Town Code & Ordinances Code — 2021-08-19

Exactly as extracted, unformatted — for checking against the original. The readable version is easier to read.

TRJTILS MASTER PLAI\T
QUEENSTOWN, MARYLA}TT)
Version 08-19-21
Adopted 08-25-21

RESOLUTION NO. 2I-IO4
A RESOLUTION OF THE COMMISSTONERS OF QUEENSTOWN
ADOPTING THE QTIEENSTOWN TRNLS MASTER pLAIrt
WHEREAS, the Commissioners of Queenstown have the power to maintain recreational
facilities and programs to promote the health, welfare, and er{oprent of the residents of the town;
and
WHEREAS, the Queenstown Planning Commission began dweloping 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, 2A21, the Planning Commission voted to recommend
adoption of the Trails Master Plan by the Town Commissioners; and
ll,
WHEREA$, on August 2A21, the Town Commissioners and the Town Planning
Commission held a Joint Work Session to discuss the Trails Master Plan and came to a mutual
resolution on certain edits to the Trails Master Plan; and
WHEREAS, the Town Commissioners of Queenstown have determined that it is desirable
and in the public interest to adopt the Queenstown Trails Master Plan, dated August" 2A2l as
recommendd by the Queenstown Planning Commission.
NOW, THEREFORS, BE IT RESOLVED by the Commissioners of Queenstown, that
the Town of Queenstown Trails Mast€r Plan, dated August, 2021, a copy of which is attached
hereto and incorporated by reference herein, be and is hereby adopted as the Trails Master Plan
for the Town of Queenstown, Maryland.
AND BE IT FURTIIER RBSOLVED that this Resolution be affixed to and be made a
part of the Town of Queenstown Trails Master Plan.
f5 of
REsotvED this day fu ,Et Rh-- -., 202r.
-
WITNE TOWN COMMISSIONERS FOR THE
Hsrney, Town Cl
AltoprHardeg* Jr.n
Aaron Horney, Town Cl tRrtts$r0ner
Queenstown Town Comnrissioners
Resolution 2l-IA4
2021 Trails Master Plan
Page 1

Version 8-L9-2L
Table of Contents
P|an..........
Town of Queenstown, Maryland Trails Master ...... 1
Introduction...........
Chapter 1: ........... 1
Outreach.............
Planning Process and .........2
ObjeAives...........
Chapter 2: Vision, Goals, and ................... 2
Vision.
The ................... 2
Goal
The ...................... 3
Obje4ive.............
The ................... 3
Today.......
Chapter 3: Queenstown's Trails ........4
Trails
Existing .............. 4
Beyond.....
Planned Trails in Queenstown and ................. 5
Queen Anne's County Planning
Trails......
National and Historic ....... 13
Chapter 5: TrailTypes & Trail System Design Recommendations...... .................... 21
TrailType..
................. 21
Surfaces..............
Trail ................. 22
Recommendations
Trail System Design .......23
Experience
Enhancing and Maintaining Trail .................24
lmplementation
Chapter 6: ............ 26
Planning
....................26
Sources.....
Chapter 7: Funding .......26
Trails
Funding for ......26
Funding
Capital .........27
Sources
Appendix A: Funding ......... 2g
...............
Bicycle and Pedestrian Funding Programs in Maryland ....29

Version 8-L9-2L
Town of Queenstown, Maryland Trails Master Plan
Chapter 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. Additionallv, Queenstown'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 Queenstown 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 Queenstown
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 30L 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 informalgroup 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.
n April 2O2O, an online trails survey was developed and made available for residents to
f
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%) 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 (82o/ol of respondents
indicated more dedicated trails for walking and biking would encourage them to perform this
activity more often. And nearly 4oo/o indicated a desire to reach Grasonville and ultimatelythe
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 Objectives
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:
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;
Place importance on the need for safe pedestrian access across both US Rt. 50 and US Rt.
301 in the form of pedestrian foot-bridges;
ldentify a system of trails (on-road, off-road, and waterway) that will link residential

Version 8-L9-2I
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 Queenstown to other Queen 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 Queen 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 Queen 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 Queenstown
residents and County residents; and
o
Make Queenstown a more walkable community.
The Obiective
Queenstown established the following objectives in its 2017 Comprehensive Plan:
1. lmprove pedestrian and bicycle opportunities, ensuringthat 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 Queenstown
Comprehensive Plan. ldentify and collaborate with Queen Anne's County and adjacent
municipalities to ensure continuous and connected trail system within the planning

Version 8-19-21
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. 30L 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;
o lnvolve residents and principal property owners in the development of
a master trails plan and implementation program;
Establish a trails maintenance and replacement program;
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:
Figure 3
o
Vehicular, biking, and pedestrian access to community facilities within
the Town and significant activity centers beyond the Town shall be
encouraged.
New development abutting existing neighborhoods shall provide
Flgure 4
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 Flgura 6
consisted of the following:
Sidewalks (Figure L)
Decorative Sidewalks (Figu re 2l
Sidepaths (Figure 3)
Figure 7

Version 8-L9-2L
Natural Trail (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 5)
Mufti-Use Trails (Figu re 7l
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 trail system requires participation from all
adjoining jurisdictions, which in this case is Queen Anne's County, Maryland. The Queenstown
Trails Master Plan is consistent with many sections of the Queen Anne's County Comprehensive
Plan. For example, Section 8.11.1 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 Queenstown 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. Maintaining and enhancing an urban/suburban
trail system in Queenstown is vitalto encouraging economic development in the area, and
specifically in Queenstown.
"Downtown" Queenstown is generally residential, with quiet narrow side streets with two
significant roadway arteries leading through downtown Queenstown; these being MD Rt. 18
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
Trail Name Segment Type Classification Surface [ength
Harbor Lane
Main Street - Old Warf Sidewalk Loca Concrete 0.48
I
Main St. -
Del Rhodes Royal Farms Sidewalk Local Concrete 0.30
Del Rhodes
Old Point Ln. End Sidewalk Local Concrete 0.r7
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 Loca I Concrete 0.2r
Main St.
Comegys Ln. End Sidewalk Local Concrete 0.13
Queenstown Main St. -
Creek Trail End Sidewalk Loca I Concrete 0.05
Total 1.52
ti:lii
Sidewalk/
Wheatlands Tract Multi-use/ Concrete/Aspha ltl
Trail Rt. 18 - Loop Natural Trail Local Woodchip 1.53
Dudley North Main St. - Sidewalk/
Tract Trail Loop - Rt 18 Multi-use Trail Local Aspha lt/Concrete I.20
Main St. -
Queenstown Winchester Multi-
Harbor Woodlands Creek Rd use/Natu ral Crushed
Trail (Grasonville) Trail Local Sto n e/As p h a ltlWood ch i p 1.50
Total 4.23
Futu re
Rt. L8 @
Wheatlands
Rt. 18 West Tract -
Connector Trail Nesbit Road Multi-use Trail Connector Asphalt L.40
Rt. 18/4-H
Park Road -
Rt. 18 East Joseph
Connector Trail Boyles Rd. Sidepath Connector Crushed Stone/Asphalt 0.04
Total t.44

NF{
oI)
d
I
oo
?-
o
a-tn
lo-

s{AP 02
TRAIL VISION
QU EENSTO\IrN, ]\IARYI-AN D
Legend
rr-'
Existing Trail
rrrr
Queenstown Harbor l{ature Trail
'$il**N, Paddfg Tfail
,\\\ \\\\\\\tN \\\\\\\ - Futurg county Ttail
a tu/tu/, /w, Developer Provided Tlail
F{ '- Proposed Pedestrian Overpass
N
I N Ptanned Devctopment
O)
Fl
I W Future Pfanned Devetopment
00
c
o
a-th
l-
o
s
feet
0 750 1 500 3,000 4.500

Version 8-L9-2L
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 Queen 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 non-
motorized 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. 18 from Main Street/Greenspring Avenue to Joseph Boyle
Road. This trail segment would provide a safe means of connecting to Queen Anne's County
bike routes leading to the Town of Centreville, MD.
Queen Anne's County Planning
ln the early stages of master plan development, the Planning Commission invited the Queen
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 2010 Queen Anne's County
Comprehensive Plan contains a planning framework of non-motorized travel modes. The Queen
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;

Version 8-L9-2t
Decrease traffic congestion, noise, and air pollution through increasing bicycle and
pedestrian use;
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 willwork 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 potentialfunding 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 annualwritten
priority list to the Secretary of MDOT for multi-modaltransportation improvement needs."
Specific programs listed in the 2010 Queen Anne's County Comprehensive Plan include the
following:
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 non-
traditional 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, 2OLO, page 4-13, under the heading of "Trails" makes the
following recommendations.
Shared bicycle-pedestrion trails are recommended as follows:
Route 78 and the abondoned roil right-of-way adjacent to US 50/301. This would be an
extension of the Cross lsland Troil project and would provide o safe and continuous hiker-
biker troil between Grosonville, Kent Norrows and the Kent lsland communities. From the
Kent Norrows the Cross lslond Troil should be extended to the west end of Grosonville
along Route 78 and the obondoned roil right-of-way adjacent to IJS 50/30L. The route
would continue through Grasonville along Moin Street, which is currently not very bicycle
friendly. The Cross County Connector Trail project should be extended from the old outlet
moll on Kent lsland to Long Point Park ond beyond. The improvements to Main Street
will creote more room for cyclists on the shoulder, but it would still be helpful to have
"Shore the Road" signs to increose motorist oworeness. Once the Grasonville link is
completed, the troil could ultimotely continue northwest along Route 78 connecting
Grosonville with Queenstown and Centreville [Emphasis odded]. The trail section along
Route 78 between Kent Norrows and Grasonville should include o parking orea ond
wetland boordwolk trail ollowing for scenic views of Morshy 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 2020, the County
had no plans or funds to continue this trail east towards Queenstown.
LT

Version 8-L9-2L
[lil tillltlillilfffiIll
r$
I
gIl
illrFrilill
I
i
'f
i i F
is
[3
rr
ffillgfffiri
It
IT
I
)
I
trrr.I
i:ttllsr if
iirtfirtilli [[[
I
s
E

Version 8-L9-2L
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 1,800-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.
1.3

o
-l
9.
o
F
5 =
00
tIs
(o
NI
F

Version 8-I9-2L
I
Figure
f*Iational Hi storic Tl'ai I
,.F
T
.-*,ffiT
*-1 ' E
ry -..b:t4&&Ztrry
..1.*. ^.....r- | _
'se
-r ll ttlr**:Z
': futra;, '37 +e2
-+.' Fe:
* 14'toa4 'azt.o*-;la < i, ...
+ i " - l*- :' ',*l',
f ':-4. t i
t
ls!
-
3.{
15

Version 8-L9-2L
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 L607-L609;
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;
.
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
16

Version 8-L9-2L
function as water and/or 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 9)
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 Heritage 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
L7

Version 8-19-2I
*.ffi
tlsnrt
*41yqA*r
*cThIE
\.F,,I
*.- Frrrglg
E' .r-|ul*r
1 t*hvsi:h
: ,- . ' r"- C*t f t k tt t u * s z a*t flkJ " B \,{ o . l 4 e " mia
*.4.,* f.h'vsth
I
| {n*t'e HEv
{rrs}, Harrnflat'
+ B i ' . f * u u :s f A rs s* " * Flanlrlien
___l.-,lb
ft*+tNwna *t
k*rh-*^-'' J{
j;ervt
J
( 2.€P J tarm
V_ 41rflFunl
*sewthwr [Frnccpnl
fh urr h
Clast*€f,hs
Coun@
Senir \
*M&*t Ear f,ywy \ ,:',r#zlinr Of-
tbath*rptcn , *ntmzntwl { Frcoprt t.nu*€il
{.ory+ ' Ltdd* *.* tVer *ln'F-t a H tfreu'ttr
' kloef*r *zt*aqd
{hs fs e r n E t a t }ct €ftr*tefr&rn
*. F*a$*,
;{
k[*kF
lE
" H*rrrnrn'r h{sicsm' f\
- *ncl H*ll #uream g tu thuw"hStiW
I fA*reh Htll 7ha*ra?
tsl lhll Esrch € ; 5 C 4 h w Lv r 4 h + l ' - * - t l* l t T r ? ;ap*)
Hrll
'?ffii
fft*tt
f,*ffi
E- r f F h f e o r r r e p tF ta rC ke rr . ; ' fili , C* { u c s u g n he tr r n V e o-*.^
Sqndu u't
Ftirg Lr
' 5.F" T r'ajl ?a:h
lerrep*r
Harrtr* P*f{ *t B.*r
{ tr, CvwrAr? fultt**um
rtl La:*tcra Lcfid
j'*rea ax.t1 | *r-m l*l-rq d]'
h futt,mrdfr
- fhrnt €hrrrh
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 smallgrants. Typical projects might include:
Restoration and/or adaptive use of a historic building or boat;
An interpretive program for a cultural, natural, or historic resource;
An oral history project;
18

Version 8-t9-2I
o
A commemorative sign or public ar$
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 Hiqhwavs
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 Queenstown
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.
L9

Version 8-L9-2I
Figure 10
Gounty Thail Gaps
I raitcapArea
,"'4
rt-l
|,-lryry=ry,ffi"38ry
i\Fil ilra fur*2*iriBrl
"
+.r 7.Gra*fut'gr&,.ilL.2k
4r*+ - Cmrll Cilt - lg.9 ElGt
4eE -TrJnfu rdtnfiurcT- |?.|sr*t
? j'\ 2 r 4 7 t - * * g" r g r r & lt f r f r i g lur{.1l * 4 } - , & X E * m . , I i r 1 71*l*
:
\asl'fuM,'fl}{..t*g
+'4. ..r *-..-T-.;','.t, wzui$. :.w,.- ffi
l H( | l t a tl r r i a r i t r r r l l t Lt f a ir l r . n l ft Di|'r t{ lt r ;r l r r r lt c l|a tl i r ;l a tr . r B :r; Tr r H rF* lf|tE-lr r|".ni 'ilF-a* *Il AbtrrtQrnn Andt CfliUi hylrnl
b r t r r rd d e r , a n '. r t r * q : a I * l i Ot e d c l f l ir l'r C * A J t + r t r a o rr , r & t r rJ f { r ' E r f l . . y a {x f l r il t c ' 4 . p r | f r r f { t ! a . r r R y6 { }a i, e rf Y p r G p ri E . " r r t f t . t f a f r fF t y '1 |. a t r l t | s fi | . t } t f E ; f E r t l t J . J t r a c a tq t u t r h g , r J r r n e a s r * . . t l t f r r t r l J f h C r , r ' r d . . r r r d t . F f J i rr t ,l r r t F r. r . ri
L? ' '{ rt t I r l r r - t q 6 o ! l s , . r t r ( o u i | a l r i r a ' r c , u r r r { i o i . r ( r r t d r o . r * . l j r } r e yf E* I }f r C f H rtrr ! rr ill , i r . i i * { : t i ( lr } c 't l g t r y . r * r r l t { i f g ir r / r v r r r n ! iln j l ' f. : ' B } a : L . r l r u j f t h . h r : r t l r F o e . d G { r r s . ( r '| , | t r d rr . re r d efa , ! . f f t o t r r r t t a - r r { { ' l r r r t l E r I - F | { . l r l n r i l i r l it d ' . a f t d f r - s . ' . E f b . i , 1 tl t 3 ' H a u o t L t I i { , | a $ F . r r r t r ? t r ' t r } * r . t c v r r t { t l 7 r } l r r r r ' | A r l t I * r a r f T - r €a t . r a l ; | . r r r t t $ r t r t F . a r . r v l l r r f t t r - } t f i I w r l i t J * * t * c ' t x 1 a p t l f ( I | t - , i . r t t f | , w rr | r n & . a r f i , t r t t , t I l' t * u * e fr * l " r & * } } t 1 . t I J l } + t t d t f r f f . n i -' ,. n C lF | l" | . J . '{ r | l c . f d d fi q * f i n J t . v J
(fu . . ' . ' ' ' '{ tl . l t t . l : r , - * I l D t t I r l f r h t t ' r t r r r r h r . ' a cr r o t i a - r t r l U r r l : l r | r s . | r t t r t E r u 5 Q g ( r f i * f d r b r r i ! i h i 1 l t t $ h r r r s i l t i r r i r [ - t t r f \ F g * r p F f a r t F i + r t : f s t l t r r a r r f l | f r r e i a t . i a l r e - : f n i r " t l ; J n G 4 r r r n c - t f { r ; l r t l r r n r i r e l t r r t a + r n a I ! f i r . d u ' n . l . r : h r t f I t l t r l r t . t l f r E t r # r * r r i ( ' t b t r l f c c r t k r c 4 ' h g r . u q r r * n l r t o i l l n d r A l r & ; C ' t l 1 l + y r r t t e r t r * d ? . q a r r l A f €t , d l | { r r t r + r " l . t r i t r r $ t a b r r d r t r r l r r ' * a I r t u r f i l r ! t r i r * t t l t g r d f i f u r c t , 3 i i u l n t d . l l * f G r l , t r p n , h a ; u l r t = . n r * l n r r a l r r * r l ( n t l l n r t t r { h r n * : l r t * r v l { r i l r o r . + . l & f r u r i t E a t i * r + r t r . r : r c l t l r 4 t l n l r l a t t r o b ! r G ; ! r r , + r A t | o * s i n r r l l ! t r r | A r n r c t k t t l ; , { p o a t * ; s J r t h t c i t a r r . r r . r ' h r r t i c - F t . a d C I i { s E t r t t t l x f r t * r ; r : 7 t r * t r b u l p v r - I | r , ' . . l r t * r o r f t l u d o l . t r J r y l { r r a g r I l ' . l . i r y t l r c n x .. r r b f ! * k - e c r f $ ' r u r r r , p t l 1 I l i f l a . c r r , c r r c E r l t t r t l : l r f r y r | r i { l 5 r * } ! l . t t r l t l r r E r - d l l l r F F r } r t - d | : | i h . l . ru t r d r E * ea : r ro e l o k t t . t r r G l r i r t n d r $ d J r r r m l l T r r r r G I r l n e d r i c t! u r l ! r t - r t ra l t l l l * h f . * t f l . L l b t t | r u t r i l | . t t 5 t r e D r n a d l J . n r , d t . r r i . n 4 C r r t l ? t r * n , < , l a r g t s l q l t f . l r i r l l l t h r r l r f . * x t & l l i + l t r t r - r t u q t i I E f e r , J r J t a ' a i ' t r l F t { ; l , 5 l m . t l l O o 7 a t l ' G ' t l r r l l l e | r | r r r r A l. : | ! n t I l I ! 3 t l r : r i r t u , r n 1 t 'r l r r r l ' i r r r r E r r t l ! t r r l r r r t t i r ? f ! r 3 r ? t i ? l l r : r . a r E * l i f l : f r a r t f d m i r t r fr t ttx
20

Version 8-t9-2L
Chapter 5: Trail Types & 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:
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.
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 L2l aretypically located parallel to 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 residentialstreets, large and
small.
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 travelwith a limited number of intersecting streets. Trail
widths do not need to be the same throughout the length of a trail segmenU 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, bikirg, 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 Fburr 11
Tract Trail.
Trail Surfaces
There are several types of trail surfaces to be considered
when constructing a new trail. Each type should be Flgure 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
Ffiurc 13
o 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 Fljuru ls
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 of 7 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 trail surface 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 wellwith 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-L9-21
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:
Successfully lobby the Maryland State Highway Administration (SHA) to construct two
(2) elevated pedestrian trail overpasses across both Rt. 301 and Rt. 50.
Successfully lobby for Queen Anne's County to construct the two (2) identified
"connector" trails leading East and West along Rt. 18.
Successfully partner with Queenstown Harbor Golf Course (QHGC) owners to construct
a natural surface nature trail through QHGC to connect with Black Beards Road.
Enhance separation between trails and roadways for all new trail construction.
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.
Ensure concept plans for annexed but yet to be developed properties within
Queenstown, incorporate all aspects of "Complete Street Concepts" to address and
satisf,i many safety concerns identified in the April 2020 Trails Survey.
Enhancing and Maintaining Trail Experience
Signage and Wayfinding - ln most cases, trail users want to be confident they
know what trail they 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)
Figure 15
o Trail Destination, drd 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 16
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.
It 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 ($93/foot), a
minimum annual maintenance budget of S15,000 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 3Oo/o-4O% 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 )n 20L4, resulting in an
annual average maintenance cost for standard maintenance practices of approximately
SI,gTLlmile for asphalt trails and S1,006/mile for non-asphalt surfaces. Maintenance activities
as a percent of the budget included:
o Surface clearing of the trail (10.8%l
o Mowing (Lz%l
Vegetation Management (leaf clearing and pruning) (11 .2%l
o Trash and Debris along trail side areas (1L.s%l
o Whofe tree removal (5.4%l
Appf ication of herbicides and pesticides (2.3%l
o Cf earing of drainage channels and culverts (5 .4%l
o Surface maintenance of parking areas (2 .7%l
o Litter clean up, trash cans (2.7%l
Maintenance of toilets at trailheads (1,3. O%l
25

Version 8-L9-2L
o
Maintenance of toilets along the trail (L.2o/o)
o
Trailhead parking snow removal (6.30/ol
o
Repair/maintenance of signs (6.3o/ol
.
Repair of vandalism/dumping (5.3%l
o
Other trail maintenance activities (9.Lo/ol
Chapter 6: 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;
o
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 eueenstown;
o
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-I9-2I
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 Fundins and Contributions
In 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 Increment Financins (TlF) Districts
Bicycle and pedestrian facilities within the commercial districts in Queenstown 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- LocalSide (Queenstown allocation thru Queen 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
"connectortrails," are located along MD Rt. L8 corridor. Queen Anne's County has jurisdiction
over this land. These trail segments link desirable destinations, including Queenstown,
Centreville, shopping, and recreation areas. These trail segments include Rt. 18 Connector Trail
WesU and Rt. 18 Connector Trail East
State & Federallv Funded Prosrams (See Appendix B)
27

Version 8-L9-2I
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
Transportadon Altemath,€s 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:
. Metropolitan PlanningOrganizations(select E o I i g ibte Bike/Pedestrio n Projecfs;
projects for 50% of available funding) Planning and Design of BikelPedestrian Facilities
. and Safe Routes for Non-Drivers
Lacal/County Jurisdictions o
. Construction of Bike/Pedestrian Facilities
Transit Agencies o
r Construction of Safe Routes for Non-Drivers
Federal Public Land Agencies o
. Conversion of Abandoned Rail to
Local/County School Districts
gi kelPedestrian Tra ils
Requirements:
r
Funding Source: Federal. All TAP projects must comply with ADA, NEPA, Davis-Bacon wage rates, Buy America,
and other applicable state and federal regulations.
r Local match: 20 percent of total eligible project costs as a cash match. A TAP Srant can cover up to 8O percent of
the construction costs. Prior project work and right-of-way acquisition may not be counted toward the 20 percent
match requirement. ln kind services are eligible in some instances, but must be reviewed on a case-by-case basis.
o
AIITAP projects must meet the following criteria:
o Open to the public and benefit a broad segment of Marylanders, not a speclfic Sroup 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 existing highway projects, routane highway improvements, or required mitigation
for a planned or existing highway project. TAP projects may be enhancements to latger federal-aid
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 proiect.
29

Version 8-L9-2L
Maryland Blkeways Progfam (MDOO: 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-miae connections to
work, school, shopping and tnnsit.
Grontees: .
Eligible Construction of Shared Use Patht Cycletracks
r Agencies
State and Sicycle Lanes
o Organizations r
Metropolitan Planning Shared Lane and other pavement markings
o Jurisdictions o
Loca[County Bicycle Route Signage and Wayfinding
r Agencies r
Transit Bicycle Capital Equipment (e.9. parkingl
r Agencies r
Federal Public Land Other Minor Retrofits to Support Bicycle Routes
Projects: r
Eligible Bike/Pedestrion Education Materials to Support Bikeway Projects
r
Feasibility Assessments, Design and Engineering
Requirements:
r
FundingSource: State
r
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 project 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 Statexride Trails Plan;
o
ldentified as a transportation priority in the Coua$s most recent annual priority letter submitted to
MDOT.
o
tnhance bicycle circulation within or access to a Sustainable Community, Cfesignated Maryland Main
Street, census tract at or below 6006 of area median income, major university, central business district, or
:mportant tourist or leritage attraction.
Safie Rotes to Schools (MDOT SHAI: A proSram 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 mus! be requested 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 Requirements:
r Loca7CountyJurisdictions r
Fundingsource: Federal (partofTransportation
o District
Loca/County School Alternatives)
r for .
Transportation Safety Non-Profits (if applying Local match: 20 percent of total project cost as a
projects)
safety education cash match.
r
Safe Routes to School projects with the
Prcrjeds:
Eligible Bike/Pedestrion following criteria are preferred:
o students o
3ike/Pedestrian safety classes for lhe project and its outcomes are viable
r schools o
Traffic education and enforcement near Addresses an infrastructure or
r Public awareness campaagns for press and programmatic gap
community leaders
o
Sidewalk lmprovements (within 2.0 miles of
schooll
o
Traffic calming and speed reduction
improvements
r
Sike/PedestrianCrossinglmprovements
.
On- and Off-Street Bak€/Pedestrian
lmprovements
r
Bicycle Parking
r
Traffic diversion, education and enforcement
funds
30