of Centreville to the north;

ldentify pedestrian bridge locations within the Town's corporate limits to provide the safe crossing of MD Rt. 301 and MD Rt. 50;

Ensure pedestrian access and planned trail links in the design of new neighborhoods and commercial development;

Develop trail construction standards using best management practices that comply with provisions of the American Disabilities Act (ADA);

o ldentify key funding partners;

a Involve residents and principal property owners in the development of a master trails plan and implementation program;

o Establish a trails maintenance and replacement program;

a Publish trail information and maps on the Town's website for residents and visitors to access information.

Also, it is Queenstown's stated policies that:

o Vehicular, biking, and pedestrian access to community facilities within the Town and significant activity centers beyond the Town shall be encouraged.

o New development abutting existing neighborhoods shall provide continuity for vehicular and pedestrian movement by maximizing connectivity to consistent with proper site planning'

Chapter 3: Queenstown's Trails Today

Existing Trails Throughout the Trails Master Plan development, the Planning Commission members and volunteers surveyed the trails that currently exist within Town.

The information obtained includes the location, surface type, length, conditions, etc., of all trails. Trails were then categorized into trail types that Flgure 6 consisted of the following:

.

Sidewalks (Figure 1) .

Decorative Sidewalks (Figure 2) .

Sidepaths (Figure 3) Flguro 7 4 Version 8-L9-2L o NaturalTrail (Figure 4) .

Shared Roads (Figure 5) In addition to the existing trail types, based on survey results and research from other jurisdictions, the below trail types should be included as options for future development throughout Queenstown and are further defined in Chapter 4:

.

Bike Lanes (Figure 6) o Multi-Use Trails (Figure 7) Table 01 summarizes the mileage existing within the Town identified in the trails inventory and planned and future trail segments. Existing trail locations are shown on Map 01.

Planned Trails in Queenstown and Beyond Queenstown is a relatively small Eastern Shore waterfront community. The success of a sustainable, implementable, and connective trailsystem requires participation from all adjoining jurisdictions, which in this case is eueen Anne's County, Maryland. The eueenstown Trails Master Plan is consistent with many sections of the eueen Anne's County Comprehensive Plan. For example, Section S.ll.L Transportation Plan Element Relationships acknowledges the

importance of "targeting investments for enhanced transit access, bicycle, and pedestrian accessibility and to enhance the Towns and County Planning Areas." The Master plan will refer to "local" trails as trails that exist within the Town's incorporated limits and "connector,,trails as trails in the Queen Anne's county planning area linking to local trails.

Queenstown's Trail Vision is shown on Map 02. The vision consists of existing and future plans to connect features within the Town, e.g., off-corridor pedestrian and bike links across the wheatlands property and water access to the wye and chester Rivers, as well as those near Queenstown. Other components, not currently available, present eueenstown with an opportunity to provide critical linkages in these trail corridors and function as a hub for access

across Queen Anne's County and the region. Creating these linkages presents economic opportunities associated with an increased Town role in heritage, eco, and recreationaltourism in the region and additional economic development opportunities along future trail corridors within Queen Anne's County and Queenstown. Malntaining and enhancing an urban/suburban trail system in Queenstown is vitalto encouraging economic developmeniin the area, and

specifically in Queenstown.

"Downtown" Queenstown is generally residential, with quiet narrow side streets with two significant roadway arteries leading through downtown eueenstown; these being MD Rt. 1g and Del Rhodes Avenue (Rt. 456). The limited geographic area of the downtown limits the number of local trail options in the downtown area. The future development of the wheatland's Farm and both the Dudley North and Dudley south tracts provide options for

significant expansion. By incorporating trail segments into their design, these developments provide beneficial local connections to future proposed mixed-use developments and the ability Version 8-L9-2L to link to connector trails to provide an expanded trail system.

Table 01: Queenstown Trail Matrix Trail TrailName Segment Type Classification Surface Length Existins Harbor Lane Main Street - Old Warf Sidewalk Local Concrete 0.48 Main St. - Del Rhodes Roval Farms Sidewalk Local Concrete 0.30 Del Rhodes - Old Point Ln. End Sidewalk Local Concrete 0.t7 Main St. - Steamboat MD Avenue AVe. Sidewalk Local Concrete 0.08 MD Ave. - Steamboat Ave. 2nd Ave. Sidewalk Local Concrete 0.10

Main St. - Thompson Ave. End Sidewalk Local Concrete 0.21 Main St.

Comeqvs Ln. End Sidewalk Local Concrete 0.13 Queenstown Main St. - Creek Trail End Sidewalk Local Concrete 0.0s r.52 Total Planned Sidewalk/ Wheatlands Tract Multi-use/ Concrete/Asphalt/ Trail Rt. 18 - Loop Natural Trail Local Woodchip 1.53 Dudley North Main St. - Sidewalk/ Tract Trail Looo - Rt 18 Multi-use Trail Local Asohalt/Concrete 1.20 Main St. - Queenstown Winchester Multi- Harbor Woodlands Creek Rd use/Natural Crushed

Trail (Grasonville) Trail Local Stone/Asphalt/WoodchiP 1.50 4.23 Total Future Rt.18 @ Wheatlands Rt. 18 West Tract - Connector Trail Nesbit Road Multi-use Trail Connector Asohalt L.40 Rt. 18/4-H Park Road - Rt. 18 East Joseph Connector Trail Bovles Rd. Sideoath Connector Crushed Stone/AsPhalt 0.04 1.4 Total 6 (n

I

Or

I

@ c .9 t^ o

MAP 02

TRAILVISION

QUEENSTOWN, MARYI.AND

Legend .-r' Ed3tng r|lll .rrr Glu€onstown H.6or l{ltr]o Tilll .--. llrll Plddle ---.

Futurc County Trtll ---. lt.ll D€velop.r Provld€d ProPGod Pgd6trhn ov.rp!3r Fl N -! nrnneo Dovelopmont

I

ct) ! rutut" Planned Devdopm€nt

I

@ oo c .o ttl o + @Fct 0 750 t 3D 1m0 {sl, Version 8-L9-2t Trail continuations to these properties from "downtown" Queenstown would provide safe linkages for residents and visitors to traverse across the entire Queenstown corporate limits and county trails via connector trails.

The Queenstown Harbor Nature Trail, a "local" trail, would provide connectivity to Black Beards Road/Nesbit Road overpass through an easement agreement with Queenstown Harbor Golf Course owners. The Future County Trail(s) would be an actual "connector" trail and would need to be planned by Queen Anne's County. Queenstown encourages the eueen Anne,s County Planning Department to immediately put requirements that any future development along Rt.

18, from Rt. 50 east to Nesbit Road, install a multiuse or side path Developer Trail to run adjacent to the road or in the railroad right-of-way. This provision would ensure future nonmotorized connectivity between Queenstown and Grasonville and would not have to be funded by the County.

Likewise, at the north end of Town, Queen Anne's County should plan and fund the installation of a future county trail along Rt. L8 from Main Street/Greenspring Avenue to Joseph Boyle Road. This trail segment would provide a safe means of connecting to eueen Anne's County bike routes leading to the Town of Centreville, MD.

Queen Anne's County Planning In the early stages of master plan development, the Planning Commission invited the eueen Anne's County Parks and Recreation Department to attend a planning meeting to discuss the County's Plan for trails. County representatives stated that the County did not have a Trails Master Plan; however, they acknowledged that trails were important and that a County Trails Master Plan should eventually be developed.

While the County does not have a trails master plan, the 20L0 Queen Anne's County Comprehensive Plan contains a planning framework of non-motorized travel modes. The eueen Anne's County plan vision for transportation includes the objective to "continue to improve and expand opportunities for alltravel modes, including bicycle, pedestrian, transit, rail, and carpooling commuters. The County will promote walking and bicycling for outdoor recreation,

fitness, and transportation, having safe access to local roadways and trails to make the County a better, safer, and more connected place to live and visit." Among the guiding principles the County has set for itself for the development of safer roadways, and enhanced bicycle and pedestrian accessibility are the following:

o Encourage the provision of safe and easily accessible pedestrian and bicycle accommodations for residents with consideration of handicap accessibility;

o Promote connections within towns and the County and to the larger region, expanding on the trail systems already in place;

9 Version 8-L9-2L o Decrease traffic congestion, noise, and air pollution through increasing bicycle and pedestrian use;

o ldentify a potential network of bicycle and pedestrian facilities.

Map 03 shows the Queen Anne's County envisioned trail system. Partnering with Queen Anne's County to create trail links to and through Queenstown presents opportunities to benefit both entities. The County's planned bike and pedestrian systems are dependent on links through Queenstown. Queenstown will work to secure a commitment from Queen Anne's County to work collaboratively to achieve trail connectivity to and thru Queenstown.

As stated in the 2010 Comprehensive Plan, the County is committed to, "targeting investments for enhanced transit access, bicycle, and pedestrian accessibility and to enhance the Towns and County Planning Areas" Partnering with Queen Anne's County enhances Queenstown's ability to take advantage of the potential funding available from Federal and State Programs. As part of its goalto reduce traffic congestion along major corridors, the County has set objectives to

"provide programs and facilities to promote bicycling, walking and carpooling and reduce vehicular use." The County comprehensive plan recommends seeking State and Federalfunding to complete various proposed and potential path and trail projects. County elected officials, with support from the State Legislative Delegation, will continue to provide an annual written priority list to the Secretary of MDOT for multi-modal transportation improvement needs."

Specific programs listed in the 2010 Queen Anne's County Comprehensive Plan include the following:

o Sidewalk Retrofit Program - This program offers funding for the construction of new sidewalks and reconstruction of existing sidewalks along State highways in locations identified by the County and Towns. The State can pay for 100 percent or half of the cost, with maintenance being the responsibility of the County or Town.

Retrofit Bicycle Program - This program offers funding for improvements along State highways to provide increased accessibility for on-road cyclists.

National Recreational Trails Program - This program provides funding for various recreational trails, including pedestrian, bicycling, water trails, inline skating, equestrian, cross-country skiing, and off-road vehicular trail projects.

Scenic Byways Program - This program identifies scenic and historically significant routes for tourism development and provides funding for corridor management plans' Transportation Enhancement Program - This program provides funding for nontraditional projects such as bike paths, beautification, museums, and historic preservation of transportation structures.

10 Version 8-L9-2L Complete Streets Initiative - This is a federal initiative focusing on creating complete streets designed and operated to enable safe access for all users. Pedestrians, bicyclists, motorists, and riders of all ages and abilities must safely move along and across a complete street.

The Grasonville Community Plan, 2OtO, page 4-L3, under the heading of "Trails" makes the following recommendations.

Shared bicycle-pedestrian troils are recommended as follows:

Route 78 ond the abondoned roil right-of-way adjocent to IJS 50/301. This would be on extension of the Cross lslond Trail project and would provide o safe and continuous hikerbiker trail between Grasonville, Kent Narrows and the Kent lsland communities. From the Kent Narrows the Cross lslond Troil should be extended to the west end of Grasonville along Route 78 ond the obandoned roil right-of-woy odjacent to tJS 50/301. The route

would continue through Grasonville olong Main Street, which is currently not very bicycle friendly. The Cross County Connector Trail project should be extended from the old outlet moll on Kent lslond to Long Point Pork and beyond. The improvements to Main Street will create more room for cyclists on the shoulder, but it would still be hetpfutto have "Shore the Rood" signs to increose motorist oworeness. Once the Grasonville tink is

completed, the trail could ultimotely continue northwest olong Route 18 connecting Grosonville with Queenstown ond Centreville [Emphosis odded]. The troil section along Route 78 between Kent Norrows and Orosonville should include a parking areo ond wetland boardwalk trail allowing for scenic views of Marshy creek.

The County's most recent significant trail enhancement project was the Cross County Connector Traif 's extension from Kent Narrows to Long Point Park Trail. As of January 21z1,the County had no plans or funds to continue this trail east towards eueenstown.

11 Version 8-19-21 iiiriiliiiiiilil iifill t il E}tllllryiliil 'l I 'gi ffii ti F

I

[* EIlifilriil lfiltlFi -.

illt'filiil ,/^' ;' ' "..h riiiiriiili' ;

lllll

E

illll c(,t

I

'll Version 8-L9-2t National and Historic Trails Several regional and interstate travel corridors pass through the Queenstown area, including the American Discovery Trail, the Captain John Smith National Historic Trail, the Chesapeake Country Scenic Highway, and the Queen Anne's County Cross County connector (see Map 04).

The American Discovery Trail, the Captain John Smith Chesapeake National Historic Trail, and the Chesapeake Country Scenic Highway are part of programs intended to provide access to and promote the cultural, heritage, recreation, and naturalfeatures of the region with a secondary effect of promoting and supporting the eco and recreation tourism economy in the region.

American Discoverv Trail The American Discovery Trail (ADT) is a new breed of national trail - part city, part smalltown, part forest, part mountains, part desert - all in one trail. lts 6,800+ miles of a continuous, multi-use trail stretches from Cape Henlopen State Park, Delaware, to Pt.

Reyes National Seashore, California. lt reaches across America, linking community to community on the first coast to coast, non-motorized trail (see Figure 8). The ADT provides trail users the opportunity to journey into the heart of all that is uniquely American - its culture, heritage, landscape, and spirit.

The Maryland ADT begins on Hobbs Road in an area known as Ringgolds Green, a former community rich with folklore and ghost stories. The trail soon enters Denton, the county seat of Caroline County. From Denton, the route continues on rural, lightly traveled roads through Ridgely to Tuckahoe State Park. Tuckahoe, a L,800-acre park, has campsites and a lake for fishing. South of Queenstown is the Wye lsland Natural

Resource Management Area, a 2,500-acre protected area offering hiking, birding, and water-oriented activities. At Grasonville and Stevensville, you have entered Chesapeake Bay country where you have the choice of many excellent seafood restaurants. There are also motels and many fast food options. At Stevensville, arrangements must be made for a taxi or a friendly motorist to carry you across the Chesapeake Bay Bridge.

The American Discovery trail runs approximately 41.9 miles from the Delaware State Line to the Chesapeake Bay.

13 o 9.

o f 5 @

PI

(o

I

Version 8-L9-27

I

Figure National Historic Ttail |!tuI* f,rgtrrthrr tlrrrnrrro ts--r: trF.air.r{-..h hrEriJr.-''}{+--;l <---: ! .6 d.+tr-JL J.4r,EEt '1r. t. .*--gLr -d\$rr -'!t.r-B- -Lr'-r-Lq+ -r-r-l,Br= E r aFrtu-*, E+! r-r' 4gd..a4 -Ft\ bY4-..

-l{i c "=::3 - 1 &Ef ..: { !

T

I

,,ftt

E5J

15 Version 8-t9-2t Linkage from Wye lsland Natural Resource Management Area lsland to Cross County Connector and Bay Bridge access to western shore will pass through or in the vicinity of Queenstown. A pedestrian and bike link through the Wheatlands site or the Queenstown Harbor Resort site presents an opportunity to access the Wye River shore and link to a Queen Anne's County Cross County Connector. With connections to the

town center, visitors can access the Chester River and town center commercial services.

Captain John Smith Chesapeake Historic Trail As described in promotional materials, "The purposes of the Captain John Smith Chesapeake NHT are to:

o Commemorate the exploratory voyages of John Smith on the Chesapeake Bay and its tributaries in 1607-1609;

o Share knowledge about the American Indian societies and cultures of the seventeenth century;

o Interpret the natural history of the Bay (both historical and contemporary); and o Provide recreational experiences on the water and land along the trail.

The promise of the Captain John Smith Chesapeake National Historic Trail, then, is to help the millions of people in the region and elsewhere experience, envision, come to understand, and care to protect what the explorers and the inhabitants of the region saw 400 years ago:

.

by expanding access to the Bay and rivers;

.

by protecting special places reminiscent or evocative of those times;

o by educating the public of the importance and exceptional nature of the region, its people, and its resources;

.

by providing recreational experiences throughout the region;

o by creating partnerships amongst the many citizens, groups, and jurisdictions to realize the vision; and .

by instilling awe and reverence for the special places in the Chesapeake region.

Visitor experiences on the trail will include walking, bicycling, motoring, water paddling, sailing, and cruising in craft, large and small. The trail will provide national park quality experiences through NPS partnerships with state and local governments and non-profit and for-profit organizations. The trail can serve as an important agent in promoting the Chesapeake Bay's stewardship and renewal of the human spirit.

Captain John Smith Chesapeake HistoricalTrail includes Queenstown, which could 15 Version 8-L9-2L function as water andlor land trailhead. Access to Chester River at the town landing and new access on the Wye River at Wheatlands present opportunities to bring more visitors to the area, visitors that could benefit local service and accommodations businesses, e.g., BnBs.

National Recreational Trails Program provides funding for various recreational trails, including pedestrian, bicycling, water trails, skating, equestrian, cross-country skiing, and off-road vehicular trail projects. Partner with the National Park Service in design directed at eligibility for funding assistance and potential leverage with MDDOT and Queen Anne's County.

Chesapeake Countv Scenic Bvwav (see Fisure 9l The Chesapeake County Scenic Byway is a federally recognized scenic byway made up of an 85.5-mile auto-trail extending from C&D Canal (Chesapeake City)through Queenstown on Main Street/MD 18 and extending to Stevensville.

As advertised, the Byway presents an opportunity to "celebrate life on the Chesapeake Bay. Observe watermen bringing their bounty to shore, visit historic towns, and travel through scenic stretches of productive farmland. See the exceptional landscape of the Mid-Atlantic Region and gain an appreciation for the working life of Maryland's Eastern Shore farmers, watermen, and merchants." Lacking significant heritage and recreation facilities and services, Queenstown captures

little of the economic activity. Increased promotion of historical features and trail and small craft water trail access could increase Queenstown's role as an important node in the system and benefit foodservice facilities in Wheatland's neighborhood center.

Increase the use of access to the Chester and Wye Rivers also benefits Queenstown.

National Recreational Trails Program provides funding for various recreational trails, including pedestrian, bicycling, water trails, inline skating, equestrian, cross-country skiing, and off-road vehicular trail projects.

Stories of the Chesapeake Heritase Area The Stories of the Chesapeake Heritage Area's overall objective is to promote heritage tourism in the region, which may benefit the local service and accommodations economy. "Eastern Shore Heritage, Inc. (ESHI), the management entity for the Stories of the Chesapeake Heritage Area, seeks projects for inclusion in its Heritage Area 5 year Strategic Plan that would enhance the Heritage Area and its goals for heritage

preservation, tourism, interpretation ("telling the story"), and recreational linkages.

Projects included in the Plan may use this recognition in seeking public and private funding and other support, such as technical or volunteer assistance. Some support may be available through the Maryland Heritage Areas Authority (MHAA), operator of the 17 Version 8-L9-2'J.

I

,,, T,l;

Ir t- trult irt f,wkr Ehultt .A.ft.

OH Sohcnh ti ChE

I

|' ir:rlrD lluurkJn rt.knrEtqf -

C

r

F

gflri$lo Eat lnC&ilrffio . lmDnDl apscopd chrdl Caddar ?lFrl|6[la llErE ( ttr B charilflorn h Orrnhllil

- CilFi xill thr*r

a*l H.ll '5 C r, h t u * f C t ' r l - l t l o tl .r(oFl ti:t' E,cPE:'lf."t:,..

5rrdy F itrl HlnFl fubrun 5P ur|der0rDuFd Rrilrmd ilr|rE F '8 f c " {\ " t*r?* Figure 9 Chesapeake County Scenic Byway State's Heritage Preservation and Tourism Areas Program, in the form of grants. Projects listed in the Plan may receive additional consideration during the review of MHAA and the Stories of the Chesapeake Small grants. Typical projects might include:

a Restoration and/or adaptive use of a historic building or boat;

a An interpretive program for a cultural, natural, or historic resource;

o An oral history project;

L8

Version 8-L9-2L o A commemorative sign or public art;

o An interpretive exhibit, brochure, sign, or program;

o Creation of a museum on special topics related to our heritage, cultural, natural, or historic;

o A school-based program or project (K-12 or college);

o Establishment of a wide range of heritage tourism-related businesses, such as bed & breakfast lodging or a photography guide service;

o Protection of or more access to a natural site, park, recreational trail, or water landing;

o A town or neighborhood beautification project;

o Creation of a farmers' or crafters' markeU o A historic resources inventory or historic district designation project" 9 Opportunity: National Recreational Trails Program provides funding for various recreational trails, including pedestrian, bicycling, water trails, skating, equestrian, cross-country skiing, and off-road vehicular trail projects.

4:

Chapter Trail Constraints and Barriers Access across Maior Highwavs US Route 50 and Route 301 present the most significant barriers to achieving network connectivity throughout the Queenstown corporate limits. Crossing major highways from residential and commercial areas present a significant barrier to increasing the age range and confidence levels of potential trail users. Currently, the only safe way to cross these highways is

via automobile. The construction of two pedestrian overpasses of these two major highways would significantly enhance safety and quality of life for residents and visitors by resolving Queenstown and Queen Anne's County connectivity issues.

Queen Anne's Countv Trail Gaps There are two significant areas in Queen Anne's County where trail connections to eueenstown do not exist but are significant barriers to achieving trail connectivity across the County between Kent lsland and the Town of Centreville, MD. Figure 10 identifies these potential trail locations along Rt. 18, both northeast and southwest of Queenstown. As County development

expands in these locations, Queen Anne's County must consider these missing trail components and exact trail easements. To achieve this, the County should consider partnerships with developers or fund these trails segments directly so these segments can be constructed.

19 Version 8-L9-2L Figure 10 County TFail @ps fu |-rdfid-r trar-)6-r nrl - Ornlrnr- ili rI.

n r3 - Grg'ar Ed.rtb-Zg2 rlht 4r,t - Crrertl gra - lg,9 116 nz I . lrdr&r rd Flr Cqr*t - | t.t r{.

q.r b - h'|1 r-h, ri *lF - r, mlLr 7- hqfr Up.Dt/F fit - l..t|rL ^nr rl-lli lqr- ]il't nbr lrStfnDCxdgr€n* gIO Q+aa.i q = rl =ordilD : E + ttrF ' =a.l ( - ni - lm -= .e...lrkt.t fr A E 6 Q 4q !H n . A ur n y J a t 8 r C y u u, o a L g r f h r rd .ft mrrEd,.!

r*rq a,N M. @.v.lif.t tur,.t dd qAA bI& w. q dd t. k4 L.- :- atfr i. d --r rd rd.. s'{ h .- Fl |'N l' rr t bt...J }.r'^'. -r*, b.-tbL. s.t! Lirw.reR(dr t*ilrrEirt l.nt.r L.J.a @ d..

' ft!{ 6€ea[brrl h1furnrdtr! hrlbo.ftnr w4 t 4 u tEil; r d e . 6 fr l 1 Fl t V ttt-t f ryN kh^\. jD| a g .r a .. v .t e ta a u " a f , ta r a r y ! t v . t ., : r F \H .,a y E i4 a i i !, '. i r r lt G h &r . s !i d 'rour. rlr- 9a r J q !. t 8 ! ' h,. . r l E r i u {r t* r r.H i F ir a -t l i.n( t|.d!.rc d E f r f d -l & *r & d c[rt ba tbjt- - a. *t fr ' ' r d i r n l r . ! d . d L r t F rr * r.l i r l : i i A t / .. r-? ra rr < . . d d . . . r r r n i D r c E i r !. a r'- r r ' a {r . h .r r drdtr rE..!d 6 i. rA u (} d i. r ! s ( t t i r r .q t r.nEr i D .4 tl . a 1 m . t i h la B t ! . n.

! .. G : : : t r q d r 5 . k o . . r r l d i F F f * r h ql . ' r 7 . i r l J . r r t f l t M r n { d n l t ( h < 4 l o r F r . . e a r t J i u r I r D . r ( L . a . t m a .r t J j . t i X. r r 4 r r r .r, E t . r . . a - 6 9 t E . w c - d a - h F F .l t d b o .! . . f t f u i t uF lr y !i i ab _ . r . t? ' . ! t ! d r ! r -. B d r r d b . r r , r i d a l . i t o r F ! a. F k td + & t b E F t h t f + f . ! , i ' l E . r r k : t,{l . l a a r r lo ^ D rtf ' . : i - t h . l t r s t r ) L O q t k h r - d r r r . t r 6 r t E < . - r . : c r f c a r i r a d, E . 1 ! I t il a 9 t a r r l a l e r t u r . r r . r r r t ' r , .. n . l { r i F t . t - r t ' . l' l,

. . t I i . h t a r . . s - d a b ir t r o r r r r b r t n h . . { . h lf b ( u l 6 r ( a ru ll . r - r 4 . r a r d D ra q r l r r . 6 :r . f E tl a h s * tu r& l. & & J r! t @ , tbr t |w u- rd- t . e [c h r r !t.&d r l # l f t a ' . l ; . :,- 6 A i;l i 1 i ! 3 Y * i 6 ' . i' r & , ' q ' ^ , r m f h 6 t - e r {F rr u 'h i n l . r : i i s lr . l E " C !, i r l t ' t I ! n m s, ri.d . ^.sld.-r r.F lF tr th :. u R r i b ^ d n i crh r.,.D k. I d F M r E *dh'.rrrbr t* b D a * , dE t!'6 :l P

20 Version 8-L9-2L

Chapter 5: TrailTypes & Trail System Design Recommendations

TrailType In most new residential, mixed-use development, or commercial developments, hard surface trails should be part of the design adjacent to the densely developed areas within the overall site plan. Consider soft surface trails for outlying trails. Soft trails should be provided as a required development amenity. Soft trails should connect with hard surface trails at a distinct trailhead.

Additionally, given Queenstown's proximity to the Chester and Wye rivers of the Chesapeake Bay, many areas within Queenstown will reside within the Critical Area. Soft surface trails permitted by the Critical Area Commission in these areas will provide access to or thru natural areas.

The Trails Inventory table referenced in Chapter 3 classifies each existing and future trail into one of several types identified below:

o Sidewalks/Decorative Sidewalks prevailing design guidelines recommend a minimum sidewalk cross-section of five (5) feet, exclusive of other amenities, and large enough for two people walking side by side. While this dimension meets minimum ADA accessibility standards, many cities have chosen to adopt wider standards. Sidewalk (See Figure 11) standards should accommodate higher anticipated pedestrian volumes and provide

ample space for an expanded frontage zone as well as street furniture, such as trash receptacles, bus stops, signage, and bike-share stations.

o Side path trails have a minimum width of eight feet and are also separated from the travel lanes by a minimum of five feet. Differing from sidewalks and multiuse trails, side paths (see Figure 12) are typically located parallelto the roadway alignment and become very effective on the periphery of commercial or mixed-use developments and as transitions to mixed-use trails. Side paths should not be used along main roads within

residential, commercial, or mixed-use development, whereas, the use of various curb extension options would be more appropriate by visually and physically narrowing the roadway, creating safer and shorter crossings for pedestrians while increasing the available space for street furniture, benches, plantings, and street trees. Many options could be implemented on downtown, neighborhood, and residential streets, large and

small.

o Multiuse Trails are designed with a ten-foot minimum width as an off-road hard surface trail on an alignment independent from the roadway. Multiuse trails (see Figure 13) accommodate bidirectional travel with a limited number of intersecting streets. Trail widths do not need to be the same throughout the length of a trail segment; widening

2L

Version 8-L9-2L of a trail segment may occur where there are higher levels of anticipated use and a broader range of users. Trails may also need to be narrowed to address environmental constraints, right-of-way limitations and to minimize impacts on historical and/or cultural resources. Multiuse trails should be considered by Queen Anne's County when and if "connector trails" as referenced in this master plan are designed and constructed.

Natural Surface Trails are primarily used for recreational purposes to include but are not limited to walking, biking, and jogging and vary in width and surface type. Natural surface trails (see Figure 14) are good options in wooded or environmentally sensitive areas or where access or funding is limited and where it is impractical to install side paths and multi-use trails.

As referenced in Chapter 2, the Queenstown Harbor Nature Trail would be a suitable candidate for this type of trail, as would sections of the Wheatlands Tract Trail.

TrailSurfaces There are several types of trail surfaces to be considered when constructing a new trail. Each type should be Fljurc 12 considered based on several factors identified by the Rails to Trails Conservancy:

o User acceptance and satisfaction o Accessibility o Cost to purchase and install materials o F[utr 13 Cost of maintaining the surface o Life expectancy o Availability of material Also, the pros and cons of hard surfaces and soft surfaces should be considered. Hard surface trails are typically more accommodating to various users, require less maintenance, and are more difficult to abuse but significantly more Flturr L

expensive. In comparison, soft surface trails cost less but do not hold up under heavy use or extreme weather conditions.

Hard Surfaces Asphalt - Works wellfor bicycle commuters and inline skaters, so it is often used in urban areas.

It typically can't be used by equestrians. lt also requires regular, minor maintenance, such as crack patching, yet has a life expectancy ol7 to 15 years. Asphalt is a flexible surface that 22 Version 8-L9-2L requires use to remain pliable and will last longer with heavy use. However, those installing asphalt should be conscious of the possibility of environmental contamination during construction.

Concrete - Concrete is usually the longest-lasting of the hard surface materials, but it is also one of the most expensive. Well-maintained concrete can last 25 years or more. The surface is appropriate for urban areas with severe climate swings and susceptibility to flooding. However, the hard surface is taxing on runners' lower limbs and is thus unpopular for this user group.

Adjacent soft-surface treads can accommodate runners and equestrians where concrete is necessary for the main trail.

Crushed stone - Crushed stone is popular as a trail surface because it holds up well under heavy use and can complement the natural landscape's aesthetic. lt can also accommodate nearly every trail user (except for inline skaters) if crushed and compacted correctly. Because crushed stone can be made of nearly any type of rock, including limestone and sandstone, it is one of the most accessible trailsurface types.

Soil cement - This is a mixture of pulverized native soil, Portland cement, and water, rolled and compacted into a very dense surface. lt is cheaper than asphalt, but appropriate drainage is essential to prevent erosion.

Resin-Based Stabilized Materials - Resin is a tree product that binds aggregate or soil particles together. A resin-based trail surface impacts the environment less than asphalt and can be cheaper. The aesthetics also better match the surrounding environment.

Boardwalk - Boardwalk is most often used as a trail surface for segments through wetlands, as it allows adequate drainage and impacts the fragile ecosystem less than other surface types.

However, it can be slippery when wet and is quite expensive to install and maintain.

Soft Surfaces Natural Earth - Trails with a natural earth surface offer inexpensive maintenance costs limited to fixing drainage problems, repairing eroded areas, and removing vegetation. The trail can usually be built and maintained by volunteers.

Wood Chips - Wood chips blend well with the natural environment and work well as a parallel tread for runners and equestrians next to an asphalt or concrete trail. However, the surface decomposes rapidly, cannot accommodate wheelchair users, and requires constant maintenance to keep the width and surface steady. The entire surface needs replacement every two years, but volunteers can perform maintenance and installation.

Trail System Design Recommendations Queenstown does not have an extensive network of trails, primarily due to its limited 23 Version 8-L9-2I geographic area. Expansion into a more connective trails network that provides a safe and enjoyable trail experience for walking, biking, and riding residents and visitors, Queenstown would need to address and implement the following:

o Successfully lobby the Maryland State Highway Administration (SHA) to construct two

(2) elevated pedestrian trail overpasses across both Rt. 301 and Rt.50.

o Successfully lobby for Queen Anne's County to construct the two (2) identified "connector" trails leading East and West along Rt. 18.

o Successfully partner with Queenstown Harbor Golf Course (QHGC) owners to construct a natural surface nature trailthrough QHGC to connect with Black Beards Road.

o Enhance separation between trails and roadways for all new trail construction.

o Ensure concept plans for annexed but yet to be developed properties within Queenstown, at a minimum, provide for trails as identified within the Queenstown Trails Master Plan.

o Ensure concept plans for annexed but yet to be developed properties within Queenstown, incorporate all aspects of "Complete Street Concepts" to address and satisfy many safety concerns identified in the April 2020 Trails Survey.

Enhancing and Maintaining Trail Experience Signage and Wayfinding - In most cases, trail users want to be confident they know what trailthey are on, where the trail goes, where they are along a trail, and where it will connect to other trails to ensure their safety and those with them. Therefore, consideration needs to be given to marking trails at both the trailhead and terminus with the following:

o Trail Name o Trail Distance (to next trail segment intersection) o Trail Destination, and when applicable Wayfinding content could range from straightforward (see Figure 15)to extensive (see Figure 16) depending upon the budget available for signage or "wayfinding" information. Queenstown has not adopted an official branding for publication purposes; however, it should do so before having wayfinding

content generated for lmplementation and installation.

Providing bicycle racks at various strategic points along alltrails where points of interest exist or within all mixed-use or commercial developments should be Figure 15 24 Version 8-L9-2L funded or made part of a developer's requirements and approved site plan. This requirement will encourage residents and visitors to use non-motorized means on trails and throughout Queenstown. Bicycle racks are available in many forms and should be selected based on

budget, location, and applicability to adjacent architecture (see Figure 17).

Flgure 17 Maintaining trails - The success of a sustainable and well-utilized trail system relies upon the maintenance and upkeep of the trail(s). Trails require regular inspection for obstructions, hazards, and areas requiring maintenance or repair. Trail inspection and maintenance responsibilities could fall upon the Town, a developer (for trails within developments, unless a DRRA dictates otherwise), or other public entities. Typical funding for maintenance could be

explored within the Town of Queenstown's Operating Budget or Capital lmprovement Budget.

tt should be thought of in terms of the life cycle of a trail and its ongoing renewal. With nearly 1.52 miles of existing trails in Queenstown, and an assumed SO-year replacement period, in an ideal situation, the Town may be expected to replace a minimum of .03 miles of the trail every year. This expense does not include trails affected by construction, natural hazards/disasters, or higher than average wear. Using an average trail cost of 5500,000 per mile (S93/foot), a

minimum annual maintenance budget of 515,000 would serve to replace the current system of trails over the SO-year period and keep those trails fully functioning and sustained over time. As the trails system is increased and multiuse and side path trails are considered, the maintenance budget would require modification. These trails are typically 3O%-4Oo/o wider than the Towns existing concrete sidewalk trails.

The Rails-to-Trails Conservancy (RTC) studied trail maintenance costs by interviewing 200 trail managers from across the country. RTC performed similar studies in 20L4, resulting in an annual average maintenance cost for standard maintenance practices of approximately 5I,97L/mile for asphalt trails and S1,OO6/mile for non-asphalt surfaces. Maintenance activities as a percent of the budget included:

o Surface clearing of the trail (10.8%) o MowinelLz%l o Vegetation Management (leaf clearing and pruning) (1L.2%l o Trash and Debris along trail side areas (IL.So/ol o Whole tree removal (S.a%) .

Application of herbicides and pesticides (2.3%) o Clearing of drainage channels and culverts (5.a%) o Surface maintenance of parking areas (2.7%) o Litter clean up, trash cans {.2.7%l o Maintenance of toilets at trailheads (13.0%) 25 Version 8-L9-2L o Maintenance of toilets along the trail (L.2%l o Trailhead parking snow removal (6.3%) o Repair/maintenance of signs (6.3%l o Repair of vandalism/dumping (5.3%l

o Other trail maintenance activities (9.L%l

Chapter 5:

lmplementation Successful lmplementation of the desired vision for a connective, safe, and enjoyable walkable, bikeable, and rideable trails network in and around Queenstown will require a coordinated effort among Queenstown, Queen Anne's County, the Maryland Department of Transportation, and supportive and vocal stakeholders.

Planning Recommendations contained in this Trails Master Plan will require several coordinated planning efforts:

o Queen Anne's County Department of Planning and the Department of Recreation & Parks shall consider developing a County Trails Master Plan that integrates with the Queenstown Trails Master Plan, and that prioritizes funding and construction of the "connector trails" and "developer" trails identified in the Master Plan;

Coordination with the Maryland Transportation Authority so that funding for pedestrian overpass trail bridges can be funded and constructed to allow for safe passage across both Maryland Rt. 50 and Rt. 301 in Queenstown;

Work with the Queenstown Harbor Golf Course to identify an appropriate trail route, trail design, and trail funding for a new public use nature trail to transect the golf course property and connect to Black Beards Road.

Chapter 7: Funding Sources

Funding for Trails Queenstown is a small municipality with a limited tax base, making large Capital Projects' funding within its annual budget a challenge. Queenstown will use the Trails Master Plan as a guide for ensuring that developers take into consideration trail requirements as part of their development plans and fund the construction as part of their development ventures when determined to be in the best interest of the Town.

Operating Funds (Trails Maintenance and Enhancement Funding) 26 Version 8-L9-2L Funds from the operating budget could support trail user education, volunteer coordination, and business incentives to create urban trailheads and parking within the commercial centers.

Capital Funding The Town may consider establishing a capital budget to annually fund trail repair and explore annual contributions to provide for new trail construction. Capital funds would be used to supplement private and grant fund sources or satisfy matching requirements. They would provide a multi-year funding stream to build up over several years, allowing for phases.

lmplementation Private Businesses and Developer Fundine and Contributions ln some situations, funding for trails can be leveraged from private developers, not-for-profit organizations, and local businesses. These entities may benefit because trails enhance and promote commerce within communities and are economic drivers.

Tax lncrement Financins (TlF) Districts Bicycle and pedestrian facilities within the commercial districts in eueenstown could also be funded as part of broader plans to invest in public improvements. TIF is a mechanism that helps fund public improvements related to economic development such as parking facilities, roadways, and other public infrastructure (including bicycle and pedestrian facilities). According

to Maryland law, when a development or redevelopment project creates additionaltax revenues for a jurisdiction, that jurisdiction can, in some instances, issue bonds to pay for public improvements for related infrastructure. These bonds can be financed with the incremental increase in revenue that the project will generate.

Program Open Space- Local Side (Queenstown allocation thru eueen Anne's County) Each year the Town of Queenstown should submit an Annual Program to Queen Anne's County identifying trail projects eligible for project Open Space funding.

Queen Anne's Countv Capital Budget The Queen Anne's County Trail Gaps, as identified in Chapters 2 & 3 and referenced as "connector trails," are located along MD Rt. 18 corridor. Queen Anne's County has jurisdiction over this land. These trail segments link desirable destinations, including eueenstown, Centreville, shopping, and recreation areas. These trail segments include Rt. 18 Connector Trail

WesU and Rt. 18 Connector Trail East State & Federallv Funded Proerams (See Appendix B) 27 Version 8-19-21 Bicycle and Pedestrian Priorities and Consolidated Transportation Program (CTP) o The Town and County Commissioners should work together to have the pedestrian highway overpass bridges identified in Chapter 3 of this master plan presented to the State of Maryland for potential inclusion in the CTP in future years.

o State and Federal Funding Programs o Transportation Alternative Program;

o Maryland Bikeways Program;

o RecreationalTrailsProgram;

o Safe Routes to Schools;

o New Sidewalk Construction for Pedestrian Access (Fund 79);

o Bicycle Retrofit (Fund 88);

o Maryland Highway Safety Office Grants;

o Sidewalk Reconstruction for Pedestrian Access (Fund 33).

The Town of Queenstown should analyze grant options annually during their annual budget process and identify funding sources that are appropriate and which are applicable for various implementation elements of the Trails Master Plan.

Appendix A: Funding Sources

Bicycle and Pedestrian Funding Programs in Maryland Maryland offers a wide variety of federal and State-funded programs to help Plan, design, and build projects throughout the State. The following summarizes key grant criteria and requirements for these federal and state funding programs. These shall be primary funding sources for bicycle and pedestrian projects. State staff offer workshops annually to help

potential applications identify ways to combine the grants to implement projects successfully.

All grant funding is provided on a reimbursement basis.

28 Version 8-L9-2L Tnnsportatbn AlErnath,es Prognm (MDOT SllA): The program provides funding for projects that enhance the cultural, aesthetic, historic, and environmental aspects of the intermodal transportation system.

Eligible Grontees:

o MetropolitanPlanningOrganizations(select Eligible Bike/Pedestrion Projects:

e projects for 50% of available funding) Planning and Design of Bike/Pedestrian Facilities o Local/CountyJurisdictions and Safe Routes for Non-Drivers o o Transit Agencies Construction of Bike/Pedestrian Facilities .

o Federal Public Land Agencies Construction of Safe Routes for Non-Drivers o o Local/County School Districts C-onversion of Abandoned Rail to Eike/Pedestrian Trails Requirements:

o Funding Source: Federal. All TAP projects must comply with ADA, NEPA, Davis-Bacon wage rates, Buy America, and other applicable state and federal regulations.

o Local match: 20 percent of total eligible project costs as a cash match. A TAP grant can cover up to 80 percent of the construction costs. Prior project work and right-of-way acquisition may not be counted toward the 20 percent match requirement. In kind services are eligible in some instances, but must be reviewed on a case-by-cese basis.

o All TAP projects must meet the following criteria:

o Open to the public and benefit a broad segment of Marylanders, not a specific group or individual.

o Relate to surface transportation and serve a transportation purpose, connecting two destinations (TAP projects cannot be solely recreational in purpose, but may be phased as long as each phase continues to serve transportation destinations.

) o Unrelated to planned or existinS highway projects, routine highway improvements, or required mitigation for a planned or existing highway project. TAP projects may be enhancements to larger federal-ad highway projects.

o Located on publicly-owned right-of-way or on rightof-way encumbered with a permanent easement held by a state agency or the government agency sponsoring or co-sponsoring the project.

29 Version 8-L9-2L Maryland Blkeways Prognm (MDOT): The program supports projects that maximize bicycle access and fill missing links in the state's bicycle system, focusing on connecting shared-use paths and roads and enhancing last-mile connections to work, school, shopping and transit.

Grantees: o Eligible Construction of Shared Use Paths, Cycletracks . Agencies State and Eicycle Lanes o Organizations o Metropolitan Planning Shared Lane and other pavement markings o Jurisdictions o Local/County Eicycle Route Signage and Wayfinding o Agencies o Transit Bicycle Capital Equipment (e.g. parking) o Agencies o Federal Public Land Other Minor Retrofits to Support Bicycle Routes Projects: o

Eligible Bike/Pedestrion Education Materials to Support Bikeway Projects o Feasibility Assessments, Design and Engineering Requirements:

o FundinS Source: State o Local Match: 20 percent of total project cost. Match may include cash or in-kind services contributing to the project, including expenditures up to 24 months prior to a Bikeways proiect award.

o All Bikeways Projects must meet at least one of the following criteria:

o Located within 3 miles of a rail transit station or major bus transit hub;

o Provide or enhance bicycle access along any gap identified in the Statewide Trails Plan;

o ldentified as a transportation priority in the County's most recent annual priority letter submitted to MDOT.

o Enhance biclcle circulation within or access to a Sustainable Community, Designated Maryland Main Street, census tract at or below ffi"of area median income, major university, central business district, or important tourist or heritage attraction.

Saft Routes to Schools (MDOT SllA): A program providing fund ing for education and infrastructure improvements in the vicinity of state-funded K-8 institutions that promote students walking and cycling to school. Safe Routes to School projects must be reguested through the larger Transportation Alternatives Program due to MAP-21 and continued under the latest federal transportation law, The Fixing America's Surface Transportation (FAST) Act.

Grontees:

Eligible Requircments:

o Jurisdictions o Local/County Funding Source: Federal (part of Transportation o District Local/County School Alternatives) o Transportation Safety Non-Profits (if applying for o Local match: 20 percent of total project cost as a projects) safety education cash match.

o Safe Routes to School projects with the Projects:

Eligible Bike/Pedesuion following criteria are preferred:

o Bike/Pedestrian safety classes for students o The project and its outcomes are viable o Traffic education and enforcement near schools o Addresses an infrastructure or o Public awareness campaigns for press and programmatic gap community leaders o Sidewalk lmprovements (within 2.0 miles of school) o Traffic calming and speed reduction improvements o Bike/PedestrianCrossinglmprovements o On- and Off-Street Bike/Pedestrian

lmprovements o Bicycle Parking o Traffic diversion, education and enforcement funds 30