HomeMy Public PortalAbout42 Trails and Bikeways Master PlanSeptember 2015
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Acknowledgements
• Joan Jones, Truckee Town Council
• Patrick Flora, Truckee Town Council
• Forrest Huisman, Tahoe Donner
Association
• Dan Warren, Glenshire Devonshire
Residents Association
• Alexis Ollar, Mountain Area
Preservation
• Nancy Woolf/Dave Schotzco, Truckee
Trails Foundation
• Bob Bell, Our Truckee River Legacy
Foundation
• John Svahn, Truckee Donner Land Trust
• Cyndie Walck, California State Parks
• Steven Poncelet, Truckee Donner
Public Utility District
• Erin Casey/Dan O’Gorman, Truckee
Donner Recreation and Park District
• Joe Flannery, United States Forest
Service
• Todd Huckins, Public-at-Large
• Vickie Sandoval, Public-at-Large
• Helen Pelster, Public-at-Large
• Nancy Richards, Public-at-Large
• Robie Litchfield, Public-at-Large
• Susan Columbo, Public-at-Large
• Jesse Lightcap, Public-at-Large
Development of the 2015 Trails & Bikeways Master Plan involved a diverse team
of community volunteers. Their hard work and dedication is acknowledged by the
Town of Truckee and appreciated by the community.
Town of Truckee Trails and Bikeways Master Plan
Amended November 13, 2012 (Town Council Resolution 2012-10)
Amended May 17, 2007 (Town Council Resolution 2007-20)
Adopted April 4, 2002 (Town Council Resolution 2002-17)
Prepared by:
Town of Truckee Community Development Department - Planning Division
and Town of Truckee Engineering Department
10183 Truckee Airport Road
Truckee, CA 96161
With the technical assistance of:
2990 Lava Ridge Court, Suite 200
Roseville, CA 95661
Master Plan Stakeholder Committee:
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Contents
CHAPTER 1: VISION 4
CHAPTER 2: INTRODUCTION 6
CHAPTER 3: RELATIONSHIP TO OTHER PLANS 16
CHAPTER 4: GOALS AND POLICIES 22
CHAPTER 5: PROPOSED TRAILS, BIKEWAYS,
WALKWAYS & PROGRAMS 34
CHAPTER 6: IMPLEMENTATION 44
CHAPTER 7: MAINTENANCE 52
CHAPTER 8: FINANCING 64
Figures
Figure 1: Plan Boundaries & Regional Setting
Figure 2: Existing and Proposed Dirt Trails, Paved Trails, Bike
Lanes & Bike Routes
Figure 3: Downtown Existing & Proposed Trail & Bikeway
Network
Figure 4: Paved Trails Maintenance Entities
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Tables
Table 1: Length of Dirt Trails and Bikeways by Classification
Table 2: Unit Cost Measures
Table 3: Project Cost Estimates
Appendices
Appendix A: Existing Trails, Bikeways, and Walkways
Appendix B: Active Transportation Plan Conformity
Appendix C: Summary of Public Outreach
Appendix D: Project Community Support and Community
Benefit Scoring
Appendix E: Design Guidance
Appendix F: On-Street Bikeway Proposal & Evaluation Process
Appendix G: Town Council Resolution 2015-42
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CHAPTER 1:
VISION
Truckee residents, visitors, and workers will recreate and
travel year-round on a complete and connected network
of bikeways, walkways, and dirt trails. The network will
showcase the Town’s natural beauty, access open space in
a way that respects the natural environment, and serve
everyday destinations such as shops, schools, and parks. By
providing access to areas of natural beauty and everyday
destinations, the network of bikeways, walkways and dirt trails
will be used by people of all ages and abilities for recreation
and transportation. The network will contribute to a high
quality of life for residents and a great visitor experience.
The network will
contribute to a
high quality of
life for residents
and a great visitor
experience.
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BENEFITS OF TRAILS, BIKEWAYS, & WALKWAYS
Trails, bikeways, and walkways are the foundation of a comprehensive active
transportation network. They offer recreation and transportation opportunities
for walking, bicycling, and other recreation types or active transportation modes.
Residents, visitors, and workers benefit from a network of paved and dirt trails and
bikeways whether travelling to work, going for a family bike ride to the park or library,
or enjoying a longer outing to Donner Lake or along the Truckee River. Additionally,
trails and bikeways promote public health by providing opportunities for recreation
and opportunities for physically active transportation modes.
As trail and bikeway networks are implemented, they offer alternative modes of
transportation to the automobile. Increasing walking and bicycling as a means of
transportation results in reduced traffic, improved air quality, and reduced greenhouse
gas emissions.
BENEFITS OF PAVED TRAILS & DIRT TRAILS
Paved and dirt trails can have unexpected value by serving as a buffer for open spaces,
wetlands and wildlife habitat, and even preserving clean water and aquifers. Along
with these environmental benefits, trails offer educational opportunities through
interpretation of the environment that they pass through.
The creation of more trails in Truckee can raise property values, provide common space
for social interactions and supplement existing recreational opportunities. Trails have
proven to be safe places that encourage healthy lifestyles and improve the livability of a
community. They attract users of all ages and abilities. They are a marker of a welcoming
and visionary community.
TRAIL, BIKEWAY, AND WALKWAY TYPES
Dirt Trails
Dirt trails are facilities for use exclusively by non-motorized users such as bicyclists,
pedestrians, equestrians, and other non-motorized users, with minimal cross-flow by
motor vehicles. As defined in this plan, trails have a dirt surface (dirt, decomposed
granite, etc.). Dirt trail width generally varies between two feet to four feet.
CHAPTER 2:
INTRODUCTION
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Paved Trails
Paved trails are facilities for use exclusively by bicyclists, pedestrians, and other non-
motorized users, with minimal cross-flow by motor vehicles. As defined in this plan,
paved trails have a hard surface (asphalt or concrete). They are almost always located
in an exclusive right-of-way.
Bike Lanes
Bike lanes are areas within paved streets that are identified with striping, stencils, and
signs for preferential (semi-exclusive) bicycle use.
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Bike Routes
Bike routes are on-street routes intended to provide continuity to the bikeway system.
Bike routes are designated by signs or permanent marking and are shared by motor-
ists. Many bike routes provide shoulders that can be used by bicyclists or pedestrians.
Sidewalks
A sidewalk is a walkway along the side of a road. Sidewalks are separated from the
roadway travel lanes by a vertical curb and sometimes a strip of landscaping. As
defined in this plan, sidewalks have a hard surface (asphalt or concrete). Sidewalks
are intended for use by pedestrians and are not designed for bicycle travel.
PLAN PURPOSE
GENERAL PLAN CONSISTENCY
The Town of Truckee 2025 General Plan provides a framework for the Trails & Bikeways
Master Plan. Many land use, circulation, and conservation and open space policies
contained within the General Plan encourage the implementation of a non-motorized
network that creates recreation and transportation opportunities in Truckee and
beyond. Specifically, General Plan Conservation & Open Space Action 1.2 directs that
“Establishment of trail and bikeway easements shall continue to be subject to the
provisions set forth in the Trails & Bikeways Master Plan”. The purpose of the Trails &
Bikeways Master Plan is to implement the directly related goals, policies, and actions
contained within the General Plan.
Consistent with the General Plan, the following “Purpose Statement” was developed
to describe the intent of the Master Plan:
A community-based planning effort promoting the implementation of
a local dirt trail, bikeway, and walkway network designed to increase
recreational, educational, and active transportation opportunities for
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the benefit of Truckee area residents, visitors, and workers. The network
will link the Town’s historic downtown, residential and commercial
areas, and recreational, educational, natural and historic resources
and plan for connections to regional public lands, trails, and bikeways.
Development of the Trails & Bikeways Master Plan was primarily driven by the Town
of Truckee; however, it is a community plan to be used by public and private entities
proposing development of dirt trails, bikeways, or walkways within the boundaries of
the plan. It is intended to be used as a guide for future local, state, and federal roadway
improvement projects and future dirt trail projects, and to identify general trail corridors.
When reasonable and warranted, all local, state, and federally sponsored projects with
an opportunity to implement the objectives of the plan are strongly encouraged to
expand or modify the scope of these individual projects to be consistent with the plan.
CALIFORNIA ACTIVE TRANSPORTATION PROGRAM CONSIS-
TENCY
The California Active Transportation Program (ATP), administered by the
Department of Transportation (Caltrans), funds infrastructure projects and education,
encouragement, enforcement, and planning activities that encourage increased use
of active modes of transportation. As a part of the Active Transportation Program
Guidelines, the California Transportation Commission identifies 17 elements of an
Active Transportation Plan. Future ATP call for projects may require the Town to have
an adopted plan that addresses the 17 elements of an Active Transportation Plan. To
conform to these upcoming requirements, the Truckee Trails & Bikeways Master Plan
addresses these 17 elements. Appendix B includes a complete list of these elements and
the location within this plan where each element is addressed.
PLAN BOUNDARIES
The Town of Truckee’s jurisdictional boundaries, established with incorporation of
the Town in March 1993, are the limits of this plan’s focus. The Trails & Bikeways
Master Plan is not a regional plan. Although the scope of the plan is solely contained
within the incorporated Town limits, the plan recognizes that the Town of Truckee
is an integral part of the larger Truckee/North Lake Tahoe region and considers the
planned network within a regional context. The Town of Truckee coordinates with its
neighboring jurisdictions on regional connections. Additionally, relevant portions of the
Town’s Trails & Bikeways Master Plan are incorporated in the Nevada County Bicycle
Master Plan. Figure 1 shows the plan boundaries and regional connections.
The following “Planning Area Description” is consistent with the necessary local scope
of the Trails & Bikeways Master Plan and recognizes the necessary coordination with
the regional dirt trail and bikeway network:
The planning area includes and focuses on all lands within \
the Town of Truckee, considering and planning for linkages
to public lands and the dirt trail and bikeway network within
the Truckee and North Lake Tahoe region.
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PLAN SCOPE & DETAIL
The Trails & Bikeways Master Plan’s scope is comprehensive, but not specific. The plan
has been designed and developed as a long-range planning document for paved and
dirt trails, bikeways, and walkways recognizing the many environmental, political and
social issues associated with its implementation. The goal of the plan development
process was to create a framework for the creation of a town-wide network, involving
a holistic analysis of the opportunities and constraints affecting its creation and
implementation. The plan is designed to promote connections between the Town’s
many distinct areas and resources, not specific connections within these individual
areas or resources.
The plan does not attempt to
provide answers or solutions
to all specific issues associated
with its implementation.
The large scope of the plan
boundaries warranted
a “broad stroke” plan
development philosophy
and the deferment of project-
level analyses to subsequent
public processes. The most
representative example
of this plan development
philosophy is the “corridor”
planning methodology used
for the shared use path and
dirt trail planning process
further described in Chapter
5: Existing Conditions.
Although the plan does not
contain a specific analysis of every issue associated with its implementation, it does
identify these yet-to-be resolved issues and creates a public process intended to
ensure the open discussion and resolution of any remaining issues and unanswered
questions specific to each individual proposal.
IMPLEMENTATION TIMING & PROCESS
Completion of the network envisioned within the Trails & Bikeways Master Plan
will happen incrementally as financial resources permit. The plan is used as a tool
to guide the development of specific projects as resources and opportunities arise.
A range of financial resources, from dedicated budgeted monies, public-private
partnerships, and grant funding will contribute to the implementation of individual
projects and completion of the planned network. Specific funding sources and their
April 2014 Workshop
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requirements can impact the selection and timing of projects. The Town is committed
to implementation of the plan, both through the allocation of its own resources and
encouragement and cooperation with other private and public entities.
Since the Trails & Bikeways Master Plan’s initial adoption in 2002, several miles of paved
trails and bike lanes have been built within the Town’s limits. These projects were
constructed with a variety of local funds, development projects, and grant funds.
PLANNING PROCESS
PREVIOUS PLANS
The first Trails & Bikeways Master Plan was developed between 1997 and 2002.
Development of the 2002 plan involved representatives of many diverse dirt trail and
bikeway interests in Truckee: local hiking, biking, equestrian, and active transportation
interests; five residential subdivisions; and local public agencies, private districts, and
interest groups. Minor updates were made to the plan in 2007 and 2012.
PLANNING PARTICIPANTS
The 2015 Trails & Bikeways Master Plan was developed with guidance from a
Stakeholder Committee. The Stakeholder Committee reviewed goals and policies,
developed a public outreach strategy, and provided feedback on the draft plan. Eight
Stakeholder Committee meetings were held, two of which also served as community
workshops.
COMMUNITY INPUT
Two community workshops were held as a part of the 2015 Trails & Bikeways Master
Plan development. Additionally, two
online surveys were administered to
augment the community workshops.
The first workshop was on February 26,
2014 at Truckee Town Hall. Approximately
50 participants completed interactive
exercises to gauge trends such as:
preferences for bikeway type; top
priorities for new paved and dirt trails,
bikeways, and walkways; favorite places
to walk or bike; and recommendations
for winter maintenance. Additionally,
participants identified desired project
corridors and areas of need on aerial
maps of the Town.February 2014 Workshop
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The second workshop was on April 16, 2014 at Truckee Town Hall. The Town and its
consultants delivered a short presentation to the approximately 25 participants.
Then, participants voted for their highest priority paved and dirt trail, bikeway, and
walkway projects.
Two separate online surveys were developed to solicit feedback similar to each
community workshop. Over 160 respondents completed the first online survey and
over 100 respondents completed the second online survey.
FORMAL & FINAL PLANNING COMMISSION ACTION
At its August 2015 hearing, the Planning Commission reviewed the draft Master Plan
and unanimously recommended approval to the Town Council.
FORMAL & FINAL TOWN COUNCIL ACTION
At its hearing on September 22, 2015, the Town Council reviewed the draft Master
Plan and unanimously adopted the Plan.
Trout Creek Trail Alignment Planning
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CHAPTER 3:
RELATIONSHIP TO
OTHER PLANS
TOWN OF TRUCKEE PLANS
TOWN OF TRUCKEE 2025 GENERAL PLAN (2006)
The Town of Truckee 2025 General Plan provides direction on how Truckee might
best fulfill its community vision and how the Town wishes to develop in the future.
Implementing the Trails and Bikeways Master Plan is a mechanism for achieving several
goals of the 2025 General Plan, including:
Circulation Goal 9 – Reduce
vehicle trips as a means to
minimize demands on the
existing roadway system,
reduce the future need for new
or expanded road facilities, and
reduce energy consumption
and air pollution.
Circulation Goal 10 – Provide
a safe, comprehensive, and
integrated system of facilities
for pedestrians and cyclists and
other non-motorized modes of
transportation.
Conservation and Open Space
Goal 9 – Link open space areas
in Truckee through a well-
connected network of open
space corridors and dirt trails.
Conservation and Open Space Goal 10 – Create a greenway
or parkway that extends from Donner Lake, along Donner
Creek and the Truckee River, to the eastern Town Limit.
Several policies and actions from the 2025 General Plan provide additional direction on
the purpose and content of the Trails and Bikeways Master Plan.
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DOWNTOWN SPECIFIC PLAN (1997)
The Town of Truckee Downtown Specific Plan was adopted by the Truckee Town
Council in November 1997 to implement the Town of Truckee General Plan within the
boundaries of the Downtown Study Area. The circulation elements of the Downtown
Specific Plan include several infrastructure and program guiding policies for pedestrians
and bicyclists:
• Two pedestrian/bicycle crossings of the Union Pacific Railroad:
1. Between Donner Pass Road and West River Street at Spring Street
2. Between the Railyard Master Plan Area and East River Street approximately
1,800 feet east of Bridge Street
• New pedestrian/bicycle bridge crossing(s) over the Truckee River
• Develop and implement a snow removal plan for important sidewalks
• Link the Truckee River Regional Park to the Hilltop Master Plan Area with a
trail
Since the adoption of the Downtown Specific Plan, several subsequent plans have been
developed to address sub-areas of the Downtown Specific Plan.
Hilltop Master Plan and Design Guidelines (2008)
The Hilltop Master Plan Area is a planning sub-area of the Downtown Specific Plan
generally located south of Brockway Road and west of Palisades Drive. The Hilltop
Master Plan and Design Guidelines were adopted in August 2008 and provide policies
and implementation measures to guide future development of the area.
The Hilltop Master Plan and Design Guidelines includes multiple provisions for bicyclists
and pedestrians, including the proposed Legacy Trail on the south side of Brockway
Road, a shared use path on the south and west sides of Palisades Drive, and dirt trails
in the southwest portion of the plan area.
Truckee Railyard Master Plan (2009)
The Railyard Master Plan Area is a planning sub-area of the Downtown Specific Plan
generally bounded by Bridge Street to the west, East River Street to the south, and
Glenshire Drive to the north. The Truckee Railyard Master Plan describes the Town’s
vision for the Railyard Area to guide its future redevelopment.
The Circulation Concept Plan for the Railyard Master Plan Area includes a grid network
of arterial, collector, local, and alley streets. The Master Plan envisions an area where
people choose to walk or bike rather than drive and includes a network of paved
trails, bike lanes, and walkways. The Master Plan also identifies a study area for an
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undercrossing of the Union Pacific Railroad
approximately 1,800 feet east of Bridge Street.
Downtown River Revitalization
Strategy (2005)
The Downtown River Revitalization Strategy
provides strategic direction to implement the
Downtown Specific Plan along the edges of
the Truckee River through Downtown Truckee.
The Downtown River Revitalization Strategy
outlines a framework for circulation, including
circulation for pedestrians and bicyclists. The
framework includes a pedestrian figure-eight
loop of the Truckee River from Donner Creek
to Trout Creek that builds upon the three
pedestrian/bicycle bridge crossings over the
Truckee River identified in the Downtown
Specific Plan.
GRAYS CROSSING SPECIFIC PLAN (2004)
The Gray’s Crossing Specific Plan is a planned community located north of Interstate
80 and on both sides of State Route 89. The Specific Plan includes a variety of land uses
and a trails plan for paved trails and dirt trails. As of 2014, a majority of the paved trails
and dirt trails have been constructed.
COLDSTREAM (PLANNED COMMUNITY 1) SPECIFIC PLAN &
TENTATIVE MAP (2014)
The Coldstream Specific Plan is a
planned community located south
of Interstate 80, east of Donner
Memorial State Park, and west
of State Route 89. The approved
tentative map includes residences,
a mixed-use village, open space,
and a variety of dirt trails and paved
trails.
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JOERGER RANCH (PLANNED COMMUNITY 3) SPECIFIC PLAN
(2015)
The Joerger Ranch Specific Plan is a planned community located at the four corners of the
State Route 267/Brockway Road/Soaring Way intersection. The specific plan includes
commercial uses, industrial uses, multi-family residences, and open space. Additionally,
the draft specific plan includes paved trails or bike lanes on several roadways within the
specific plan area.
TRUCKEE DONNER RECREATION & PARK DISTRICT MASTER PLAN
(1991)
The Truckee Donner Recreation and Park District adopted a Ten-Year Master Plan for
the community in 1991 to facilitate the establishment of a balanced park, recreation and
open space system. The unmet recreational needs of the community were identified
by the District through a survey of the residents and users of the District facilities and
programs, concluding the development of paved trails and dirt trails as the highest
community priority. Because the scope of the Master Plan included more than just dirt
trail and bikeway facility planning, a detailed analysis of dirt trails and paved trails was
not included within the Plan. The TDRPD Plan appropriately deferred implementation
of on-street bikeways to the Nevada County Transportation Commission and provided
only general direction to create a recreational dirt trail system to accommodate casual,
passive and low speed uses by many types of users.
PLANS FROM NEIGHBORING JURISDICTIONS
NEVADA COUNTY BICYCLE
MASTER PLAN (2013)
The Nevada County Bicycle Master Plan
was adopted in 2013 by the Nevada County
Transportation Commission. The Bicycle Master
Plan primarily addresses the needs of Grass
Valley, Nevada City, and unincorporated Nevada
County. For each of these jurisdictions, the Bicycle
Master Plan includes an evaluation of existing
conditions, a proposed network of bikeways, and
priorities for project implementation. The Nevada
County Bicycle Master Plan describes Truckee’s
existing and proposed dirt trails and bikeways
network; however, the Town of Truckee develops
and adopts these plan elements independently
through the Trails and Bikeways Master Plan.
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NEVADA COUNTY PEDESTRIAN IMPROVEMENT PLAN (2011)
The Nevada County Pedestrian Improvement Plan was adopted in 2011 by the Nevada
County Transportation Commission. The Pedestrian Improvement Plan addresses the
needs of Truckee, Grass Valley, Nevada City, and unincorporated Nevada County. For
each jurisdiction, the Pedestrian Improvement Plan includes an inventory of existing
pedestrian infrastructure, an analysis of pedestrian-vehicle collisions, and a proposed
sidewalk network. The Town of Truckee was a participant in the development of the
Pedestrian Improvement Plan. The Pedestrian Improvement Plan’s proposed sidewalk
network and project prioritization list was used as a starting point for pedestrian
elements of the Trails and Bikeways Master Plan; however, the pedestrian elements of
the Trails and Bikeways Master Plan supersede the Pedestrian Improvement Plan.
PLACER COUNTY REGIONAL
BIKEWAY PLAN (2002)
The Placer County Regional Bikeway Plan
provides for a regional system of bikeways
for transportation and recreation purposes.
The Regional Bikeway Plan proposed bike
lanes on State Route 89 between Truckee
and Squaw Valley and on State Route 267
between Truckee and Tahoe Vista.
TRUCKEE RIVER CORRIDOR
ACCESS PLAN (2012)
The Truckee River Corridor Access Plan serves
as the guiding vision for the Truckee River
corridor between Lake Tahoe and Truckee.
The plan’s purpose is to help agencies and organizations direct land management
activities; enhance, restore, and protect natural resources; and develop dirt trails,
staging areas, and other potential low-intensity recreational facilities. The Truckee
River Corridor Access Plan identifies a potential shared use path along the Truckee
River between Tahoe City and Truckee. The path segment between Tahoe City and
Squaw Valley is already complete.
MARTIS VALLEY COMMUNITY PLAN (2003)
Martis Valley is a geographic area bisected by Martis Creek, which flows to the Truckee
River, generally located south of the Town of Truckee, north of Brockway Summit
on State Route 267, south and east of the Truckee River, and west of the Nevada
state line. The Martis Valley Community Plan sets forth goals, policies, assumptions,
guidelines, standards, and implementation measures to guide the physical, social, and
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economic development of the Martis Valley area.
The Martis Valley Community Plan includes a network of existing and proposed dirt
trails and paved trails. Dirt trails that connect to the Town of Truckee are proposed
on the south and east sides of Sierra Meadows, on the south side of Schaffer Mill Road,
and on the south side of State Route 267 east of Schaffer Mill Road. Additionally, the
Martis Valley Community Plan proposed an dirt trail and a shared use path between
Truckee Tahoe Airport and Martis Creek Lake north of State Route 267 towards the
Truckee River.
TAHOE DONNER TRAILS MASTER PLAN (2013)
Tahoe Donner is a community in northwest
Truckee generally located north of Interstate
80 and west of State Route 89. In addition
to housing, Tahoe Donner includes a variety
of recreational amenities, including an dirt
trail system. The Town of Truckee maintains
roadways within Tahoe Donner, as well as
several bike lanes located on Northwoods
Boulevard, Ski Slope Way, Hansel Avenue,
Lausanne Way, and part of Schussing Way.
The Tahoe Donner Association released a
draft of its Trails Master Plan in 2013. The
Trails Master Plan identifies existing and
proposed dirt trails within Tahoe Donner.
It includes connections to two paved trails
proposed by the Town of Truckee: the Trout
Creek Trail, which will connect Northwoods
Boulevard to Downtown Truckee along
Trout Creek, and a second shared use path
north of the Trout Creek Trail connecting Downtown to Truckee to Mougle Lane.
PLAN CONFLICTS
The Master Plan was developed to provide the necessary consistency with the General
Plan and other relevant planning documents in reasonably foreseeable conditions and
circumstances. However, conflicts may exist because these documents are policy-
setting in nature. In cases where there may be a perceived conflict between the Trails
and Bikeways Master Plan and the General Plan, Downtown Specific Plan, or other plan,
the Community Development Director will make a determination as to which policy
prevails. This determination will be subject to the appeal procedures of the Truckee
Development Code contained within Chapter 18.140, Appeals.
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CHAPTER 4:
GOALS AND POLICIES
GOALS AND POLICIES – WHAT ARE THEY?
The Trails and Bikeways Master Plan Goals and Policies are important tools. They
provide guidance for an efficient planning process. The Goals and Policies will affect
decisions involving implementation of specific dirt trail and bikeway projects in the
future. These goals and policies, in conjunction with the maps contained within the
Master Plan, relevant design guidance, and findings from each project’s environmental
review process, will be used to guide the type, design and specific alignment of future
dirt trail and bikeway projects within the community.
ORGANIZATION AND FORMAT
The Master Plan Goals and Policies are organized in three distinct groups – Planning,
Development and Management. The Master Plan goals are broad statements of 13
primary objectives of the Plan. The Master Plan policies are more specific statements
implementing the respective goal statement.
The Planning Goals and Policies provide
guidance on the type, design and general
location of dirt trail or shared use path
corridors and policy direction on potential
use and user conflicts, relationship of the
planned system with private lands, effect
upon community resources, and generating
support for the Plan. The Planning Goals
and Policies will be most utilized during the
planning and design phases of proposed dirt
trail and bikeway projects.
The Development Goals and Policies provide
guidance to be applied during the construction
phase of new dirt trail and bikeway projects.
The Development Goals and Policies also
provides guidance for the funding and
financing of construction and policy direction
on the reservation and protection of dirt and
paved trail corridors associated with new
commercial and residential development Truckee River Legacy Trail
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within the Town. Further, the Development Goals and Policies generally set forth the
necessary planning process for new dirt trail and bikeway projects to ensure a well-
considered project and consistency with the Master Plan.
The Management Goals and Policies are equally as important in considering the
development of an dirt trail or bikeway project. It is critical that proposed dirt trail and
bikeway projects consider, plan and provide for efficient and continued management
and maintenance of the project to ensure its long-term success.
PLANNING GOALS AND POLICIES
PLANNING GOAL 1: TRAIL, BIKEWAY, AND WALKWAY SYSTEM
The trails and bikeway system should provide a full range of safe and convenient
recreation and active transportation opportunities for multiple users.
Policies
• The system should be planned for multiple users wherever possible, considering
user safety, environmental and physical constraints, and land use compatibility.
• The system should be planned primarily for non-motorized use, recognizing
the need for motorized use on some dirt trail or paved trail segments when (i)
alternative routes are unavailable, (ii) necessary to access planned or existing
public motorized recreation and (iii) consistent with the safety, land use
compatibility and environmental protection goals of the Plan.
• The active transportation system should create logical and safe linkages within
the Town transportation network and frequently connect with those portions
of the system planned for recreational use.
• The bikeway and walkway system should provide opportunities for winter use
where appropriate, considering environmental conditions, availability of access
and parking, safety and maintenance needs.
• The system should be accessible to the physically challenged wherever possible.
PLANNING GOAL 2: CONNECTIVITY AND CONTINUITY
The system should link the Town’s historic downtown, residential and commercial
areas, and recreational, educational, natural and historical resources utilizing public and
private lands as necessary and appropriate.
Policies
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The system should:
• Utilize existing public lands, public easements and other public rights-of-way
wherever possible.
• Utilize established routes and boundaries and existing natural corridors
wherever possible.
• Be planned through private lands when necessary to (i) ensure connectivity and
continuity of the system, (ii) provide access to resources or (iii) link the system
with major access points.
• Be considerate of bisecting property with no or limited development potential.
• Consider the aesthetic value of the surrounding landscape and incorporate
interest into the system by providing access and views to interesting sites,
prominent features and other scenic resources.
• Avoid existing or future negative visual impacts, unnatural alignments, corridors
adjacent to incompatible land uses and areas with little recreational and/or
aesthetic value.
• Include easily accessible and highly visible access points providing recognizable
and safe gateways into the system.
• Incorporate an on-street bikeway network providing a safe, convenient and
effective alternative to the automobile for bicycle traffic within the Town and
linked with existing and planned regional bikeway systems and transit facilities.
• Incorporate continuous sidewalks, especially in commercial areas.
•
PLANNING GOAL 3: DESIGN
The system design should adhere to a consistent design format to promote the
development of a safe, recognizable and uniform system in keeping with the mountain
character of Truckee.
Policies
• The system should incorporate a consistent design between dirt or paved trail
segments, but allow enough flexibility to adapt to changing community needs
and to promote creative adaptations to achieve superior outcomes.
• Dirt and paved trails should be of the highest quality design, yet cost-effective,
functional, low impact and easily maintained.
• Dirt and paved trail design should be based upon the character of the corridor
and surrounding lands, the intended and varying needs of the users, and the
expected volume of use by both residents and visitors.
• Supporting system facilities such as bike parking, trailheads, and restrooms
28
should be planned for the dirt and paved trail system to maximize its utility.
• Supporting system facilities such as bike parking, trailheads, and restrooms for
dirt and paved trail users should complement the natural landscape and be
located closer to existing developed areas.
• Alignments should primarily be dictated by natural landforms, features and
destinations, not man-made features. Dirt and paved trails should seem as if they
are an integral part of the environment, conforming to the natural landscape
and seeking the least resistant and most interesting path.
• The dirt trail system should be designed using relevant standard and guidance,
including the Trails & Bikeways Master Plan’s Design Guidelines.
• Dirt and paved trail design and selection of surface material should reflect the
projected type of user and volume of use.
• Dirt and paved trails should be designed to be safe given the expected type and
volume of users.
• The bikeway system should be designed to minimize conflicts with vehicles
and other users, utilizing the design standards and guidelines contained in
the California Manual on Uniform Traffic Control Devices (CAMUTCD) and
Caltrans’ Highway Design Manual (HDM). Where appropriate, the Town
should apply design guidance from best-practices documents such as the
American Association of State Highway Transportation Officials’ (AASHTO)
Guide for the Development of Bicycle Facilities and the National Association of
City Transportation Officials (NACTO) Urban Bikeway Design Guide.
Truckee River Legacy Trail
29
• Paved trails and bike lanes should be implemented wherever feasible and
appropriate, considering the projected type of user and volume of use.
• Dirt and paved trail design will encourage users to respect the privacy of
adjacent private properties from visual and physical intrusion.
• The system should be accessible to persons with disabilities as required by the
2010 Americans with Disabilities Act (ADA) Standards for Accessible Design;
where accessibility to the system is not required by the ADA, the system
should be accessible to persons with disabilities wherever possible.
PLANNING GOAL 4: PRIVATE LANDS
The Town, appropriate public agencies and community groups should work
collaboratively and cooperatively with affected private and public agency landowners
to effectively implement the goals of the Plan.
Policies
• Unless required for development approval, private landowners providing dirt or
paved trail dedications should inherit no additional liability and be provided the
same liability protection afforded to public dirt trail or paved trails ownership
entities.
• One or more public entities should accept private land dedications and the
responsibility for public use liability.
• Existing developed areas should be encouraged to provide lands within their
respective developments necessary to provide a through connection, connecting
spur or supporting facilities contributing to the continuity of the system.
• The Town should work jointly with responsible agencies, Truckee Donner
Land Trust, homeowner’s groups and other interested community groups to
State Route 89 Roundabout
30
develop a land acquisition program to facilitate the acquisition of private lands
necessary to establish a continuous system, employing a variety of equitable
and innovative acquisition methods and using the most cost-effective methods
available.
PLANNING GOAL 5: LAND USE AND USER CONFLICTS
The system should be planned to minimize land use and user conflicts to provide a safe
and enjoyable experience for the user.
Policies
• The Town should develop rules and regulations for the use of dirt and paved
trails.
• Dirt and paved trail corridors, alignments, and design details should be reviewed
by responsible emergency service providers to ensure adequate emergency
access to the system.
• The Town should coordinate with emergency responders to develop and
implement an emergency response plan.
• The Town should coordinate with logal agencies and special districts to ensure
emergency evacuation plans are in place.
• A user education program should be developed and promoted throughout the
system to encourage proper use and etiquette.
• The system and associated facilities should have minimal impact on adjacent
private and public lands and preserve the right of privacy for these lands.
PLANNING GOAL 6: COMMUNITY RESOURCES
The system should seek to access, protect and enhance the natural and historic
resources of Truckee.
Policies
• The protection of Truckee’s scenic, natural, historic, cultural, geologic,
open space, wildlife, floodplain and wetland resources should be a primary
consideration over other goals of the Plan.
• The system should seek to access and pass through a variety of ecosystems
and natural and historic resources when the presence of the dirt trail or paved
trails and its users does not adversely affect these resources.
• Dirt or paved trail corridors containing sensitive or fragile environmental
resources and habitats should be avoided to the extent possible.
31
• The system should provide for educational opportunities and experiences,
including educational facilities such as interpretive signage and kiosks.
• The system should support both active lifestyles and utilitarian trips by being
accessible to most Truckee homes and businesses for a majority of the year.
• The Town should monitor the number of system users on a regular basis to
determine the system’s impact on public health and the environment.
PLANNING GOAL 7: PLAN SUPPORT
Community and responsible agency support is critical to successful implementation
of the planned system. Open and consistent involvement and education in the final
planning and implementation of the Plan should be encouraged and regularly provided.
Policies
A public education program encouraging public involvement and promoting the
benefits and opportunities of the planned system should be developed to encourage
use and support of the system.
• Develop a user-friendly bikeways and walkways map for planning non-
motorized trips.
• Public support for the planned system should be promoted through visible and
expedient implementation of the Plan, including the phased construction of
dirt and paved trail, bikeway, and walkway segments to facilitate incremental
completion of the system.
• User feedback should regularly be sought to monitor the success of the
system and to identify areas for improvement.
Construction of the Truckee River Legacy Trail
32
• The Town and responsible agencies should seek opportunities to present
and promote the goals of the Plan to all interested agencies and community
groups.
• The Town should consider participation in the League of American Bicyclists’
(LAB) Bicycle Friendly America program.
• The Town should consider applying to relevant state or national advocacy
organizations for the recognition of one of its dirt or paved trails or of its
entire system of dirt and paved trails, bikeways, and walkways.
• The Town should partner with related organizations to implement education
and encouragement efforts to increase use and familiarity of the system of
dirt and paved trails, bikeways, and walkways.
DEVELOPMENT GOALS AND POLICIES
DEVELOPMENT GOAL 1: NEW DEVELOPMENT
New development should provide for dirt and paved trail or bikeway alignment
reservations, dedications and/or construction when trail or bikeway corridors are
identified within the Plan through these private lands.
Policies
• New development should be reviewed by all responsible agencies for
potential conflicts to planned connections.
• The Town should work with Nevada County and Placer County to review
development proposals outside the Town boundaries to ensure the protection
of future connections with existing and planned regional dirt and paved trail,
bikeway, and walkway systems.
• New development should provide dedications, reservations or other legal land
entitlement when necessary to implement the overall goals of the Plan, including
adequate area for the network design, supporting facilities, construction and
environmental protection. New development should also construct and the
Town may maintain at a cost to the owner the facilities on-site and may be
required to construct such facilities off-site.
• Incentives and innovative public/private partnerships should be developed
and provided to new development to promote the funding and incremental
construction of the dirt and paved trail, bikeway, and walkway system by
private development.
33
DEVELOPMENT GOAL 2: FUNDING
All available funding sources should be identified and diligently pursued for all
projects implementing the goals of the Plan.
Policies
• All sources of funding, both public and private, should be sought to support
the planning, development and management of the system.
• Volunteers should be encouraged to participate in dirt trail construction and
maintenance, where appropriate.
DEVELOPMENT GOAL 3: CONSTRUCTION
The system should be constructed consistent with the goals of the Plan and incorporate
measures to ensure protection of the natural environment.
Policies
• Dirt and paved trails widths should accomodate the ancitipated level of use. A
minimum width may be acceptable for low-use facilities but high-use facilities
will require width in excess of the minimum.
• Areas disturbed during dirt or paved trail construction should be re-vegetated
and restored to a state similar to the previously existing natural condition.
• Best Management Practices should be utilized for all dirt or paved trails
construction to prevent increased soil erosion and instability, substantially
changed drainage patterns and negative effects on adjacent lands and facilities.
• Every effort should be made to minimize the short-term impact of construction
activities upon neighboring lands.
DEVELOPMENT GOAL 4: PROJECT PLANNING
Careful project-specific planning is necessary to ensure consistency with the goals of
the Plan and should be made a mandatory element of all dirt trail, bikeway, and walkway
construction projects.
Policies
• Pre-construction project planning meetings should be conducted with the
responsible agencies to consider the feasibility of construction, including the
identification of any necessary special design features, unusual constraints and
costs, and sensitive environmental resources.
34
MANAGEMENT GOALS AND POLICIES
MANAGEMENT GOAL 1: STEWARDSHIP
Cooperation and coordination with both public and private entities should be established
to ensure the careful and responsible management of the system.
Policies
• Every reasonable effort should be made to responsibly manage and minimize
potential long-term impacts upon neighboring property owners associated
with use of the system.
• Maintenance and management responsibilities should be generally defined for
the system as a whole and specifically defined for individual segments as part of
the project approval process.
MANAGEMENT GOAL 2: MAINTENANCE
Quality and consistent long- and short-term maintenance of the active transportation
system is paramount to its success.
Policies
• A maintenance entity should be identified and established prior to the
development of dirt and paved trails projects.
• The necessary maintenance and management needs and responsibilities,
future maintenance needs, likely management issues, and the availability
of current and future management resources should be identified prior to
development of the system.
• Regular system maintenance and frequent inspections should be ensured to
prevent incremental degradation, ensure continued safety and promote the
maximum life of individual segments and the system as a whole.
• The Town should consider winter maintenance for selected portions of heavily
used facilities to sustain use year-round for a variety of users.
• Volunteers should be encouraged and an Adopt-a-Trail program should be
established for organizations, businesses, and residents to volunteer to help
maintain the trails. The program may be designed to also generate publicity
for the groups’ services.
• Existing developed areas should have funding responsibility through the
Town to maintain facilities that provide direct benefit to their respective
development.
35
• Maintenance activities should include weed abatement and invasive species
removal along the system of dirt and paved trails.
• Establish a comprehensive entity, consolidated under the Town, that
will manage dirt or paved trails maintenance; existing developed areas
shall contribute to trails maintenance as required by their development
agreements, conditions of approval, or other land use approval documents.
Desired maintenance activities and standards are outlined in the “Corridor
Maintenance” section of the Trails & Bikeways Master Plan.
36
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37
CHAPTER 5:
PROPOSED TRAILS,
BIKEWAYS, WALKWAYS
& PROGRAMS
PURPOSE AND INTENT
BIKE LANES & BIKE ROUTES
A linked network of bike lanes and bike routes provides opportunities for bicycling
as a mode of transportation or for recreation to Truckee residents, visitors, and
workers. The intent of the planned network of bike lanes and bike routes is to reduce
automobile trips by providing safe and convenient routes that link the many residential
neighborhoods, commercial areas, and public facilities and services. The network of
bike lanes and bike routes is also designed to connect with the network of paved and
dirt trails.
PAVED & DIRT TRAILS
Paved and dirt trails are primarily intended to provide recreational opportunities, but
can also provide opportunities for alternative transportation dependent upon their
design and location. Paved trails are defined in this plan as having a hard surface (asphalt
or concrete). Dirt trails are defined in this plan as having a dirt surface (natural dirt,
decomposed granite, etc.); exact surface type depends on site-specific conditions,
projected use, and other factors.
CORRIDOR VERSUS ALIGNMENT PLANNING
The proposed network of paved and dirt trails is based on a “corridor” planning
methodology. Proposed paved and dirt trail segments are intended to illustrate planned
connections between two points contained within a broad corridor. For each paved
or dirt trail segment, a detailed alignment analysis that involves the use of area-specific
environmental and topographic information will be necessary. However, a detailed
alignment analysis is beyond the scope of this plan.
All proposed trail segments are based upon a general understanding of the physical
38
conditions of the corridor. Some segments are more specific than others due to their
intended utilization of existing rough graded roads, informal dirt trails, previously
planned dirt trails or obvious natural constraints.
Specific alignment planning is the next step for each trail segment. The alignment
planning will involve a more detailed study of the opportunities and constraints
within each corridor. Alignment planning includes design alternatives, environmental
analysis, and public review. The Trails & Bikeways Master Plan’s goals, policies, and
design guidelines are used to determine the best possible alignment for paved trails
or dirt trails.
PROPOSED TRAILS & BIKEWAYS
Appendix A provides a description of existing facilities. The proposed facilities in
Figures 2 and 3 are a continuous network of dirt and paved trails, bike lanes, and bike
routes that connect to numerous local destinations and provide vast opportunity for
recreation. Additionally, the network connects to the regional bikeway system. Table
1 summarizes the mileage of existing, funded, and proposed paved and dirt trails and
bikeways by facility type.
DIRT TRAILS
Dirt trails are proposed primarily along corridors of existing but informal recreational
activity. Many dirt trail segments access high quality recreational destinations,
including Donner Lake, Alder Hill, Prosser Creek Reservoir, and the Truckee River.
39
PAVED TRAILS
Paved trails are commonly proposed along waterways and within other open spaces
and scenic areas. Paved trails are also proposed to connect existing bikeways with
other bikeways or roadways to create direct routes between different parts of Truckee
that will be comfortable for all levels of bicyclists. Highlights of the proposed network
of trails are discussed below:
• Truckee River Legacy Trail – This proposed paved trail will connect Donner
Lake at the west to Glenshire at the east. The portions of the Truckee River
Legacy Trail between Truckee River Regional park and Glenshire already exist.
West of Truckee River Regional park, the Truckee River Legacy Trail will parallel
Brockway Road, pass through the Hilltop Master Plan area, cross the Truckee
River near the West River Street/State Route 89 intersection, go underneath
the Union Pacific Railroad at the Mini Mousehole, and pass through the
Coldstream Planned Community.
• Trout Creek Trail & Tahoe Donner Trail – This paved trail system will connect
Downtown Truckee to Northwoods Boulevard in Tahoe-Donner on an
alignment adjacent to Trout Creek.
• Pioneer Trail Extension to Frates Lane – This proposed paved trail will connect
the Pioneer trail at its western terminus to Frates Lane, behind the Gateway
at Donner Pass shopping center.
This trail will make it possible for
residents of Gray’s Crossing to
access commercial destinations
on Donner Pass Road without
riding on Donner Pass Road itself.
Additionally, this trail will improve
access to the Truckee Community
Recreation Center for Truckee
residents who live off of Donner
Pass Road between Northwoods
Boulevard and Levon Avenue.
• Brockway Road/State Route 267
Trail Extension and Connection to
Truckee River Legacy Trail – This
proposed paved trail will extend
the Brockway Road Trail from its
terminus at Martis Valley Road
along State Route 267 to the
southern Town limits. The Town will
coordinate with Placer County to
connect this trail to Truckee Tahoe
Airport Road. Additionally, this trail Donner Pass Road Bike Lanes
40
includes a connection between Brockway Road and the Truckee River Legacy
Trail along the current Martis Drive alignment.
• Old Greenwood-Glenshire Drive Bridge Connector – This proposed paved
trail will connect the Overland Trail/Fairway Drive intersection to the informal
parking areas on the south side of the Glenshire Drive bridge over the Truckee
River. It will significantly improve route directness between the Glenshire
Drive bridge and areas north of Interstate 80.
BIKE LANES
The proposed Truckee bikeways network includes several new, extended, or
improved bike lanes, designed to capitalize upon previous investments in bike lanes
and increase the viability of utilitarian and recreational bicycling. Many of these bike
lanes connect with one or more of the previously discussed paved trails. The plan
includes new and/or improved bike lanes connecting to Downtown Truckee, on State
Highways, and on some of Truckee’s busier roadways.
The proposed bikeways network includes bike lanes on Glenshire Drive near Truckee’s
eastern Town limits. When complete, these bike lanes will connect the Tahoe-Pyramid
Bikeway from its alignment in Nevada County to the Truckee River Legacy Trail.
Nevada County and the Tahoe-Pyramid Trail leadership currently have two concept
plans for the Tahoe-Pyramid Bikeway east of Truckee. One alignment would follow
Hinton Road between Glenshire Drive and the Truckee River. The other alignment
would follow Hirschdale Road
between Glenshire Drive and the
Truckee River. Either connection
will use the same bikeways within
the Town of Truckee.
BIKE ROUTES
The proposed Truckee network of
bike routes includes two projects.
The first is a bike route with
sharrows on Donner Pass Road
through Downtown Truckee to
encourage motorists and bicyclists
to share the road on through this
busy corridor. The second is bike
routes on Sierra Drive and Palisade
Street to connect the residences
off of those roadways to Donner
Pass Road.
Bike Route
41
PROPOSED WALKWAYS
The proposed network of walkways provides pedestrian infrastructure in areas of
Truckee with the highest amount of walking. Additionally, the proposed network of
walkways connects to many of Truckee’s primary trip generators and attractors. Key
walkways include sidewalks on Donner Pass Road between Coldstream Road and
Donner Pass Road south of Pioneer Paved trails, on various roadways in Downtown
Truckee, on West River Street and East River Street, and on Bridge Street and Brockway
Road connecting to Truckee River Regional Park. In some cases, the network of
walkways relies on the network of paved trails previously discussed.
Sidewalk at Roundabout
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47
CHAPTER 6:
IMPLEMENTATION
COST ESTIMATES
Unit cost estimates for various facilities were developed on a linear foot or linear mile
basis based on construction bids for projects recently constructed in Truckee. Right-
of-way acquisition is not included in the unit cost estimates. Table 2 shows the unit
costs estimates for each facility type.
Table 3 shows the cost estimates by facility type.
TABLE 2 UNIT COST ESTIMATES
Project Type Unit Cost
Dirt Trail 200,000 per mile
Paved Trails $1.5 million-$2.5 million per mile
Bike Lane $700,000-$1.5 million per mile
Bike Route $5,000 per mile
Sidewalk, Curb and Gutter $70 per linear foot
Source: Fehr & Peers, 2014
TABLE 3 PROJECT COST ESTIMATES
Project Type Unit Cost
Dirt Trail $3.4 million
Paved trails (Class I) $41.5 million
Bike Lane (Class II) $22.8 million
Bike Route (Class III) $18,000
River and Railroad Crossings $31 million
Sidewalk, curb, and gutter $3.8 million
Total $105.7 million
Source: Fehr & Peers, 2014
48
As shown in Table 3, the total capital cost of the proposed network of paved and dirt
trails, bikeways, and walkways is approximately $106.6 million.
PRIORITIZATION
Each proposed project was prioritized based on its community benefit and community
support. The community benefit scoring criteria were based on input received at
public workshops and through online surveys. The community benefit scoring criteria
for paved and dirt trail, bikeway, and walkway projects include:
• Connects directly to an existing paved/dirt trail/bikeway (closes a critical gap)
• Part of the recreational network of paved and dirt trails
• Facilitates utilitarian use by directly accessing key destinations
• Facilitates bicycling/walking to school
• Location of multiple vehicle-pedestrian collisions (walkway projects only)
Projects were sorted according to their community benefit scores and the level of
community support they received through public workshops and online surveys.
Appendix D provides the community benefit scores and community support scores
for proposed projects. High priority projects include:
• Truckee River Legacy Trail Phase 4 and Gap Closures – Amongst paved and
dirt trail and bikeway projects, completion of the Truckee River Legacy Trail
received the highest level of community support through workshops and
online surveys. The completion of the paved
trails would expand upon the Town’s existing
investment in the Truckee River Legacy Trail,
provide a recreational connection to Donner
Lake, and improve utilitarian bicycling from
west Truckee to Downtown Truckee.
• Pioneer Paved Trails Extension to Frates Lane –
This project received a high community benefit
score because it closes a gap between northeast
Truckee and the commercial areas off of Donner
Pass Road, is part of the recreational system
of paved trails, could be used for utilitarian
bicycling, and would improve access to the
schools on Donner Pass Road.
• Bridges over the Truckee River – Two bridges,
one at westerly West River Street and another
connecting the Truckee River Legacy Trail and
West River Street in the vicinity of Riverside
Trail Wayfinding Signage
49
Drive, received medium levels of community support and relatively high
community benefit scores amongst paved and dirt trail and bikeway projects.
They would increase connectivity between Downtown Truckee and the
Truckee River Legacy Trail.
• Sidewalks on Donner Pass Road and West River Street – Sidewalks on Donner
Pass Road and West River Street in Downtown Truckee received the highest
level of community support amongst walkway projects. Additionally, sidewalks
on Donner Pass Road between Coldstream Road and McIver Crossing received
the highest community benefit score because they would close gaps in the
existing sidewalks on Donner Pass Road, would serve significant utilitarian use,
access several schools on Donner Pass Road, and would hopefully improve
pedestrian safety in areas with a history of vehicle-pedestrian collisions.
DESIGN STANDARDS & GUIDANCE
The design of facilities in Truckee will be done in accordance to a variety of design
standards and guidance documents.
The California Manual on Uniform Traffic Control Devices (CAMUTCD) includes
uniform standards and specifications for traffic control devices (pavement markings,
signs, traffic signals, etc.). in accordance with Section 21400 of the California Vehicle
Code. Part 9 of the CAMUTCD includes standards and specifications for traffic control
for bicycle facilities.
Caltrans’ Highway Design Manual and the American Association of State Highway
Transportation Officials’ (AASHTO) A Policy on the Geometric Design of Highways
and Streets (Green Book”) and Guide for the Development of Bicycle Facilities include
design guidance for roadways and bikeways.
The National Association of City Transportation Officials’ (NACTO) Urban Bikeway
Design Guide is a best-practices document for bikeway design in urban settings.
Additionally, the NACTO Urban Street Design Guide is a best-practice document for
roadway geometric design in urban settings.
Mountain biking on a local dirt trail
50
Appendix E includes detailed design guidance for dirt trails and bikeways in Truckee.
TRAIL & BIKEWAY PROPOSAL & EVALUATION
PROCESS
DIRT & PAVED TRAILS
The Trails & Bikeways Master Plan aims to provide a consistent and recognizable
network throughout Truckee, while at the same time promoting unique and
interesting designs and user experiences considering the site, dirt or paved trails, user
and purpose of the proposed dirt or paved trails segment within the larger context of
the plan’s goals and policies. All paved and dirt trail projects within the incorporated
boundaries of the Town of Truckee will be required to demonstrate consistency with
the objectives of the Trails & Bikeways Master Plan.
What Type of Trail?
The Trails & Bikeways Master Plan distinguishes between dirt trails (unpaved) and
paved trails (paved). However, the Trails & Bikeways Mater Plan does not identify the
specific design for each dirt or paved trail segment. The Trails & Bikeways Master Plan
relies on the evaluation process to determine the most appropriate alignment and
design considering the objectives and guidelines of the plan and the ideas, thoughts and
concerns of the community. Community participation in the evaluation process will be
critical to ensure the development of a particular segment that is best suited for the
site, anticipated users and surrounding community.
ON-STREET BIKEWAYS
On-street bikeways include bike lanes and bike routes. A Most bike lane and bike route
projects, with the exception of projects on state highways initiated by Caltrans, will
be initiated by the Town of Truckee. The Town is responsible for implementing the
on-street bikeway proposal and evaluation process, involving a varying degree of public
notification and environmental review dependent upon the scope of the proposed on-
street bikeway project.
Many bike lane or bike route projects will entail only striping and/or signing of the
existing roadway. These projects may not be subject to the review requirements of
the California Environmental Quality Act (CEQA), including public notification, public
hearings, workshops, or advertisements. Simple signing and/or striping of the existing
roadway to implement bike lane or bike route projects contained within the Trails &
Bikeways Master Plan can be completed without additional formal public notification.
PRIVATE LANDS
51
Successful implementation of the Trails & Bikeways Master Plan will require the
protection of existing dirt paved trail connections and the reservation of planned dirt
and paved trail connections throughout Town. Although many of the trail corridors
are intended to utilize public lands consistent with the goals and policies of the plan,
acquisition of trail corridors on private lands will be necessary to successfully implement
the plan. Many options are available to the Town, public agencies, non-profits and
private landowners to ensure the protection/reservation of these critical corridors. The
objective of the Trails & Bikeways Master Plan is to provide a menu of available options
to both public agencies and private landowners, promoting flexibility and creativity in
the negotiation process. Careful crafting of transactions between private landowners
and public agencies can and should produce mutually beneficial results.
RESERVATIONS & DEDICATIONS FOR NEW DEVELOPMENT
The Town Development Code requires the preservation of trail corridors with new
residential development with or without corresponding open space areas. Right-
of-way reservations for facilities will be required of new residential development
consistent with the General Plan Circulation Element, Public Improvement and
Engineering Standards and/or this Plan. An offer of dedication is required when a
reasonable relationship is demonstrated between the need for the dedication and the
characteristics and impacts of the proposed development. In all cases, a 30 foot wide
area should be used as a beginning guideline for new development with flexibility
provided for the necessary width dependent upon the site or project specific trail
needs, including possible maintenance, buffering, fencing, slope easements, and
landscaping.
The Town Development Code also provides incentives to new development to
Donner Pass Road
52
encourage implementation of the Trails & Bikeways Master Plan. Reductions in
required open space area and fee waivers are two specific incentives offered within the
Development Code for public trail reservations and dedications beyond that required
of any new development. Additional flexibility is provided for new development within
the Planned Development provisions of the Development Code, promoting the
highest quality development in concert with the public need and benefit derived from
creative and innovative development proposals. The Planned Development provisions
provide flexibility for the Town Planning Commission and Town Council in adjusting or
modifying any development standard where justified based upon a resultant superior
development project than that which would have occurred with the strict application of
these standards. Reductions in required project parking and flexibility in internal project
circulation layout are two examples specifically cited within the Planned Development
provisions and potentially justified with the reservation/dedication of lands in support
of the planned network of paved and dirt trails, bikeways, and walkways.
EXISTING DEVELOPMENT
In cases where facilities shown on the Trails & Bikeways Master Plan intersect with
existing developed areas, the acquisition of lands will be necessary to create connectivity
with adjoining corridors. Acquisition can be accomplished through a variety of forms –
outright purchase of property, purchase of easements, donations or condemnation. A
variety of acquisition forms may be employed, however the Town will seek the most
cost effective method to secure an appropriate public interest when necessary and
warranted. Public-private negotiations for outright purchase of private lands will be
necessary in some instances; however, the purchase of easements or partial/restricted
property rights at less cost to the public will be encouraged.
CONDEMNATION POLICY STATEMENT
Condemnation, a mechanism provided to government entities by state law for the
purpose of acquiring lands necessary to implement or complete a public need, is
an acquisition tool available to the Town of Truckee and other local government
entities. Although condemnation will remain an option available to the Town, it is
not the preferred or desirable path to implementation of any component of the Plan.
Condemnation is a tool to be used a “last resort” in the event good faith negotiation
is unsuccessful and the private land area in question is vital to the Trails & Bikeways
Master Plan. If condemnation is a method of land acquisition supported by the Town
Council or other local government entity with condemnation authority, fair market
value will be paid for the property to be condemned.
Beyond the statutory limitations and procedures for the use of condemnation under
existing California law, the Town Council has committed the Town to additional local
procedural requirements to ensure property owners are being treated fairly and that
ongoing communication is established and maintained. These additional procedural
steps include:
53
• Requirements for invitation to a face-to-face meeting with the property
owner(s) and representatives, the Town’s designated negotiator, and the
appraiser before the appraisal process starts at the property to “walk through”
the process, solicit any valuation information the property owner desires to
have considered, and set a date by which the Town valuation process will be
concluded.
• Provide a “plain English” guide to the process for distribution with a specific
individual to answer questions on behalf of the Town.
• Establish as policy in this Trails & Bikeways Master Plan that the condemnation
process will be instituted only after:
• The property owner has received the Town’s offer and a copy of the
appraisal upon which it is based and a meeting has been held with the
property owner and the property owner’s representatives in an attempt
to resolve any concerns.
• The property owner’s appraisal (if prepared) will be fully and fairly
considered in the course of such a meeting and good faith negotiations
conducted based upon the two appraisals.
• If no agreement is reached, offer the opportunity for mediation using
a jointly selected professional at a shared cost, prior to Town Council
consideration of a condemnation resolution, assuming doing so will not
unreasonably delay the proposed project.
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CHAPTER 7:
MAINTENANCE
As the network of facilities is implemented, a high standard of maintenance is a key
ingredient to a successful active transportation system. Beyond the need for a safe
environment, the psychological effects of good maintenance can be a highly effective
deterrent to vandalism and littering. As a neighbor to the various communities through
which the planned network of facilities will pass, the Town has an ongoing relationship
with those communities and the quality and commitment of maintenance along the
trails is an important reflection of that relationship.
The Trails & Bikeways Master Plan does not identify a single maintenance or managing
entity for the expanse of facilities included within the Plan, although the Town has had
discussions focused on forming a single maintenance entity. With few exceptions, the
Town will be responsible for maintenance of bike lanes and bike routes as the land
owner of most roadways. Dirt and paved trails are currently managed and maintained
by a number of different public, private and/or non-profit entities. The intent of this
chapter is to outline the options for maintenance and management and to identify
the specific needs for the different types of facilities contained within the Trails
& Bikeways Master Plan. In all cases, a responsible maintenance and management
entity must be identified and secured prior to construction of any new facility. Figure
4 shows the maintenance entities for existing paved trails in Truckee.
Construction of the Truckee River Legacy Trail
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PROPERTY MANAGEMENT OF TRAILS & PAVED
TRAILS
Along dirt and paved trails segments, needs may arise for unrelated use such as utility
installations, private driveway access, and roadways that will impact the dirt or paved
trails system. A separate set of policies and procedures that outline the details of
property management for the planned system should be developed and implemented to
protect the quality of the user experience. Key elements of this policy are summarized
below:
ROADWAYS
Each motorized vehicle crossing of the dirt or paved trails presents an interruption to
the user and a potential hazard. For this reason, approval for new crossing agreements
should be limited to those that are absolutely necessary, such as land locked parcels
with no alternative access available. Existing crossings should be formalized with new
agreements, and where possible, consolidated with other crossings. Where anticipated
traffic volumes are high, grade separation of new crossings should be pursued.
ENCROACHMENTS
Given the public nature of the planned system, private encroachments should not be
overlooked. Resolving encroachment issues to minimize their impact on future trails
and bikeways should be a priority for all affected parties.
UTILITIES/SHARED USAGE
Compatible utility and shared use agreements may be of benefit to both the planned
system and the requesting party. For example, underground fiber optic cables will
not interrupt use of the dirt or paved trails while providing an annual rental fee for
maintenance of the facility. Utilities should not be granted exclusive use of the right-of-
way but would be expected to share use with other compatible and even competing
utilities. It is strongly recommended that a utility corridor be defined and conduits
running the length of the corridor be installed as each phase of trails is built. This will
minimize construction and design impacts to the trails as future utilities are installed.
Under-grounding of utilities is encouraged whenever feasible.
TRAIL ETIQUETTE
Rather than creating a restrictive set of rules for trail facilities, it is recommended
that common trail etiquette be followed for users of the trail network. This includes
an emphasis on courtesy and cooperation with others rather than a restrictive set of
edicts. The recommended trail etiquette is outlined below:
• Clean up after pets and horses
60
• Stay to the right except when passing
• Give a clear, audible warning signal before passing
• As a courtesy to other dirt or paved trail users and neighbors, refrain from loitering
near adjacent homes
• Bicyclists yield to pedestrians and equestrians. Pedestrians yield to equestrians.
• When entering or crossing dirt or paved trails, yield to those on the dirt or paved
trail.
• Help keep the dirt trail or paved trails clean. Pack it in, pack it out.
• Exercise caution and obey all traffic laws at all intersections
• Dog owners are encouraged to carry a leash and be ready to use it as traffic
warrants.
This etiquette is based upon
successful projects in other areas.
At this time, it is not proposed
that a speed limit be established
or a set of hours for the trails to be
open. Trailheads and parking areas,
however, should be designed with
the ability to close them, typically
with a sunset to sunrise closure
policy. This etiquette should be
posted conspicuously at trailheads,
parking areas, and other major
access points along the dirt or
paved trails. Development of a
trails brochure with a map and a list
of etiquette should be pursued.
While no formal trail rules are being
adopted as part of the Master
Plan, the trail network is restricted
to non-motorized users, with
the exception of emergency and
maintenance vehicles.
ENFORCEMENT
The most effective and most visible enforcement on the trails will be other users.
Getting as many “eyes on the trail” is a key deterrent to undesirable activity. There are
several components to accomplishing this as outlined below:
Pedestrians Using Paved Trail
61
• Provide good access to the trails – Wherever feasible, public access should be
provided. Access ranges from providing conveniently located trailheads, building
sidewalk linkages at intersections, to accommodating access from private
developments adjacent to the trail. Access point should be inviting and signed so as
to welcome the public onto the trail.
• Good visibility from adjacent neighbors – Neighbors adjacent to the trail
potentially provide 24-hour surveillance of the trails. Though some screening of
the trail is needed for privacy of adjacent neighbors, complete blocking out of
the facility from neighborhood view should be discouraged. This eliminates the
potential of neighbor’s “eyes on the trail,” and could result in a “tunnel effect” on
the trails.
• High level of maintenance – A well-maintained trail sends a message to the
public that the community really cares about this place. This message by itself will
discourage undesirable activity along the facility.
• Programmed events – Events along the trail will help increase public awareness of
the facility and thereby bring more people to the trails. A friends group in support
of the development of the facility has already been formed. This group can help
initiate numerous public events along the trail in an effort to raise public awareness
and increase support for the facility. Events might include a day-long clean up or a
series of short interpretive walks led by the friends group.
• Community projects – The support generated through the friends group could be
further capitalized on by involving neighbors and friends of the trail in a community
project along the facility. Ideas for community projects that have been successful on
other trail projects include volunteer planting events, art projects (often associated
with adjacent schools), interpretive research projects, or even bridge-building
events. These community projects are the strongest means of creating a sense
of ownership along the facility which is perhaps the strongest single deterrent to
undesirable activity.
• Local law enforcement agency staff – Local law enforcement staff must be in tune
to the trail and its development plans. As each segment of trail is developed, early
involvement of law enforcement staff is critical. Trail projects often do not follow
roadways, and law enforcement staff often have difficulty responding to a call because
it is difficult to reference a location along the facility, or local law enforcement staff
may think the call site is in someone else’s jurisdiction. To overcome this obstacle,
law enforcement staff should be involved early in the design process and give a basic
orientation of the facility. They should be invited to join the friends group on any
planned events on the site.
• Input should be sought on the best public safety measures that can be taken along
the trail. This might include physical improvements along the facility such as
emergency call boxes and lighting, and might also include maintenance practices
such as vegetative pruning to allow easy surveillance of “trouble spots”. Local law
enforcement staff may also have key knowledge of unique challenge areas along the
62
facility and then addressed through appropriate design solutions.
• Adopt-a-Trail Program – Numerous business and residential communities abut
trails. As neighbors to the facility, they often see the benefit of their involvement
in its development and maintenance. Many developments may view the trail as
an integral piece of their campus and taking on some level of responsibility for
the facility becomes a source of civic pride. Creation of an Adopt-a-Trail program
should be explored to capitalize on this opportunity.
CORRIDOR MAINTENANCE
Maintenance is as important in property management as property acquisition is
to development. It includes such activities as pavement preservation, landscape
maintenance, facility upkeep, sign replacement, fencing, mowing, litter removal,
painting, and pest control. However, the effects of a good maintenance program are
not limited to the physical and
biological features of the trail:
• A high standard of
maintenance is an effective
way of helping advertise
and promote the trails
as a regional and state
recreational resource.
• The psychological effects
of good maintenance can
be an effective deterrent
to vandalism, litter, and
encroachments.
• Good maintenance is necessary to preserve positive public relations between
the adjacent land owners and government.
• Good maintenance can help make enforcement of regulations on the trails
more efficient. Local clubs and interest groups will take pride in “their” trails
and will be more apt to assist in protection of the system.
A successful maintenance program requires continuity and a high level of citizen
involvement. Regular, routine maintenance on a year-round basis will not only
improve safety, but will also prolong the life of the trails. Maintenance activities
required for safe operations should always receive top priority. The following should
be part of the maintenance checklist:
Paved Surface Maintenance
Cracks, ruts and water damage will have to be repaired periodically. In addition,
Vegetation Along Truckee River Legacy Trail
63
vegetation control including tree pruning, shrub pruning and mowing will be
necessary on a regular basis.
Where drainage problems exist along the paved trails, ditches and drainage structures
will need to be kept clear of debris to prevent wash outs. Checks for erosion along the
paved trails should be made monthly during the wet season, and immediately after
any storm that brings flooding to the local area.
The paved trail surface should be kept free of debris, especially broken glass and other
sharp objects, loose gravel, leaves and stray branches. Paved trail surfaces should be
swept periodically. Pavement shall be preserved with periodic application of slurry
seals. Pavement rehabilitation will be performed as needed.
Pest and Vegetation Management
The trails system moves through a variety of landscape settings ranging from low scrub
vegetation, meadows and dense forested areas. Some basic measures should be taken
to best protect the trails investment. This includes an annual mowing along both sides
of the facility to prevent invasion of plants into the pavement area. Wherever possible,
weed control should be accomplished by mechanical means. This is especially true
along drainage ways crossing the facility. Innovative weed control methods such as
grazing and steaming should be explored. Use of chemical sprays should be limited to
use only on those plants that are harmful to the public.
When applicable, vegetation that intrudes on the equestrian travel way must be
controlled. A minimum vertical clearance of 10 feet must be maintained.
Litter & Illegal Dumping
Litter along trails should be removed by staff. Litter receptacles should be placed at
access points such as trailheads. Litter should be picked up twice a week (usually just
before and after the weekend) and after any special events.
Illegal dumping should be controlled by vehicle barriers, regulatory signage and fines
as much as possible. When it does occur, it must be removed as soon as possible
in order to prevent further dumping. Neighborhood volunteers, friends groups,
alternative community service crews and inmate labor should be used in addition to
maintenance staff.
Signage
Signage will be replaced along the trails on an as-needed basis. A monthly check on the
status of signage should be performed with follow-up as necessary.
Bridges
A structural engineer should be retained to assess the integrity of all existing bridges
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and inspections of bridge structures should take place at regular intervals based upon
the structural engineer’s recommendations.
Fencing
Use of fencing for border control (for residential security) is strongly discouraged. The
first preference will be to plant shrubs, trees and use temporary fencing to establish
privacy. As the need arises, fencing requests should be evaluated on a case-by-case
basis. Property lines should be clearly surveyed and field marked in a way that is useful
for the maintenance staff and neighbors.
Trailheads
The specialized facilities at trailheads will require frequent inspections and maintenance.
Restrooms must be cleaned on a daily basis. Site furniture and lighting should be kept
in good repair.
MAINTENANCE/OPERATIONS IMPLICATIONS
A permanent trails maintenance entity should be created with primary duties to include
coordination of volunteer efforts and maintenance. Volunteer assistance should be
sought to assist with maintenance of the dirt trail system. Though volunteer effort
will most likely be ongoing, it is not intended to be a long-term solution to facility
maintenance.
Ongoing maintenance could be partially offset if adequate utility lease agreements
are arranged, or licenses or easement fees are available. Other possibilities include
“Adopt-a-Trail” sections by adjacent businesses, business associations, residential
communities, or community service organizations.
Snow removal on Truckee River Legacy Trail
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WINTER MAINTENANCE
On average, Truckee receives over 200 inches of snow per year. Winter maintenance on
the network in an extreme winter climate can achieve a variety of outcomes and winter
maintenance is a goal of the Trails & Bikeways Master Plan. Snow clearance can keep
facilities open and functional for users. Pedestrians can benefit from cleared sidewalks
and bicyclists can benefit from cleared paved trails and bike lanes. Alternatively, dirt and
paved trails can be groomed for Nordic skiing. However, grooming dirt or paved trails
for Nordic skiing precludes them from snow clearance.
Throughout the public outreach process of the Trails & Bikeways Master Plan’s
development, Truckee residents were asked about winter maintenance. Truckee
residents overwhelmingly preferred clearing snow from paved trails as opposed to
grooming them for Nordic skiing. Residents that included Nordic skiers raised concerns
over the level of sun received by paved trails in Truckee and the high-quality facilities
already available in the North Lake Tahoe region.
In June 2014, Truckee residents voted in favor of Measure R, a sales tax increase
dedicated specifically to dirt and paved trails construction and maintenance. On
October 14, 2014, Town Council adopted a proposal to use a portion of Measure
R funds for winter maintenance of paved trails. Winter maintenance includes snow
removal and application of deicing and traction control materials in ice prone areas on
certain Town-maintained paved trails. Snow removal will occur as determined by the
Public Works Department after storm events, and deicing and traction control material
applications will occur periodically as necessary.
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CHAPTER 8:
FINANCING
OPPORTUNITIES
Securing adequate funding is a challenge in the creation of a local system of
paved and dirt trails, bikeways, and walkways. Funding sources are needed for the
acquisition, development, operation and maintenance of an active transportation
system; therefore a combination of creative methods and sources must be explored
to achieve the goals of the Trails & Bikeways Master Plan. The Town of Truckee is
committed to identifying and diligently pursuing all available funding and financing
sources that will contribute to
implementation of the plan,
which may include use of Town
funds.
A multitude of funding
possibilities is available in
support of implementation of
the planned system. Funding
might be obtained from grants
made by federal, state or local
government, as well as from
private sources.
Grant funding opportunities for
individual projects providing
an alternative transportation
benefit are more numerous
than those available for projects design solely for recreational use. The grant funding
opportunities provided through the federal Transportation Alternatives Program
of the Moving Ahead for Progress in the 21st Century Act (MAP-21) are the most
representative example of a funding source for alternative transportation. Although
the funding availability or opportunities should not be the driving force behind
the design (i.e., surfacing, widths) of a new paved or dirt trail, bikeway, or walkway
project, this should always be considered in the planning and design process to
ensure eligibility for the broadest range of funding opportunities.
Using funding from the Transportation Alternatives Program, Caltrans administers
the Active Transportation Program (ATP) which provides funding for projects that
encourage increased use of active modes of transportation. The ATP aims to increase
Kickoff of Truckee River Legacy Trail Phase 3B Construction
68
the bicycling and walking mode share, increase safety and mobility for pedestrians and
bicyclists, reduce greenhouse gas (GHG) emissions, enhance public health, benefit
disadvantaged communities, and to provide a broad spectrum of projects to benefit
many types of active transportation users. Funds through the program are competitive.
Additionally, some Transportation Alternatives Program funding is set aside for the
Recreational Trails Program (RTP) administered through the California Department of
Parks and Recreation.
MEASURE R
In June 2014, Truckee residents voted in
favor of Measure R, a sales tax increase
dedicated specifically to dirt and paved
trails. The measure allows the funds to be
used for planning, construction, operation,
and maintenance of trails. Measure R
is expected to provide approximately
$10 million over the next ten years. One
purpose of this plan is to identify and
prioritize trail projects for Measure R
funding.
NON-PROFIT/FOUNDA-
TION OPPORTUNITIES
The Truckee-Donner Land Trust, as the region’s local private land trust, could play
a significant role in acquiring, assembling and configuring parcels of land for the
dedication to the Truckee Trails & Bikeways System. There are several factors that have
contributed to the recent rise in popularity of local private land trusts as partners
to local governments interested in improving their parks and recreational facilities.
Those factors include an increasing lack of federal financial support for local parks, an
unfortunate tendency of cities to cut park budgets, and a need for the rejuvenation
of urban parks.
The Truckee Donner Land Trust could assist with a number of critical pieces of the
Plan. They have the expertise and ability to undertake the complexities of assembling
urban parkland. They could also raise money and administer financial transactions in
order to quickly expedite the land transfer process.
The Truckee Trails Foundation and the Our Truckee River Legacy Foundation could
assist with paved trails or dirt trail maintenance, or dirt trail construction. Nonprofit
organizations such as these are particularly effective at organizing volunteers.
Measure R Flyer
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PUBLIC-PRIVATE PARTNERSHIPS
It has become a growing belief in recreation planning circles that the most successful
parks, which include trails, emerge from broad community participation. Those parks
will contribute significant value not only to the community health and spirit but
also bankable value to nearby residential and commercial districts. Successful park
partnerships have the widest range of stakeholders: the most common of which are
government, business, and non-profit foundations.
Public-private partnerships can be established for the purpose of ongoing coordination,
joint development, and the funding of a trails system. Often such successful partnerships
are created through a structured association of public agencies, community groups,
businesses and individuals who are dedicated to the purpose of developing and
maintaining a system. Partnerships with private developers are highly encouraged and
will be sought throughout the life of the Plan.
MAINTENANCE
On October 14, 2014, Town Council adopted a proposal to use a portion of Measure
R funds for maintenance of all Town maintained paved trails. Routine maintenance
during spring, summer, and fall months will include removal of debris from trail
surfaces, trash removal from trash receptacles, graffiti removal, inspection and repair
of trail side amenities, inspection and repair of railings and signage, and general
inspections of paved trails conditions. Additional preventative maintenance may
include vegetation removal from paved trails shoulder areas, crack sealing, surface
Ribbon Cutting for Truckee River Legacy Trail Phase 3B
70
treatments, drainage rehabilitation, and pavement surface patching. Generally
speaking, winter maintenance includes snow removal and application of deicing and
traction control materials in ice prone areas on certain Town maintained paved trails.
As determined by the Public Works Department, snow removal will occur after storm
events, and deicing and traction control material applications will occur periodically
as necessary.
As shown in Figure 4, a variety of property owners and maintenance entities are
responsible for paved trails maintenance in Truckee. A future consideration may be
to consolidate all paved trails maintenance under the Town. Under this model, the
Town would provide maintenance for all paved trails in Truckee with the responsible
property owners, developers, or maintenance entities paying a fair share of the costs.
FINANCING TECHNIQUES
Like many other small local communities, Truckee cannot afford to immediately dedicate
all the required resources to pay for the implementation of every aspect of the Truckee
Trails & Bikeways Master Plan. It will be important to consider the link between open
space and economic development and to take advantage of opportunities to acquire or
reserve critical pieces of property as they become available. In order to do so, there are
a number of different financing options to consider throughout this process.
APPENDIX A:
EXISTING TRAILS, BIKEWAYS & WALKWAYS
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APPENDIX A: EXISTING TRAILS, BIKEWAYS, AND WALKWAYS
The Town of Truckee’s location in the Sierra Nevada makes it a beautiful place to live, visit, or work. Some
parts of the Town are relatively flat, others have extreme topography. Several natural and manmade water
features fall within or just outside of the Town’s limits. The most significant water features are Donner
Lake and the Truckee River. Other important water features include Donner Creek, Trout Creek, Prosser
Creek, and Prosser Creek Reservoir. Truckee also has significant areas of open space.
Two of the country’s most important transportation corridors bisect Truckee. Interstate 80 extends from
the western to eastern Town limits. Important land uses in Town are located on both sides of Interstate
80. Additionally, the Union Pacific Railroad’s Trans Sierra Railroad extends from the southern to eastern
Town limits. Limited crossings of both Interstate 80 and the railroad pose a challenge to local
transportation in Truckee.
The Town’s terrain, water features, open space, and transportation corridors serve as both opportunities
and barriers to trails, bikeways, and walkways. Figure A-1 shows the locations of these opportunities and
barriers.
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Figure A-1: Barriers & Opportunities
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EXISTING TRAILS & BIKEWAYS
LOCAL TRAILS & BIKEWAYS
The existing trail system in Truckee is characterized by a series of informal trails developed through many
years of use which lacks cohesiveness and planned connections. Few formal trails exist, limited to the 60
mile trail system owned and maintained by the Tahoe Donner Association, the majority of which is located
outside of Town limits, and a portion of the United States Forest Service maintained Commemorative
Emigrant Trail. The ongoing development of the approximately 50-mile Donner Lake Rim Trail, the
majority of which is also located outside of Town limits, will contribute to the cohesiveness of the Plan and
provide critical regional connections.
Truckee has constructed several paved paths, including portions of the Truckee River Legacy Trail, the
Pioneer Bike Path, paved trails in Gray’s Crossing, and a paved trail on the north side of Brockway Road.
Truckee implemented its first bike lanes on Donner Pass Road in 1998. Since that time, the Donner Pass
Road bike lanes have been extended and bike lanes have been constructed on other roadways, including
Glenshire Drive, Northwoods Boulevard, and State Route 267. Bike routes exist on several of Truckee’s low
volume, residential streets.
Figure A-2 shows existing trails and bikeways in Truckee. Table A-1 shows the length of existing trails
and bikeways by classification.
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TABLE A-1 LENGTH OF EXISTING TRAILS AND BIKEWAYS BY
CLASSIFICATION
Classification Mileage
Dirt Trail 13 1
Paved Trail (Class I) 18
Bike Lane (Class II) 382
Bike Route (Class III) 32
Total 101
1 Does not include Tahoe Donner Association trails
2 One-way total of bike lanes
Source: Fehr & Peers, 2014
As shown in Table A-1, the Town has just over 100 miles of existing trails and bikeways.
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REGIONAL TRAILS & BIKEWAYS
The greater Truckee/North Lake Tahoe region encompasses a large geographic area, a multitude of
government jurisdictions and many diverse environmental settings and conditions. The region includes
the Placer County lands located south of the Town limits and extending into the northerly portion of the
Lake Tahoe basin. The County of Nevada’s jurisdictional boundaries encompass the majority of the
Truckee town limits, including Donner Summit to the west; Carpenter Valley, Hobart Mills and Prosser
Reservoir to the north; and Boca Reservoir and the Martis Valley (a portion of which is also in Placer
County) to the west. Many state and federally owned lands are interspersed throughout both Placer
County and Nevada County, most notably those owned and maintained by the United States Forest
Service.
A network of informal unpaved trails has developed throughout the Truckee/North Lake Tahoe region,
including the Pacific Crest Trail, Commemorative Emigrant Trail, Sawtooth Trail and Tahoe Rim Trail. A
smaller network of formal trails exists within the many public lands around the region, including those at
several ski resorts. However, these formal trails lack the necessary continuity to provide for effective use.
Additional regional recreational trails planned by the United States Forest Servce will contribute to the
regional trail system.
There are many popular on-street bikeways that connect Truckee to the North Lake Tahoe region. State
Route 89, State Route 267, and Old Highway 40 (Donner Pass Road) are regularly used by bicyclists for
recreation and transportations. The connections are critical for facilitating regional travel by bike.
EXISTING WALKWAYS
Walkways in Truckee primarily include sidewalks. In some cases, paved trails are provided in place of
sidewalks. Sidewalks are provided on many of the Town’s roadways, including Donner Pass Road,
Deerfield Drive, and various roadways in Downtown Truckee or in residential neighborhoods. Paved trails
that serve as walkways exist on State Route 89, Brockway Road, Comstock Drive, Pioneer Bike Path, and
throughout Gray’s Crossing.
Marked crosswalks are provided at approaches to most signalized intersections and at approaches to
some stop-controlled intersections. Uncontrolled marked crosswalks exist at several locations that
experience high pedestrian volumes. Many of these uncontrolled marked crosswalks are located on multi-
lane roadways. Existing marked crosswalks feature a variety of standard marking patterns and high-
visibility (continental) marking patterns.
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Curb ramps, which make crosswalks, sidewalks, and paved trails accessible for wheelchairs, strollers, and
bikes, are provided at most intersection corners. However, there are locations in the Town that are missing
curb ramps or have existing curb ramps that do not meet current standards. The Town’s Americans with
Disabilities Act (ADA) Self-Evaluation and Transition Plan addresses funding for new curb ramps and other
improvements for people with disabilities.
Figure A-3 shows the locations of existing sidewalks, paved trails, marked crosswalks, and curb ramps.
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LAND USE PATTERN
Truckee includes a diversity of land uses. Residential land use consists primarily of single-family detached
homes; however, there are several multi-family residential complexes. Commercial land uses range from
downtown commercial in Downtown Truckee to neighborhood and regional commercial uses on Donner
Pass Road north of Interstate 80. The Town also includes large areas of open space. Figure A-4 shows
these existing land use patterns.
Certain activity centers such as schools, commercial centers, municipal buildings, parks, and regional
destinations require special emphasis because of their potential to attached bicycling and walking trips.
The Trails & Bikeways Master Plan attempts to provide connections to as many of these activity centers as
possible. Figure A-5 shows the locations of major bicycle and pedestrian trip generators and attractors.
Currently, Truckee has two elementary schools (Truckee Elementary and Glenshire Elementary), one
middle school (Alder Creek Middle School), and one high school (Truckee High School), and few private
and alternative schools. Additionally, the Sierra Community College District has a campus in Truckee on
College Trail near the Interstate 80/State Route 89 South interchange.
Downtown Truckee has several businesses, including shops, restaurants, and offices. Major commercial
centers include Gateway at Donner Pass at the State Route 89/Donner Pass Road intersection (which
includes Safeway, Rite Aid, and several other shops and restaurants), Truckee Crossroads at the State
Route 89/Deerfield Drive intersection (which includes Save Mart), as well as several other shopping
centers on Donner Pass Road and Brockway Road. Truckee has several bike shops which are regular
destinations for bicyclists.
Major parks in Truckee include Truckee River Regional Park, Riverview Sports Park, the Truckee
Community Recreation Center, and West End Beach Park, and several other smaller or special-purpose
parks.
Other major destinations in Truckee include Tahoe Forest Hospital, the Truckee Amtrak Depot, the
Truckee Donner Recreation & Parks District Community Center, and Truckee Town Hall.
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MULTIMODAL CONNECTIONS
Tahoe Area Regional Transit (TART) and Truckee Transit are the primary transit providers in Truckee. They
offer both fixed-route and demand-responsive service on a total of seven routes. Route operation varies
seasonally.
• TART Highway 89 Bus – year-round hourly service between Truckee and Tahoe City
• TART Highway 267 Bus – winter hourly service between Truckee and Crystal Bay
• Truckee Transit Non-Winter – hourly services between the Henness Flat Apartments and West End
Beach
• Truckee Transit Winter – hourly service between the Henness Flat Apartments and Boreal
Mountain Ski Resort
• Truckee Trolley Summer – hourly service between Truckee Tahoe Airport and West End Beach
• Truckee Trolley Winter Route A – winter hourly service between the Truckee Depot and Sugar
Bowl Resort
• Truckee Trolley Winter Route B – winter hourly service between the Truckee Depot and Northstar
California
All TART and Truckee Transit buses stop at the Truckee Amtrak Depot in Downtown Truckee, which serves
as the multi-model transfer location in Truckee. There, passengers can connect to Amtrak’s California
Zephyr that runs between the San Francisco Bay Area and Chicago. One eastbound train and one
westbound train stop in Truckee every day.
All TART buses accommodate bicycles on front-mounted racks that hold either two or three bicycles. All
bus bike racks are available on a first-come, first-served basis. Bikes are not allowed inside the bus at any
time except on the last bus of the day per driver discretion.
Figure A-6 shows existing multimodal connections in Truckee, including existing TART routes, existing
Truckee Transit Routes, and the Truckee Amtrak Depot.
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Figure A-4: Existing Land Use Pattern
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A-17
Figure A-5: Trip Generators & Attractors
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Figure A-6: Multimodal Connections
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SAFETY
Five years of California Highway Patrol (CHP) Statewide Integrated Traffic Records System (SWITRS) data
for bicyclist-vehicle and pedestrian-vehicle collisions was reviewed to identify collision locations and
trends in Truckee. Table A-2 summarizes total, pedestrian-vehicle, and bicyclist-vehicle collisions
occurring in Truckee between 2008 and 2012. Figure A-7 shows the locations and severities of bicyclist-
vehicle and pedestrian-vehicle collisions.
TABLE A-2 SUMMARY OF PEDESTRIAN-VEHICLE AND BICYCLIST-VEHICLE COLLISIONS 2008-2012
Year Total Collisions Pedestrian-Vehicle Collisions Bicyclist-Vehicle Collisions
Non-
Injury Injury Fatal Non-
Injury (%) Injury (%) Fatal (%) Non-
Injury (%) Injury (%) Fatal (%)
2008 132 51 0 0 3 0 1 4 0
2009 85 45 1 1 1 0 0 4 0
2010 112 36 0 0 2 0 0 2 0
2011 119 37 1 0 2 1 0 6 0
2012 42 28 2 0 2 0 1 2 2
Total 490 197 4 1 (<1%) 10 (5%) 1 (25%) 2 (<1%) 18 (9%) 2 (50%)
Source: California Highway Patrol (CHP) Statewide Integrated Traffic Records System (SWITRS)
Table A-2 shows that pedestrian-vehicle and bicyclist-vehicle collisions account for 14 percent of all injury
collisions and 75 percent of all fatal collisions in Truckee. Because pedestrians and bicyclists are
particularly vulnerable in collisions with vehicles, infrastructure and programs aimed at reducing
pedestrian or bicyclist injuries or fatalities could have a significant effect on reducing the Town’s overall
numbers of traffic-related injuries and fatalities.
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Figure A-7: Pedestrian-Vehicle & Bicyclist-Vehicle Collisions 2008-2012
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SUPPORT FACILITIES FOR BICYCLING
A successful active transportation network requires more than trails, bikeways, and walkways. Facilities
that support of the active transportation system such as trailheads and parking areas, restrooms and
bicycle racks are necessary to encourage and attract users of the system.
TRAILHEADS
Trailheads without formal parking areas are intended to provide access to individual trail segments and
the larger system. Trailheads are often located within very close proximity to residential areas and are
easily accessible to nearby residents. If any vehicle parking is available in these areas, it is informal parking
on the shoulders of the adjoining roadway or located nearby in existing public parking areas.
TRAILHEADS WITH PARKING AREAS
In Truckee, existing areas utilized for parking, including existing publically-maintained and owned parking
areas, often serve as trailheads for the trail and bikeway system. Examples of these areas include:
• West End Beach
• Donner Memorial State Park
• Meadow Park
• Truckee River Regional Park
• Riverview Sports Park
• United States Forest Service, Truckee District Offices
• The east end of East River Street near the bridge across the Truckee River to the Truckee River
Legacy Trail
• Legacy Trail trailhead off Glenshire Drive, on west end of Glenshire Subdivision
Additional parking areas are commonly and appropriately utilized throughout the community, although
unimproved and informal. Examples of these areas include:
• Negro Canyon
• The east end of South Shore Drive south of Donner Lake
• Alder Creek Road west of State Route 89 where it connects to the Commemorative Emigrant Trail
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• The unpaved areas on either side of the Interstate 80/Overland Trail interchange
• The unpaved areas on either side of the Glenshire Drive bridge over the Truckee River
RESTROOMS
The Town does not currently have any public restrooms specifically intended for trail and bikeway users;
however, public restrooms are available at several parks that also serve as trailheads.
BICYCLE PARKING AND CHANGING FACILITIES
Short-term bicycle parking is provided at several locations in Truckee including Downtown, schools,
commercial centers, parks, and municipal buildings. However, short-term bicycle parking is missing at
many destinations. No long-term bicycle parking currently exists; however, many workers in Truckee may
have the option of storing their bikes in their workspaces. Figure A-5 shows confirmed locations of short-
term bicycle parking in Truckee. Figures A-5.1 and A-5.2 shows potential locations of short-term or long-
term bicycle parking. These locations are generalized, rather than specific and are intended to highlight
desirable areas for future bicycle parking. They could be located within private or public properties.
Truckee Town Development Code Section 18.48.090 requires the provision of bicycle racks for non-
residential projects and multi-family residential projects with 11 or more dwelling units at a rate of five
percent of the number of vehicle parking spaces. The Town Development Code also specifies bicycle
parking design and devices; additional guidelines are included in the Trails & Bikeways Master Plan.
The Truckee Public Art Commission and the Tahoe Donner Regional Parks District are currently leading
the Art Bike Rack Project, an artist-designed bike rack competition with the goal of supporting and
encouraging bicycling in Truckee by providing bike racks that also function as artistic additions to the
Town. Bike rack installation is expected in summer 2014.
Showers, lockers, and changing facilities are limited to Truckee’s largest employers and businesses
including the Town of Truckee, Tahoe Forest Hospital and Truckee Tahoe Lumber Company. The Town
encourages new shower and locker installations with all new development projects. The Town
Development Code provides incentives for new development projects which include showers and lockers.
Incentives can include a waiver or modification to any development standard, granted only when a
reduction in the project-generated vehicle trips can be demonstrated by the project proponent. Although
any development standard may be reduced or waived as an incentive, a reduction in the required vehicle
parking spaces will be most common due to the direct relationship between the inclusion of shower and
locker facilities and vehicle traffic reduction.
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PAST EXPENDITURES ON BICYCLE FACILITIES
The Town of Truckee has funded and constructed several trail, bikeway, and walkway projects in recent
years. Additionally, the Town has committed funding to trail, bikeway, and walkway projects that are
scheduled for construction in 2014-2016. Table A-3 shows expenditures on trail, bikeway, and walkway
projects by the Town over the past five years.
TABLE A-3 EXPENDITURES ON TRAIL, BIKEWAY, AND WALKWAY PROJECTS
Project Limits Status Cost
Glenshire Drive bike lanes
(Phase 1) Highland Avenue to Berkshire Circle Constructed $2.9 million
Glenshire Drive bike lanes
(Phase 2) Donner Pass Road to Highland Avenue Constructed $3.4 million
Trout Creek Trail Downtown Truckee to Northwoods Boulevard Partially
constructed $4.1 million
Truckee River Legacy Trail
(Phase 3A)
Riverview Sports Park to Tahoe-Truckee
Sanitation Agency (TTSA) Water Reclamation
Plant
Constructed $1.0 million
Truckee River Legacy Trail
(Phase 3B) TTSA Water Reclamation Plant to Glenshire Constructed $4.3 million
Brockway Road Trail
(Phase 2)
Martis Valley Road to Truckee River Regional
Park Constructed $1.1 million
Stockrest Springs Trail Donner Pass Road to US Forest Service Ranger
Station Constructed $63,000
Sierra College shared use
path
Donner Pass Road/McIver Crossing
roundabout towards Sierra College Constructed $286,000
Total $17,149,000
Source: Fehr & Peers, 2014
Table A-3 shows that the Town has expended over $17 million in recent years on trail, bikeway, and
walkway projects.
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EXISTING LEVELS OF BICYCLING & WALKING
The American Community Survey (ACS) is one of the only sources of data regarding existing levels of
bicycling and walking in Truckee. The 2008-2012 ACS, shown in Table A-4, provides sample data about
means of transportation to work. According to the 2008-2012 ACS, one percent of Truckee residents walk
to work and less than one percent of Truckee residents bike to work. These figures are for work trips only
and do not include trips made for recreational or other utilitarian purposes. Non-work trips, such as
shopping or errands, are more likely to be made by walking or bicycling. Therefore, it is reasonable to
believe that actual levels of walking and bicycling in Truckee are higher than determined by the ACS. ACS
data does not distinguish between intra-jurisdiction and inter-jurisdiction trips; however, it is likely that
the bicycle and walking mode shares are higher among individuals who both live and work in Truckee.
TABLE A-4 AMERICAN COMMUNITY SURVEY (ACS) MODE
SHARE %, 2008-2012
Mode Number of
Commuters Percentage
Bicycle 22 <1%
Walk 130 1%
Car, Truck, Van, or Motorcycle 7,677 89%
Public Transit 0 0%
Worked at Home/Other 844 10%
Total 8,673 100%
Source: Fehr & Peers, 2014
Based on the 2008-2012 ACS data, approximately 150 commuters bicycle or walk as their primary means
of transportation to work, representing 300 trips per working day. Each commuter makes two trips each
day: one trip from home to work and one trip from work to home.
SAFETY AND EDUCATION PROGRAMS
Bicycling and walking safety and encouragement programs for all ages are important for maximizing the
use of active transportation modes.
A-33
Since 1990, the California Highway Patrol (CHP) Truckee Substation has organized safety courses
throughout the community promoting roadway and bicycle safety. In cooperation with non-profit
community groups, the CHP has also sponsored annual bicycle rodeos in the Truckee and North Lake
Tahoe region. The CHP programs are supplemented by routine enforcement and distribution of bicycle
safety and law literature produced in cooperation with the American Automobile Association.
Under contract with the Nevada County Sheriff’s Office (NCSO), limited bicycle safety and education
programs were offered to the Truckee community. A local bicycle safety and education program was
implemented for two years commencing in 1997 under the NCSO Traffic Division, however lapsed due to
lack of grant funding supporting this program. A renewed commitment to bicycle safety and education
was made an integral component of the Truckee Police Department in 2001. Truckee Police attend various
community events to distribute free bike helmets for children and participate in bicycle rodeos at local
schools. In addition, free bike helmets for children are distributed at the police station upon request any
time during business hours.
The Truckee Donner Parks & Recreation District promotes safe bicycling through safety signage along all
district-maintained trails and includes a safety education component within their bicycle maintenance
course offered during summer. TDRPD also teaches safe bicycling to children as part of their Adventure
Camp program targeting fourth through sixth graders held three to four times per year.
Additional safety and education programs for both bicyclists and/or equestrians are provided through the
United States Forest Service-supported Tread Lightly Program, Truckee Junior Horseman, Safe Routes to
Schools, Share the Road Program and the International Mountain Bike Association (IMBA). In 2012, the
Truckee Pump Park opened to mountain bicyclists with funding and design guidance from IMBA.
The Truckee Trails Foundation (TTF), with grant funding from the Tahoe Truckee Community Foundation,
conducts annual “Safe Bike Days” at the local Family Resource Center. The purpose of these events is to
provide free bike repairs to lower income families in the Truckee area, some of whom rely almost
exclusively on bicycles as a source of transportation. Bicycle mechanics are hired by the Truckee Trails
Foundation and fix up to 20 bikes at each event. TTF has also provided free bike helmets to children,
along with safe bicycling lessons as they wait for the bikes to be fixed. In 2010, TTF helped to implement
programs for Safe Routes to School by developing a curriculum guide for teachers on walking and
bicycling safety, sponsoring a bike safety-themed coloring contest, and distributing reflectors for
children’s backpacks.
A-34
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APPENDIX B:
ACTIVE TRANSPORTATION PLAN CONFORMITY
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APPENDIX B: ACTIVE TRANSPORTATION PROGRAM
CONFORMITY
The California Department of Transportation (Caltrans) Active Transportation Program (ATP) requires the
following elements be included in a plan to encourage active modes of transportation
Location in Trails & Bikeways
Master Plan Action Transportation Program Required Element
Appendix A, Page A-28
The estimated number of existing bicycle trips and pedestrian trips in the
plan area, both in absolute numbers and as a percentage of all trips, and
the estimated increase in the number of bicycle trips and pedestrian trips
resulting from implementation of the plan.
Appendix A, Page A-21
The number and location of collisions, serious injuries, and fatalities
suffered by bicyclists and pedestrians in the plan area, both in absolute
numbers and as a percentage of all collisions and injuries, and a goal for
collision, serious injury, and fatality reduction after implementation of the
plan.
Appendix A, Page A-13
A map and description of existing and proposed land use and settlement
patterns which must include, but not be limited to, locations of
residential neighborhoods, schools, shopping centers, public buildings,
major employment centers, and other destinations.
Page 32 A map and description of existing and proposed bicycle transportation
facilities.
Appendix A, Page A-25 A map and description of existing and proposed end-of-trip bicycle
parking facilities.
Appendix A, Page A-26 A description of existing and proposed policies related to bicycle parking
in public locations, private parking garages and parking lots and in new
commercial and residential developments.
Appendix A, Page A-26
A map and description of existing and proposed bicycle transport and
parking facilities for connections with and use of other transportation
modes. These must include, but not be limited to, parking facilities at
transit stops, rail and transit terminals, ferry docks and landings, park and
ride lots, and provisions for transporting bicyclists and bicycles on transit
or rail vehicles or ferry vessels.
Page 41
A map and description of existing and proposed pedestrian facilities at
major transit hubs. These must include, but are not limited to, rail and
transit terminals, and ferry docks and landings.
Appendix E A description of proposed signage providing wayfinding along bicycle
and pedestrian networks to designated destinations.
Chapter 7
A description of the policies and procedures for maintaining existing and
proposed bicycle and pedestrian facilities, including, but not limited to,
the maintenance of smooth pavement, freedom from encroaching
vegetation, maintenance of traffic control devices including striping and
other pavement markings, and lighting.
Appendix A, Page A-28
A description of bicycle and pedestrian safety, education, and
encouragement programs conducted in the area included within the
plan, efforts by the law enforcement agency having primary traffic law
enforcement responsibility in the area to enforce provisions of the law
impacting bicycle and pedestrian safety, and the resulting effect on
accidents involving bicyclists and pedestrians.
Page 12 A description of the extent of community involvement in development of
the plan, including disadvantaged and underserved communities.
Page 18
A description of how the active transportation plan has been coordinated
with neighboring jurisdictions and is consistent with other local or
regional transportation, air quality, or energy conservation plans,
including, but not limited to, general plans and a Sustainable Community
Strategy in a Regional Transportation Plan.
Appendix D
A description of the projects and programs proposed in the plan and a
listing of their priorities for implementation, including the methodology
for project prioritization and a proposed timeline for implementation.
Appendix A, Page A-27
Page 43
A description of past expenditures for bicycle and pedestrian facilities
and programs, and future financial needs for projects and programs that
improve safety and convenience for bicyclists and pedestrians in the plan
area. Include anticipated revenue sources and potential grant funding for
bicycle and pedestrian uses.
Chapter 6
A description of steps necessary to implement the plan and the reporting
process that will be used to keep the adopting agency and community
informed of the progress being made in implementing the plan.
Appendix G
A resolution showing adoption of the plan by the city, county or district.
If the active transportation plan was prepared by a county transportation
commission, regional transportation planning agency, MPO, school
district or transit district, the plan should indicate the support via
resolution of the city(s) or county(s) in which the proposed facilities
would be located.
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APPENDIX C:
SUMMARY OF PUBLIC OUTREACH
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Public Comment
Feb 26, 2014 Workshop and Online Survey
Residents preferred off-street bicycle paths, paved and unpaved, by far at 223 responses. 58
people stated a preference for in road bike lanes, while 46 people preferred a shared vehicle
lane with automobile traffic. Only 3 people said that they preferred to use the sidewalk to ride a
bicycle (Figure 1).
Figure 1: What type of bicycle facility do you prefer?
As with bikeways, the most preferred types of walkways supported recreational use. 34
respondents preferred off street bicycling and walking paths; an equal number favored hiking
trails. 7 respondents stated a preference for sidewalks (Figure 2).
Figure 2: What type of walkway do you prefer?
58
114
46
3
109
0
20
40
60
80
100
120
Bike lane in
road
Off-street,
paved multi-
use path
Share
vehicle lane
with
automobile
traffic
Sidewalk Unpaved
trail
Nu
m
b
e
r
o
f
R
e
s
p
o
n
s
e
s
34 34
7
0
5
10
15
20
25
30
35
40
Off-street bicycling
and walking path
(paved)
Hiking trail Sidewalk
Nu
m
b
e
r
o
f
R
e
s
p
o
n
s
e
s
Walking was the most popular activity using Truckee’s trails and bikeways at 115 responses;
mountain biking followed closely at 108 responses. Other popular uses of trails and bikeways
included road biking, hiking, running, and walking or running with a dog, ranging from 63 to 82
responses (Figure 3).
Figure 3: How do you currently use Truckee’s trails and bikeways, if at all?
The Truckee community is very active. The majority of people, 40% responded that they use
trails a few times a week. 18% of respondents use trails once a week, while 22% of respondents
use trails one to two times per month (Figure 4). Since many people are using trails to ride their
bikes, not surprisingly, responses for how often people ride their bicycles was very similar to
how often one uses the trails. 37% of people rode their bicycle a few times a week (Figure 5).
Figure 4: On average, how often do you use the trails?
82
115
30
6
62
5
73
15
108
5
63
40
0 20 40 60 80 100 120 140
Walking or running with dog
Walking
Snowshoeing
Skateboarding
Running
Rollerblading
Road biking
Other
Mountain biking
Horseback riding
Hiking
Cross-country skiing
Number of Responses
Daily, 14%
A few times a
week, 40%
Once a week,
18%
1-2 times per
month, 22%
Hardly ever, 5%
Never, 2%
Figure 5: On average, how often do you ride a bicycle?
Residents had many reasons to ride a bicycle. The most common reasons to ride a bicycle were
for recreation and exercise by mountain bike or road bike at 113 and 85 responses respectively
(Figure 6).
Figure 6: If you ride a bicycle, why do you ride?
The top reason for not walking or biking more often was that there are not enough bicycle lanes
or routes at 120 responses (Figure 7). Harsh weather, poor facility condition, and traffic volume
and speed were also cited as among the most common reasons preventing respondents from
walking or biking more often.
Daily
12%
A few times a
week
37%
Once a week
17%
1-2 times per
month
17%
Hardly ever
10% Never
7%
85
113
32
4
51
10 8 15
0
20
40
60
80
100
120
Nu
m
b
e
r
o
f
R
e
s
p
o
n
s
e
s
Figure 7: What prevents you from walking or bicycling more often in Truckee?
The top three priorities for new trails, bikeways and walkways were completing the Truckee
Legacy Trail, closing a critical gap in the bikeway and walkway system, and access to and
protection of open space (Figure 8).
Figure 8: What are your top priorities for new trails, bikeways, and walkways?
Residents expressed the most interest in seeing funds spent for more bike paths, trails, lanes
and routes (47 responses), as well as snow clearing from paths for winter use (21 responses)
(Figure 9).
76
5
49
82
6
30
120
15
32
28
79
33
28
12
51
0 20 40 60 80 100 120 140
Traffic volume and speed
Sidewalks too narrow
Sidewalks not connected
poor road, trail or sidewalk condition
Physical exertion
Other
Not enough bike lanes or routes
No shower or place to change clothes
No bike parking
Need to transport children or elderly
Harsh weather
Driving is easier than walking or biking
Difficult to cross streets
Difficult route finding
Destinations are too far apart
Number of Responses
27
11
1 0 1
20
9
27
0
5
10
15
20
25
30
closing a
critical gap in
the bikeway
and walkway
system
improving
safe routes
to school
access to
shopping
and parks
improving
safety
lower cost
projects
access to
and
protection of
open space
recreation completing
the Truckee
River Legacy
Trail
Nu
m
b
e
r
o
f
R
e
s
p
o
n
s
e
s
Figure 9: How should money for bikeways and walkways be spent?
35
22
4
8
21
8
0
4 3 3
8
0
5
10
15
20
25
30
35
40
Nu
m
b
e
r
o
f
R
e
s
p
o
n
s
e
s
Adding new bike facilities to directly access key destinations and to close critical gaps were the
most popular suggestions to the Town as a way to improve bicycling and walking in Truckee at
128 and 88 responses respectively (Figure 10).
Figure 10: What can the Town do to improve conditions for bicyclists, pedestrians, and
other trail users?
128
32
88
24
39
25
37
20
23
49
52
60
47
0 20 40 60 80 100 120 140
Add a bikeway or walkway to close a critical gap
Add a bikeway or walkway to school
Add a bikeway or walkway to other key destinations
Education for motorists and bicyclists/pedestrians
Encouragement
Enforcement
Install bike parking
Install wayfinding signage
Other
Safety improvement
Snow removal from bike paths for winter use
Maintenance (repaving, filling in potholes, etc.)
Winter grooming for Nordic skiing
Number of Responses
Table 1: Top twelve locations in Truckee where it is difficult to walk or ride a bicycle
Ranking Segment Description
Number of
Responses
1 Glenshire Dr from Donner Pass Road to Dorchester Dr loop 54
2 Donner Pass Rd through Downtown 45
3 Bridge St/Brockway, Donner Pass Rd to Regional Park 43
4 West River St from Brockway to southern Town limit 31
5 Donner Pass Rd from Northwoods Dr to McIver 18
6 Hwy 267 from I-80 to southern Town limit 15
7 Mousehole 12
8 Truckee Legacy Trail 10
9 Ped Bridge 9
10 Brockway Rd from Regional Park to Hwy 267 9
11 Hwy 89S from Donner Pass Road to southern City limit 9
12 Northwoods Blvd from Donner Pass Rd to Tahoe Donner 9
Total 264
Table 2: Top five favorite places to walk or ride a bicycle in Truckee
Ranking Segment Description Number of
Responses
1 Truckee Legacy Trail 47
2 Donner Lake Rim Trail 28
3 Martis Valley 16
4 Glenshire 14
5 Donner Pass Rd, through town 10
Grand Total 115
April 1, 2014 Workshop and Online Survey
Which bikeway project is most important to you? (Choose up to 4 projects.)
Project Total
Votes
1. Class II bike lane on Bridge St/Brockway from Donner Pass Rd to Regional Park 15
2. Class II bike lane on Glenshire Dr and Dorchester Dr 20
3. Class II bike lane on Alder Creek Rd 10
4. Pedestrian bridges over Truckee River 21
5. Railroad crossing between E River St and Railyard 6
6. Truckee Legacy Trail from SR 89 to Donner Memorial State Park 39
7. Class II bike lanes on Donner Pass Rd from Keiser to Hwy 89 2
8. Class II bike lanes on E River St from Bridge St to E River St East end 2
9. Class III bike route on Donner Pass Rd through Downtown 13
10. Truckee Legacy Trail, Phase 4, from Regional Park to SR 89 52
11. Class II bike lane on Hwy 89S from Donner Pass Road to southern City limit 2
12. Class I bike path connecting Truckee River Trail along Martis Dr to Brockway 17
13. Class II bike lane on Hwy 89N from Recreation Center to northern Town limit 6
14. Class II bike lane on Brockway Rd from Regional Park to Hwy 267 4
15. Class I bike path from Downtown to Mogul 23
16. Class II bike lane on Palisades Dr from Brockway Rd to Ponderosa 2
17. Class II bike lane on Martis Valley Rd and Ponderosa Dr 3
18. Class II bike lane on Prosser Dam Rd 6
19. Class I bike path from Comstock to Trout Creek Trail 2
20. Class II bike lane on Joerger Rd and Soaring Way toward Truckee River Trail 5
21. Class I paths through the Coldstream planned development near Donner Memorial
State Park 9
22. Class I and II bike path and lane through Hilltop area 3
23. Tahoe Pyramid Bikeway 24
24. Class I bike path from north end of Frates Ln to Donner Pass Road at Levon Ave 6
25. Class I bike path from Olympic Heights to Downtown 6
26. Class I bike path from Glenshire neighborhood to Prosser Area 27
27. Class I bike path from Glenshire Dr to Highland Ave 5
28. Class I bike path from Recreation District to Donner Pass Road parallel to Hwy 267 5
29. Recreational earthen trail from east end of Donner Lake to Donner Summit and From
Donner Lake to Tahoe Donner 17
30. Recreational earthen trail from Gateway to Tahoe Donner at Clubhouse 10
31. Recreational earthen trails from Beacon Road extension in Prosser Lake Heights to
Emigrant Trail and the east end of Tahoe Donner to Emigrant Trail 6
32. Recreational earthen trail from Hwy 89 at Alder Dr to Forest Service lands/Prosser
Reservoir 8
33. Recreational earthen trail connecting Glenshire Dr to existing recreational trails north of
Olympic Heights 6
34. Prosser Village Interchange at I-80 to Prosser Reservoir following Station Creek 1
35. Recreational earthen trail from Glenshire Dr at Glenshire Bridge north to Prosser Creek 16
36. Recreational earthen trail connecting Truckee River access to Glenshire neighborhood
from Archery View 12
37. Truckee River Trail to Martis Valley following Martis Creek 10
Which walkway project is most important to you? (Choose up to 2 projects.)
Project Total
Votes
1. Donner Pass Road through
Downtown 46
2. Donner Pass Road from
Northwoods to McIver 18
3. W River St 31
4. E River St 9
5. Riverside Dr 4
6. Jiboom St 18
7. Bridge St/Brockway Rd from
north end of Bridge St to Palisades
Dr 29
8. Martis Valley Rd 9
9. Brockway Rd from roundabouts
south toward Hwy 267 11
10. Palisades Dr 4
11. E Main St 0
12. Keiser Ave 0
13. Donner Pass Road from Keiser
Ave to I-80 4
14. Cold Stream Rd 5
15. Estates Dr 1
16. Spring St 3
17. Church St and School St 3
18. Donner Trail Rd 5
19. Meadow Way 1
The Town of Truckee will develop a winter maintenance strategy to clear
snow from high priority bike paths. At this time, the Town proposes NOT to
groom bike paths for Nordic skiing. Do you agree?
73% - Yes
27% - No
If the Town clears snow from high priority bike paths, which is your highest
priority?
Truckee River Legacy Trail – 61 votes
Pioneer Trail – 11 votes
Brockway Road Trail – 11 votes
Comstock Trail – 1 vote
APPENDIX D:
PROJECT COMMUNITY SUPPORT AND
COMMUNITY BENEFIT SCORING
Paved Trails
Roadway/Trail Project Limits Segment
No.
Distance
(miles)Project Cost
Community
Rating
(2-6)
Gap Closure
Rating
(0-3)
Recreational Use
Rating
(0-3)
Transportation
Rating
(0-3)
Overall Rating PRIORITY
Tahoe Donner Trail End of Trout Creek Trail Phase I to Northwoods Blvd.2 0.7 2,000,000$ 6 2 3 2 13 High
Truckee River Legacy Trail Phase 5A SR 89 to Coldstream 3 1.5 2,250,000$ 6 2 3 2 13 High
Truckee River Legacy Trail Phase 5B Coldstream to Donner Memorial State Park 4 0.8 1,250,000$ 6 2 3 2 13 High
Truckee River Legacy Trail Phase 4 Palisades Dr. to SR 89 (including bridge near SR 89)5 2.3 4,500,000$ 6 2 3 2 13 High
Mousehole Project Deerfield Dr./89 South to West River St.1 0.5 14,000,000$ 6 2 3 2 13 HIgh
Trout Creek Trail to Lausanne Way/Basel Place End of Trout Creek Trail Phase I to Lausanne Way 6 1 2,000,000$ 6 2 3 2 13 High
Joerger Ranch-Riverview Sports Park Connector Joerger Dr. at north end of Joerger Ranch to Joerger
Ranch/Martis Valley Trail Connector 7 0.9 1,000,000$ 4 3 3 2 12 High
Pioneer Bike Path Extension Indian Jack Rd. to Frates Ln.8 1.3 3,250,000$ 4 2 3 2 11 Medium
Joerger Ranch-Martis Valley Trail Connector South end of Joerger Ranch to south Town limits 9 0.5 750,000$ 6 0 3 2 11 Medium
Joerger Ranch-Brockway Rd. Connector Western side of Joerger Ranch to Brockway Rd. 10 0.3 750,000$ 4 2 3 1 10 Medium
Martis Creek Lake Trail Truckee River Legacy Trail to Martis Creek Dam Road to
Riverview Sports Park 11 3.4 5,100,000$ 2 3 2 2 9 Medium
Trout Creek Trail-Pioneer Bike Path Connector Comstock Dr. to Trout Creek Trail 12 0.4 600,000$ 4 1 3 1 9 Medium
Truckee River Bridge West River St. connecting the Truckee River Legacy Trail and
West River Street in the vicinity of Riverside Dr. 51 0.1 1,000,000$ 4 1 3 1 9 Medium
Old Greenwood-Glenshire Dr. Bridge Connector Overland Trail/Fairway Dr. intersection to Glenshire Dr.
Truckee River bridge 13 1.2 1,800,000$ 4 1 3 0 8 Medium
W. River Railroad Crossing Donner Pass Rd. to West River St. at Spring St.52 0.1 15,000,000$ 2 1 0 3 6 Low
E. River Railroad Crossing Railyards Master Plan Area to East River St. approximately
1,800 feet east of Bridge St.53 0.1 15,000,000$ 2 1 0 3 6 Low
Railyard Master Plan Shared Use Paths As described in Railyard Master Plan 49 0.9 1,650,000$ 2 0 3 1 6 Low
Hilltop Master Plan Palisade Dr. at Ponderosa Dr. to Hilltop 14 0.7 1,500,000$ 2 1 1 0 4 Low
Paved Trails
16.7 $73,400,000
Community Rating (2-6)Gap Closure Rating (0-3)Recreational Use Rating (0-3)
Low rating=2 Higher points given for trails which connect 2-6=Low
Medium rating=4 or complete existing pedestrian/bike facilities
High rating=6 resources 12-15=High
Constitutes 40% of overall rating
Developed with community input centers
Implementation Timeline
High Priority Projects=Short-term time frame
Medium Priority Projects=Mid-term time frame
Low Priority Projects=Long-term time frame
Transportation Rating (0-3)Legend
7-11=Mediumreduce vehicle/bike
Points given for trails that
iddirect access to scenic &
l
Higher points for trails which
conflicts & which connect
neighborhoods to activity
Waddle Ranch Preserve Trails
Donner Lake Rim Trail
10
11
49
5352
51
50
G l e n s h i r e D r
Alder Creek Rd
J o e r g e r D r
P r o s s e r D a m R d
Brockway Rd
A l d e r D r
Ski Slope Way
Silverfir Dr
P
alisad
es Dr
N
ort
h
w
o
odsBlvd
D o n n e r P a s s R d
DonnerPassRd
Gl e n s h i r e D r i v e
5
8
3
11
6
7
13
4
2
9 1
1 2
14 D o n n e r L a k e
P r o s s er R e s e r v o i r
Martis Valley TrailConnection
267
§¨¦80
§¨¦80
§¨¦80
89
2 0 1 5 T r a i l s a n d B i k e w a y s M a s t e r P l a nPath: M:\TemplateDevelopment\GIS Skeleton\Maps\Engineering\Working\2015 Trails and Bikeways Master Plan\Paved Trail Priority_2015.mxd
µ
Note: Does not include Tahoe Donner Trail System or Golf Course paths
Martis Creek Lake
P a v e d T r a i l P r i o r i t y
Connection to TahoePyramid Bikeway
Connection to Truckee River Trail
0 1 2Miles
BocaReservoir
89
Proposed Facilities
High
Medium
Low
Bridge
Railroad Crossing
49
Bike Lanes
Roadway/Trail Project Limits Segment
No.
Distance
(miles)Project Cost
Community
Rating
(2-6)
Gap Closure
Rating
(0-3)
Recreational Use
Rating
(0-3)
Bike/Vehicle
Conflict Rating
(0-3)
Overall Rating PRIORITY
West River Street Riverside Drive to Placer County line 15 1.0 1,500,000$ 6 3 1 3 13 High
SR 89 Henness Rd. to north Town limits 16 2.4 3,600,000$ 2 2 2 3 9 High
Donner Pass Road S. Shore Dr. to west Town limits 17 0.6 900,000$ 2 2 3 1 8 High
SR 89 Donner Pass Rd. to south Town limits 18 0.9 50,000$ 2 3 0 3 8 High
South River Street Brockway Rd. along South River St. 25 0.1 150,000$ 2 2 2 2 8 High
Glenshire Dr.1500' west & 1000' east of Highland Ave.26 0.5 500,000$ 2 2 2 2 8 High
Glenshire Dr. & Dorchester Dr.Glenshire Dr./Dorchester Dr. loop 19 3.7 5,550,000$ 4 2 1 1 8 High
Brockway Rd. Truckee River Regional park to Joerger Ranch 20 0.5 750,000$ 2 2 1 2 7 Medium
Highway 267 Henness Rd. to south Town limits 21 1.8 50,000$ 2 2 1 2 7 Medium
McIver Crossing Donner Pass Rd. to West River St. 22 0.1 15,000$ 2 2 0 2 6 Medium
Alder Creek Rd. & Fjord Rd. Northwoods Blvd. to SR 89 23 4.5 6,750,000$ 2 1 2 1 6 Medium
Railyard Master Plan Bike Lanes As described in Railyard Master Plan 24 0.8 35,000$ 2 2 0 2 6 Medium
Palisades Dr./Ponderosa Dr./Martis
Valley Rd.
Brockway Rd./Palisades Dr. intersection to
Brockway Rd./Martis Valley Rd. intersection 27 2 3,000,000$ 2 1 0 1 4 Low
18.9 22,850,000$
Community Rating Gap Closure Rating (0-3)Recreational Use Rating (0-3)Bike/Vehicle Conflict Rating (0-3)
Low rating=2 Higher points given for trails which connect 2-5=Low
Medium rating=4 or complete existing pedestrian/bike facilities usage
High rating=6 resources 8-15=High
Constitutes 40% of overall rating
Developed from community input Implementation Timeline
High Priority Projects=Short-term time frame
Medium Priority Projects=Mid-term time frame
Low Priority Projects=Long-term time frame
Legend
6-7=Medium
Points given for trails that provide
direct access to scenic &
il
Points given for high vehicle volumes & high bike
Waddle Ranch Preserve Trails
Donner Lake Rim Trail
20
G l e n s h i r e D r
Alder Creek Rd
J o e r g e r D r
P r o s s e r D a m R d
Brockway Rd
A l d e r D r
Ski Slope Way
Silverfir Dr
P
alisad
es Dr
N
ort
h
w
o
odsBlvd
D o n n e r P a s s R d
DonnerPassRd
Gl e n s h i r e D r i v e
2 3
16
2
1
1 9
1 5 2 7
2 4
18
17
2 6
2 5 2 2
D o n n e r L a k e
P r o s s er R e s e r v o i r
Martis Valley TrailConnection
267
§¨¦80
§¨¦80
§¨¦80
89
2 0 1 5 T r a i l s a n d B i k e w a y s M a s t e r P l a nPath: M:\TemplateDevelopment\GIS Skeleton\Maps\Engineering\Working\2015 Trails and Bikeways Master Plan\Bike Lane Priority_2015.mxd
µ
Note: Does not include Tahoe Donner Trail System or Golf Course paths
Martis Creek Lake
B i k e L a n e P r i o r i t y
Connection to TahoePyramid Bikeway
Connection to Truckee River Trail
0 1 2Miles
BocaReservoir
89
Proposed Facilities
High
Medium
Low
Bike Routes
Roadway/Trail Project Limits Segment
No.Distance (miles)Project Cost Community
Rating
Gap Closure
Rating
Recreational Use
Rating
Transportation
Rating Overall Rating PRIORITY
Donner Pass Rd.McIver Crossing to Jibboom St.28 0.7 3,000$ 2 2 0 2 4 Low
Armstrong Tract Highway Rd. East to Sierra Dr. East, loop Martis
St. Palisade St. & Thomas Dr. 29 1.7 8,500$ 1 2 0 1 3 Low
Coldstream Road I-80 to end of Cold Stream Rd.30 0.4 2,000$ 2 1 1 1 3 Low
Donner Lake Rd.Donner Pass Rd to I-80 interchange 31 1.2 4,500$ 2 0 1 0 1 Low
4 18,000$
Community Rating Gap Closure Rating
Low rating=2 Points given for segments which provide 2-5=Low
Medium rating=4 important linkages or closures within the bike
High rating=6 network 11-15=High
Constitutes 40% of overall rating
Implementation Timeline
High Priority Projects=Short-term time frame
Medium Priority Projects=Mid-term time frame
Low Priority Projects=Long-term time frame
Recreational Use Rating Transportation Rating
Points given for providing recreational
opportunities
Points given for ease of bicyle
transportation
Legend
6-10=Medium
Waddle Ranch Preserve Trails
Donner Lake Rim Trail
G l e n s h i r e D r
Alder Creek Rd
J o e r g e r D r
P r o s s e r D a m R d
Brockway Rd
A l d e r D r
Ski Slope Way
Silverfir Dr
P
alisad
es Dr
N
ort
h
w
o
odsBlvd
D o n n e r P a s s R d
DonnerPassRd
Gl e n s h i r e Drive
2 8 2931
3 0DonnerLake
P r o s s er R e s e r v o i r
Martis Valley TrailConnection
267
§¨¦80
§¨¦80
§¨¦80
89
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µ
Note: Does not include Tahoe Donner Trail System or Golf Course paths
Martis Creek Lake
B i k e R o u t e P r i o r i t y
Connection to TahoePyramid Bikeway
Connection to Truckee River Trail
0 1 2Miles
BocaReservoir
89
Proposed Facilities
High
Medium
Low
Dirt Trails
Roadway/Trail Project Limits Segment
No.
Distance
(miles)Project Cost
Community
Rating
(2-6)
Gap Closure
Rating
(0-3)
Recreational
Use Rating
(0-3)
Transportation
Rating
(0-3)
Overall
Rating PRIORITY
Trout Creek Trail Network All paved segments of Trout Creek Trail 32 2.9 580,000$ 4 1 3 1 9 Medium
Tahoe-Donner South Trails North of Interstate 80, south of Tahoe-Donner 33 3 600,000$ 4 1 3 0 8 Medium
Coldstream Specific Plan Trail Coldstream Specific Plan area 34 1.9 380,000$ 4 1 3 0 8 Medium
Martis Creek Trail Network All paved segments of Martis Creek Trails 35 4.3 860,000$ 4 1 3 0 8 Medium
Old Greenwood Glenshire Connector Old Greenwood to Glenshire Drive 36 1.2 240,000$ 2 1 3 1 7 Medium
Bridge Street Gateway Connector Bridge Street to Frates Ln. 37 1.2 260,000$ 2 1 3 1 7 Medium
Alder Hill Trails East of Tahoe-Donner, north of Trout Creek 38 3.5 700,000$ 2 0 3 0 5 Low
Glenshire Dr.-Prosser Creek Trail Glenshire Dr. Truckee River bridge to Prosser Creek 39 2.3 460,000$ 2 0 3 0 5 Low
Old Greenwood -Donner Pass Rd. Connector Old Greenwood to Donner Pass Road at the Town of
Truckee Public Service Center 40 0.6 120,000$ 2 0 3 0 5 Low
Glenshire Trails East of Truckee River in Glenshire 41 2.3 460,000$ 2 0 3 0 5 Low
Eastern Glenshire Trail Glenshire Drive toward eastern Town boundary 42 1.2 240,000$ 2 0 3 0 5 Low
Northwoods Blvd.-Lausanne Rd. Connector Northwoods Blvd. to Lausanne Rd. 43 0.5 120,000$ 2 0 3 0 5 Low
State Route 89 N Rainbow Dr. to Alder Creek Rd. 44 0.6 120,000$ 2 0 3 0 5 Low
Hilltop-Truckee River Legacy Trail
Connections Hilltop to Truckee River Legacy Trail 45 1 200,000$ 2 0 3 0 5 Low
Prosser Creek Reservoir Trails South of Prosser Creek Reservoir 46 1 200,000$ 2 0 3 0 5 Low
Prosser Village Rd.-Prosser Creek Trail Prosser Village Rd./Interstate 80 interchange to
Prosser Creek 47 1 200,000$ 2 0 3 0 5 Low
West End Trail Donner Pass Road near Donner Lake Road to Billie
Mack Road 48 1.1 220,000$ 2 0 3 0 5 Low
26.7 5,960,000$
Community Rating Gap Closure Rating (0-3)
Low rating=2 Higher points given for trails which connect or 2-5=Low
Medium rating=4 complete existing pedestrian/bike facilities
High rating=6 Implementation Timeline resources 11-15=High
Constitutes 40% of overall rating High Priority Projects=Short-term time frame
conflicts and which connect
neighborhoods to activity
Recreational Use Rating (0-3)Transportation Rating Legend
6-10=Medium
Points given for trails that provide
recreational
Higher points given for trails
which reduce vehicle/auto
Dirt Trails
Developed from community input Medium Priority Projects=Mid-term time frame centers
Low Priority Projects=Long-term time frame
Waddle Ranch Preserve Trails
Donner Lake Rim Trail
32
3 4
G l e n s h i r e D r
Alder Creek Rd
J o e r g e r D r
P r o s s e r D a m R d
Brockway Rd
A l d e r D r
Ski Slope Way
Silverfir Dr
P
alisad
es Dr
N
ort
h
w
o
odsBlvd
D o n n e r P a s s R d
DonnerPassRd
Gl e n s h i r e D r i v e
35
3 3
4 7
3 8
39
4 1 42
37
36
32
4
6
44
4 0
48
43
45DonnerLake
P r o s s er R e s e r v o i r
Martis Valley TrailConnection
267
§¨¦80
§¨¦80
§¨¦80
89
2 0 1 5 T r a i l s a n d B i k e w a y s M a s t e r P l a nPath: M:\TemplateDevelopment\GIS Skeleton\Maps\Engineering\Working\2015 Trails and Bikeways Master Plan\Dirt Trail Priority_2015.mxd
µ
Note: Does not include Tahoe Donner Trail System or Golf Course paths
Martis Creek Lake
D i r t T r a i l P r i o r i t y
Connection to TahoePyramid Bikeway
Connection to Truckee River Trail
0 1 2Miles
BocaReservoir
89
Proposed Facilities
High
Medium
Low
Sidewalks
Walkway Segment Project Limits Segment No.Distance (LF) -
both sides Project Cost
Community
Rating
(2-6)
Gap Closure
Rating
(0-3)
School Access
Rating
(0-3)
Pedestrian
Safety Rating
(0-3)
Overall
Rating PRIORITY
Donner Pass Rd.Coldstream Rd. to McIver Crossing 54 9,745 682,150$ 4 3 3 3 13 High
Donner Pass Rd.McIver Crossing to East Main St. 55 7,370 515,900$ 6 3 0 2 11 High
W. River St.SR 89 to Bridge St.56 14,080 985,600$ 6 1 0 1 8 Medium
Jibboom St.Spring St. to Bridge St.57 1,070 74,900$ 4 2 0 0 6 Medium
Bridge St./Brockway
E. Keiser Ave. to Palisades Dr. (portions one side
only)58 2,785 194,950$ 4 1 0 2 7 Medium
Donner Trail Rd. Donner Pass Rd. to Edmunds Dr. (south side only)59 265 18,550$ 2 1 2 1 6 Medium
Meadow Way Donner Pass Rd. to Rocky Ln. (west side only)60 1,035 72,450$ 2 1 2 1 6 Medium
Brockway Rd.Martis Valley Rd. to Hope Ct. (south side only)61 990 69,300$ 2 2 0 2 6 Medium
Martis Valley Rd.Brockway Rd. to Sugar Pine Rd. (south side only)62 1,190 83,300$ 2 2 0 1 5 Low
Donner Pass Rd.Keiser Ave. to Interstate 80 63 4,475 313,250$ 2 2 0 1 5 Low
Keiser Ave.
Bridge St. to Donner Pass Rd. - includes E. Main St.
(portions only)64 1,580 110,600$ 2 2 0 1 5 Low
Estates Dr.
Brockway Rd. to Crest View Dr. (west/north side
only)65 940 65,800$ 2 2 0 1 5 Low
Frates Ln.Donner Pass Rd. to Glen Rd.66 440 30,800$ 2 1 1 0 4 Low
Levone Ave.Donner Pass Rd. to Pine Ave.67 2,685 187,950$ 2 1 0 1 4 Low
Palisades Dr.
Brockway Rd. along Palisades & Ponderosa to
south intersection of Palisade/Ponderosa (west
side only)
68 4,880 341,600$ 2 1 0 1 4 Low
Spring St.Keiser Ave. to Donner Pass Rd. (west side only)69 545 38,150$ 2 1 0 1 4 Low
Church St.Bridge St. to Donner Pass Rd.70 1,010 70,700$ 2 1 0 1 4 Low
School St.Church St. to E. Main St. (west side only)71 185 12,950$ 2 1 0 0 3 Low
E. River St.Bridge St. to E. River St. east end (north side only)72 3,250 227,500$ 2 1 0 0 3 Low
Jibboom St.Bridge St. to Truckee Cemetery (north side only)73 3,740 261,800$ 2 0 0 0 2 Low
62,260 4,358,200$
Community Rating Gap Closure Rating (0-3)School Access Rating (0-3)
Low rating=2 Higher points given for trails which connect or 2-5=Low
Medium rating=4 complete existing pedestrian/bike facilities
High rating=6 11-15=High
Implementation Timeline
High Priority Projects=Short-term time frame
Medium Priority Projects=Mid-term time frame
Low Priority Projects=Long-term time frame
and pedestrian traffic
Pedestrian Safety Rating (0-3)Legend
Provides access to local schools
6-10=Medium
Higher points for walkways
with higher volume of vehicle
267
Donn e r P a s s R d .Brockway Rd
S ilve r f ir Dr
P
alisa
d
es Dr
7 2
6 3
5 5
7 3
54
5 8
6 2
6 0
61
6 4
6
7
65
5 7
6 6
69
7 0
59
7 1
6 5
5 6
5 4
6 8
5 6
5 4
§¨¦80
§¨¦80
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µ
Note: Does not include Tahoe Donner Trail System or Golf Course paths
S i d e w a l k P r i o r i t y
0 0.25 0.5Miles
89
Existing Facilities
Existing Sidewalk
Railroad
Proposed Facilities
High
Medium
Low
APPENDIX E:
DESIGN GUIDANCE
E-1
APPENDIX E: DESIGN GUIDELINES
INTRODUCTION
The Design Guidelines provide general criteria to be utilized and applied to each specific trail and bikeway
project implementing the Master Plan. Realizing that all sites and conditions are unique, the Design
Guidelines provide flexibility by providing various methods and techniques for the design of a particular
trail or bikeway project proposal. The Design Guidelines purposely utilize “shoulds” in lieu of “shalls” to
provide flexibility and promote creativity during the design and planning phases of a project. The spirit of
the Design Guidelines should be considered more important than the letter. This is particularly true for
recreational trail proposals.
On-street bikeways by their nature must adhere more closely to the letter of the Design Guidelines. The
bike lane and route specifications contained within the Design Guidelines have been developed for
consistency with state and federal bikeway standards to provide a seamless transition from town-
maintained roadways to state-maintained highways and in support of state and federal funding
opportunities.
USE & APPLICATION
Use and application of the Design Guidelines will be important for all projects proposing to implement
any recreational trail or on-street bikeway segment contained within the Master Plan. The Guidelines are
to be used a guide in promoting a unique and interesting system, while at the same time providing a safe,
recognizable and uniform system in keeping with Truckee’s mountain character.
The Design Guidelines have been formatted into two distinctly different groups: (i) paved trails and on-
street bikeways (known as bike lanes and bike routes) and (ii) dirt recreational trails. Criteria for widths,
surfacing types and many other design elements are included within this appendix, utilizing both a
numerical and narrative format. Guidelines for disabled access and graphic illustrations are also included
within this Appendix to supplement the paved and dirt surface guidelines. All are intended to be used
during the planning and design phases of a recreational trail or on -street bikeway project in the
community and applied to the final product. Demonstrated consistency with the Design Guidelines will be
a primary element of the proposal and evaluation process.
E-2
CLASS I BIKE PATHS & ON-STREET BIKEWAY GUIDELINES
National design standards for bikeways have been developed by the American Association of Highway
and Transportation Officials (AASHTO) and the California Department of Transportation (Caltrans). The
Caltrans Highway Design Manual, Chapter 1000: Bikeway Planning and Design, serves as the official
design standard for all bicycle facilities in California. All designated paved trails and on-street bicycle
facilities should conform to these standards, when practical.
Design standards in Chapter 1000 fall into two categories, mandatory and advisory. Caltrans advises that
all standards in Chapter 1000 be followed, which also provides a measure of design immunity. Not all
possible design options are shown in Chapter 1000. For example, intersections, ramp entrances, rural
roads, and a variety of pathway locations are not specified in the Caltrans Highway Design Manual.
Three distinct classifications of paved bikeways are recognized by Caltrans and provided for within the
Master Plan. All provide a recreational and alternative transportation purpose to varying degrees. Graphic
illustrations of the three types of paved bikeways are including in the Trails & Bikeways Master Plan. The
three classifications of bikeways include:
Paved Trail - Variously called a bike path or multi-use trail. Provides for bicycle travel on a paved right-of-
way completely separated from any street or highway.
Bike Lane - Provides a striped lane for one-way travel on a street or highway.
Bike Route - Provides for shared use with pedestrian or motor vehicle traffic.
In addition to the Caltrans design standards, the following guidelines should be followed when designing
a paved trail:
• Multi-use trails and unpaved facilities that serve a primarily recreational rather than a
transportation function and will not be funded with federal transportation dollars may not need
to be designed to Caltrans standards.
• Paved trail roadway crossings require preliminary design review. A cross-section is presented on
page E-22. Generally speaking, bike paths that cross roadways with an average daily traffic (ADT)
of over 20,000 vehicles will require either signalization, roundabout or grade separation.
• Landscaping should not be water intensive and consist of native vegetation.
• Barriers at pathway entrances should be clearly marked with reflectors and should be ADA
accessible (min. 5 feet clearance).
E-3
• Bike path construction should take into account impacts of maintenance and emergency vehicles
on shoulders and vertical requirements.
• Two-foot-wide unpaved shoulders for pedestrians/runners or a separate tread-way should be
provided where feasible.
• Provide adequate trailhead parking and other facilities such as restrooms and drinking fountains
at appropriate locations.
TABLE E.1 - PAVED TRAIL SPECIFICATIONS
Specification Material Dimension
Pavement Type:
Recycled Asphalt 3” (75 mm)
Asphalt ¹ 3” (75 mm)
Concrete ² 3” (75 mm)
Sub-Base:
Granite 6” (100-150 mm)
Gravel 6” (100-150 mm)
Shoulders: 2-4” (50-100 mm)
Width:
Minimum 2-way Path 8’ (2.4 m)
Preferred 2-way Path 10-12’ (3.0-3.6 m)
Shoulders: 2-3’ (0.6-1.0 m)
Lateral Clearance: 2-3’ (0.6-1.0 m)
Vertical Clearance: 8-10’ (2.5-3.0 m)
Striping:
Centerline (none, dashed yellow, solid
yellow) 4” (100 mm)
Edgeline (none or solid white) 4” (100 mm)
Signing: (See Caltrans Traffic Manual and MUTCD)
Minimum Cross Slope: 2% 2%
Minimum Separation from
Roadway: ² 5’ (1.5 m)
Design Speed: 20-30
mph (40-50 kph)
Maximum Super Elevation: 5% 5%
E-4
TABLE E.1 - PAVED TRAIL SPECIFICATIONS
Specification Material Dimension
Maximum Grades (over 100’): 5% 5%
Removable Bollards (minimum
spacing): 5’ (1.5 m)
Lighting (if night use is
expected): 5-22 LUX 5-22 LUX
¹ Asphalt may be unsuitable for paved trails in stream channels due to asphalt oils. Concrete paving is recommended
in areas where the trail is subject to regular water flow.
² ³ Unless physical barrier is provided.
TABLE E.2 - BIKE LANE SPECIFICATIONS
Minimum Widths1 Preferred: 5’ (1.5m)
Minimum: 4’ (1.2m)
Striping Left side line: solid white stripe 6” (150mm)
Right side line: solid white stripe 4” (100mm)
Approach to intersections dashed white
stripe 100-200’ (30m-60m)
Signing R81 Bike Lane Sign
beginning of all bike lanes
far side of all bike path crossings
at approaches and far side of all arterial crossings
at major changes in direction
maximum ½ mile (0.8km) intervals
Custom Bike Route Sign with G33 Directional Arrow and destination signs
(where needed)
see items under R81 Bike Lane Sign
at approach to arterial crossings
No parking as necessary
E-5
TABLE E.2 - BIKE LANE SPECIFICATIONS
Pavement Markings “Bike” legend
“Lane” legend
Directional arrow
See items under R81 Bike Lane Sign
At beginning and end of bike lane pockets at approach to intersection
Source: Caltrans Highway Design Manual, Chapter 1000, MUTCD, Caltrans Traffic Manual
¹ Measured between stripe and edge of pavement
Bike lanes should also follow the following guidelines:
• Bike lane pockets (min. 4’ wide) between right turn lanes and through lanes should be provided
wherever available width allows, and right turn volumes exceed 150 motor vehicles/hour.
• Although not completely unavoidable or inappropriate for all situations (i.e., South Shore Drive,
south side of Donner Lake), bike lane transitions into bike routes should be discouraged.
Alternatives to a bike lane to bike route transition should be analyzed, including a reroute of the
bike lane or entire designation as a bike route.
BIKE ROUTE STANDARDS
Bike routes are designated as preferred routes for bicyclists. These routes provide continuity to other
bicycle facilities such as bike lanes or paved trails. They provide a common route for bicyclists through
high demand corridors and are preferable on low vehicle traffic volume roadways. Typically located on
local neighborhood streets, they provide linkages to high use destinations such as schools, parks and
commercial centers.
TABLE E.3 - CLASS III BIKE ROUTE SPECIFICATIONS
Recommended
Amenity/Activity Placement Purpose
Bike Route Signs/Directional
signs
Start and end points, route
changes, intersections
Provide clear route
definition
Stop Signs, Signals Adjust to give greater
priority to bicyclists
Safety and efficiency
of route
Adjust utility covers, fill All existing locations Provide a smooth and
E-6
potholes, install bike safe
drainage grates
safe route
Removal of street parking Where roadway width is
restricted Improve safety
Increased Curb Lane Width 12’ minimum, 14’ optimum Improve safety
Regular street sweepings Remove debris that
are hazardous
ADDITIONAL FACILITIES
In addition to those identified by Caltrans, there are a variety of improvements that will enhance the
safety and attractiveness of streets for bicyclists. All should be considered in the bikeway planning process
and implemented when feasible to promote the safest environment for bicyclists.
Sidewalks
The use of sidewalks as bicycle facilities is not encouraged by Caltrans, even as a bike route. There are,
however, exceptions to this rule. The California Vehicle Code states: “Local authorities may adopt rules and
regulations by ordinance or resolution regarding the…operation of bicycles…on the public sidewalks” (CA
VC 21100, Subdiv. H). Caltrans adds in Chapter 1000: “In residential areas, sidewalk riding by young
children too inexperienced to ride in the street is common. With lower bicycle speeds and lower auto
speeds, potential conflicts are somewhat lessened, but still exist. But it is inappropriate to sign these
facilities as bikeways. Bicyclists should not be encouraged (through signing) to ride facilities that are not
designed to accommodate bicycle travel.” When constructed, the preferred minimum width for sidewalks
is six feet. The required minimum for ADA accessibility is four feet.
Traffic Calming
This includes any effort to moderate or reduce vehicle speeds and/or volumes on streets where that traffic
has a negative impact on bicycle or pedestrian movement. Because these efforts may impact traffic
outside the immediate corridor, study of traffic impacts is typically required. Other techniques include
installing traffic circles, intersection islands, partial street closings, ‘bulb-out’ curbs, pavement treatments,
lower speed signal timing, and narrowing travel lanes. Traffic circles, roundabouts, and other measures
may be considered for residential collector streets where there is a desire to control travel speeds and
traffic volumes but not to install numerous stop signs or traffic signals.
E-7
Signing and Striping
All bikeway signing should conform to the signing identified in the Caltrans Traffic Manual and/or the
Manual on Uniform Traffic Control Devices (MUTCD). These documents give specific information on the
type and location of signing for the primary bike system. A list of bikeway signs from Caltrans and the
MUTCD are shown in Table E.4.
Develop a Truckee Bikeway System logo for use on the primary network. This sign may include a bikeway
numbering system that is keyed into a publicly-produced bikeway map. Installing bikeway signs should be
a high priority, and may begin immediately on bike route portions of the bikeway network.
Locations in downtown and other employment areas where centralized public covered bicycle parking can
be installed, such as parking lots, should be identified. These facilities may charge a small user fee and/or
be subsidized by nearby employers.
TABLE E.4 - RECOMMENDED SIGNING & MARKING
Item Location Color Caltrans
Designation
MUTCD
Designation
No Motor Vehicles Entrances to trail B on W R44A R5-3
Use Ped Signal/Yield to Peds At crosswalks; where sidewalks
are being used
B on W R9-5
R9-6
Bike Lane Ahead: Right Lane Bikes
Only
At beginning of bike lanes B on W R3-16
R3-17
STOP, YIELD At trail intersections with roads
and Coastal Bikeways
W on R R1-2 R1-1
R1-2
Bicycle Crossing For motorists at trail crossings B on Y W79 W11-1
Bike Lane At the far side of all arterial
intersections
B on W R81 D11-1
Hazardous Condition Slippery or rough pavement B on Y W42 W8-10
Turns and Curves At turns and curves which
exceed 20 mph design
specifications
B on Y W1,2,3
W4,5,6,14
W56,57
W1-1,2
W1-4,5
W1-6
Trail Intersections At trail intersections where no
STOP or YIELD required, or
sight lines limited
B on Y W7,8,9 W2-1, W2-2
W2-3, W2-3
W2-4, W2-5
E-8
TABLE E.4 - RECOMMENDED SIGNING & MARKING
Item Location Color Caltrans
Designation
MUTCD
Designation
STOP Ahead Where STOP sign is obscured B,R on Y W17 W3-1
Signal Ahead Where signal is obscured B,R,G YW41 W3-3
Bikeway Narrows Where bikeway width narrows
or is below 8’
B on Y W15 W5-4
Downgrade Where sustained bikeway
gradient is above 5%
B on Y W29 W7-5
Pedestrian Crossing Where pedestrian walkway
crosses trail
B on Y W54 W11A-2
Restricted Vertical Clearance Where vertical clearance is less
than 8’6”
B on Y W47 W11A-2
Railroad Crossing Where trail crosses railway
tracks at grade
B on Y W47 W10-1
Directional Signs (i.e. Downtown,
Train Station, etc.
At intersections where access to
major destinations is available
W on G G7
G8
D1-1b(r/l)
D1-1c
Right Lane Must Turn Right; Begin
Right Turn Here, Yield to Bikes
Where bike lanes end before
intersection
B on W R18 R3-7
R4-4
Truckee Bikeway Trail logo: at all trail entrances,
major intersections, major
access points
Varies
Trail Regulations All trail entrances B on W
Multi-purpose Trail: Bikes Yield to
Pedestrians
All trail entrances
Bikes Reduce Speed & Call Out
Before Passing
Every 2,000 feet B on W
Please Stay On Trail In environmentally-sensitive
areas
Caution: Storm Damaged Trail Storm damaged locations B on Y
Trail Closed: No Entry Until Made
Accessible & Safe for Public Use
Where trail or access points
closed due to hazardous
E-9
TABLE E.4 - RECOMMENDED SIGNING & MARKING
Item Location Color Caltrans
Designation
MUTCD
Designation
conditions
Speed Limit Signs Near trail entrances: where
speed limits should be reduced
from 20 mph
B on W
Trail Curfew 10PM - 5AM Based on local ordinance R on W
DIRT TRAIL GUIDELINES
This section sets forth design and maintenance recommendations for the dirt recreational trails within the
planned system. These recommendations reflect current thinking with respect to the functioning of low-
impact multiple-use dirt trails. The dirt trail design recommendations are geared towards providing a high
quality trail system that provides trail users with a high quality recreational experience. Proposed
recommendations seek to meet the anticipated needs of a wide variety of trail users.
Because trails are bare dirt surfaces, erosion from rainfall, runoff, and trail use can produce significant
amounts of sediments. Thus, potential trail impacts on local water quality should be considered. Trails can
also impact groundwater, wetlands, wildlife, vegetation, community layout, scenic values and land uses.
Because of these considerations, the design recommendations and maintenance program for the dirt trail
system should aim to fulfill the following goals:
• Provide workable facilities for multiple users
• Preserve scenic resources
• Protect water quality, wetlands, floodplains and streams
• Protect sensitive areas, including designated wildlife habitats and plant communities
• Protect historic resources
• Control erosion and protect exposed soil areas
DEFINE LEVELS OF CHALLENGE FOR DIRT TRAILS
Because the needs of trail users vary, trail specifications can be combined in different ways to develop
level-of challenge categories for multiple use trails in the trail network. By grouping the trails into three
E-10
broad levels, decisions can be made about such issues as whether to provide abundant trail amenities,
how wide to make bridge crossings, and other considerations.
Level I trails, the easiest category of multi-use trails, would be wide, low-gradient trails with large turning
radii, few obstructions, and opportunities for half- and full-day excursions and/or loops of five miles or
less. Such trails would accommodate the widest variety of uses and are also prime candidates for winter
grooming. Level II trail users would expect to find moderate gradients, possibilities for longer excursions
and more rugged tread surfaces. Level III trails would have steeper overall gradients and pitches, narrower
and more primitive tread surfaces and possibly longer routes.
TABLE E.5 - TRAIL CHARACTERISTICS BY LEVEL OF CHALLENGE
Level I - Easiest Level II - Moderate Level III - Difficult
Many trail amenities Moderate grades Sections with steep grades
High level of maintenance 10’ vertical clearance Low numbers of people present
Signage indicating destinations
within ½-1 mile
Moderate numbers of people
present
Signage indicating major
destinations, 3-5 mile distances
Info kiosks on route Good connectivity and signage to
main trails
Narrow treads
Close ties with trail heads and
restroom facilities
Narrow treads, 18” wide Non-groomed ski trails
Links to major destinations and
commercial areas
Signage indicating major
destinations within 2-4 mile
distances
Limited sections of moderate
grades
High numbers of people
present
12’ vertical clearance
Trail treads – 24” wide
Trail blazes always in sight
E-11
DIRT TRAIL DESIGN CONSIDERATIONS
Dirt trail design considerations include: gradient, overall elevation gain, sight distance, overhead and
right-of-way clearing, radii for switchbacks and climbing turns, and tread width and conditions. Trails for
different user groups may require specific design solutions and the people in the various user groups will
have certain expectations about the location of amenities and the level of difficulty desired on an outing.
Key user groups are: hikers, mountain bikers and equestrians.
Table E.6 can be used to develop trail recommendations to meet the varying levels of public expectation
on the trail system.
TABLE E.6 - TRAIL LEVELS & RECOMMENDATIONS
Criteria User Group Easiest Moderate Difficult
Gradient Hikers 10% for 100’ 15% for 300’ Up to 30% for 500’
Mountain
Bikers
10% maximum
sustained pitch for
100’
10% maximum
sustained pitch for
300’
Sustained grades or
pitches greater than
10%
Equestrians 15% for 200’ 25% for 300’ 30% for 500’
Switchback
and Turn radii
Hikers 2-4’
Mountain
Bikers
6’ minimum for
climbing turn: 10’
3’ For speeds of 5-15
mph: 55’
2’
Equestrians 5’
Cleared Tread,
Surface
Hikers 18”-24”, obstacle
free
12”-18”, roots,
embedded rocks and
some logs may be left.
12”, tread is not
graded
Mountain
Bikers
24”, smooth 12”-24”, some rough
sections.
12”, varied- some
portage required.
Equestrians 24”, with cleared
surface, reinforced
cross drains and
puncheon or
turnpike in bog
sections.
24”, roots and
embedded rocks and
logs not removed.
18”, surface not
graded. At precipices,
trail base should be
minimum 48”-60”
wide. Extra trail width
needed in steep
terrain.
E-12
TABLE E.6 - TRAIL LEVELS & RECOMMENDATIONS
Criteria User Group Easiest Moderate Difficult
Overhead
Clearing
Hikers 8’ 8’ 8’
Mountain
Bikers
8’ 8’ 8’
Equestrians 10’ 8’ 8’
Right-of-Way
Clearing
Hikers 4’ 3’-4’ 3’
Mountain
Bikers
4’ 3’-4’ 3’
Equestrians 8’ (for pack
clearance between
large trees, there
must be 3’ on
either side of the
trail center line 30”
above the trail
surface)
6’ (clearance as for
easiest trail)
3’ – 4’ wide
SIGHT DISTANCE
When sight distance is limited, pullouts should be provided that can accommodate all types of trail users.
For mountain bicyclists it is important to provide sufficient sight distance for stopping at 15 mph on
straightaways and 5 mph on blind curves and switchbacks.
TREAD PREPARATION OR SUPPORT
It is recommended that wet areas be avoided when deciding on the location of any type of trail. If it’s not
possible to avoid a wet area, foundation rock should be used as a tread preparation. Under-drainage
should be provided for water crossing trails that are also used during snow conditions.
When preparing the tread of a trail for hikers, gravel can be used in wet spots. For mountain bike trails,
avoid using cobbles and other large materials and use elongated drain dips over water bars.
E-13
WATER CROSSINGS
Some recommendations for water crossings on hiking, biking or equestrian trails include:
Hiking: If not on a bridge, the tread (rocks or logs) across water or wet areas should be a minimum of 12”
wide, 24” apart.
Mountain Biking: Ramps should be provided up to a bridge structure so cyclists do not have to dismount.
Approaches to bridges should be straight.
PROTECT WATER QUALITY, WETLANDS, FLOODPLAINS AND STREAMS
Dirt trails have the capacity to change the timing, quantity and quality of runoff by “short-circuiting” the
natural hydrologic system and delivering both sediments and water directly to streams, wetlands and
riparian resources. For this reason, care should be taken to minimize the impacts of trails on these
resources. Practices to achieve this protection include:
Avoid wet areas. Trails should avoid wet areas, springs, floodplains, stream corridors, wetlands, and the
lower portions of slopes, especially those that are north-facing.
Identify and map water resources within 200 feet of the trail system. Accurately locating wetlands,
streams and riparian areas relative to the trail is an important element of the trail planning. The location of
these potential “receiving resources” for trail drainage and associated sediments will affect decisions
about placement of trail drainage structures, maneuvering of maintenance equipment, season of work,
interception and infiltration of trail drainage, and disposal of earth materials generated during
maintenance activities.
Minimize crossings of streams and wetlands. Minimize channel crossings and changes to natural
drainage patterns.
Minimize trail drainage to streams and wetlands. Minimize the hydrologic connectivity of trails with
streams, wetlands and other water resources.
Keep heavy equipment off wet trails. Avoid operating heavy equipment on trails when they are wet.
Use alternate routes for heavy equipment when trails are wet.
Provide crossing structures where needed. Where trails traverse wet areas, structures should be
provided to avoid trail widening and damage at “go-around” spots. Crossing structures also help protect
water quality, wetlands and riparian areas.
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Establish vegetative buffers between trails, streams and wetlands. Retain a buffer between trails and
water resources by establishing riparian and streamside management zones (RSMZs), within which trail
influences such as drainage, disturbance and trail width are minimized.
The following practices are important in preventing or minimizing the impacts of trails in wet meadows:
• Groundwater and surface drainage should not be intercepted, diverted or concentrated by in-
meadow ditches, interception ditches, berms or fill embankments;
• Meadows should not be used for borrow materials;
• Upland roads should not drain directly to wet meadows;
• Culverts should not be below grade;
• Incision should not be occurring below the meadow surface;
• Discharge of human-influenced drainage should be by level spreading;
• Maintenance of existing ditches should only be carried out when needed and should not result in
ditch deepening or sediment transport to wet meadow;
• Existing ditches should have frequent turnouts and plugs;
• Under-drains should have drop inlets and these should not be undercut;
• Outlet scour pools should not be present of enlarging;
• Headcuts should not be present;
• Upland species should not be invading;
• Meadow should provide base flows to downstream channel during dry season.
PROTECT SENSITIVE AREAS, INCLUDING DESIGNATED WILDLIFE HABITATS AND PLANT
COMMUNITIES
In today’s regulatory environment, resource-disturbing activities on federal lands such as construction of
new trail alignments are subject to the requirements of federal ecosystem and watershed planning as well
as the Clean Water and Endangered Species acts. For this reason, decisions made during trail master
planning that concern trail alignment, realignment, decommissioning and some kinds of maintenance will
be subject to environmental impact analysis. A few over-arching principles can provide some guidelines
for master planning, and hopefully, steer many project elements away from the lengthy and expensive
environmental assessment process.
E-15
Avoid new construction in late successional forest stands. Minimize disturbances in late successional
reserve stands of timber, which are characterized by older trees, often with closed canopy, and where
certain flora and fauna are of concern for protection.
Utilize disturbed areas. Utilize existing disturbed areas and clearings for trails and parking facilities, to
the extent that such use does not detract from the area’s scenic quality.
Establish vegetative buffers for non-conforming uses. Industrial and commercial uses adjacent to trails
should be screened by means of fully planted native vegetative buffers at least 25 feet wide.
Establish riparian and streamside management setbacks (RSMS). Vegetative disturbances such as
thinning, pruning and felling to improve canopy openings should be allowed as necessary to maintain
existing trails in RSMSs. However, no heavy equipment should operate outside the trail clearing limits
here. Stormwater discharges from roads and trails to the RSMS should be minimized to the maximum
extent possible. Stormwater discharges that cannot be avoided should be designed for maximum
treatment, sedimentation, infiltration and level-spreading before entering the RSMS.
Avoid wet areas unless special construction techniques are used.
On federal lands, make certain to coordinate with the U.S. Forest Service. Numerous plant and
animal species are protected on federal lands. Where disturbances for construction or maintenance of the
trail system will occur on federal lands, it will be essential to coordinate with the U.S. Forest Service to
assure that species inventory and protection protocols are followed.
PROTECT HISTORIC RESOURCES
Leave artifacts and document their location.
Remove non-historic items. Remove trash and object foreign to the historic character of the resource.
Prevent uses that degrade the historic routes.
CONTROL EROSION AND PROTECT EXPOSED SOIL AREAS
Dirt trails must be sloped so that their surfaces shed water and the materials supporting the tread remain
structurally sound. Favorable drainage gradients are achieved in numerous ways, including cross-sloping
(in-sloping, out-sloping, or crowning) and by means of rolling dips and water bars. It is essential to limit
both slope length and gradient of road runoff to control erosion. The following drainage practices are
E-16
commonly prescribed and are essential to the long-term stability of dirt trails and protection of the
resources where runoff is directed:
• Avoid steep trail grades. Avoid steep trail grades in excess of 12 percent. It is very difficult to
control drainage on steep grades, and erosion on steep grades is expensive to remediate.
• Maintain minimum drainage gradients. Maintain positive surface drainage by means of out-
sloped, in-sloped, or crowned sections having cross slopes of 3 percent to 5 percent. The road
surface should be graded to shed water before it can run very far down the road.
• Maintain minimum tread width for uses specified. Maintain only the width of tread necessary
to support the designated uses. Maintaining excess width can be expensive and can generate
unnecessary and chronic erosion. Often, excess width can be successfully ripped and seeded to
reduce the amount of bare dirt surface exposed to erosion.
• Provide drainage at frequencies appropriate for soils and gradients. Roll grades or undulate
the road profile frequently to disperse water from the tread. Rolling dips and water bars provide
essential drainage relief frequency that prevents erosion from damaging the dirt surface of the
trail. Spacing depends on gradient and the erodibility of the native earth materials. Table E.7
summarizes drainage relief frequencies for low standard (non-surfaced) roads, and can be used as
a starting place for determining the necessary spacing of drainage features on trails.
TABLE E.7 - ROLLING DIP/WATER BAR SPACING IN DIFFERENT MATERIALS
Trail Grade Trail Materials
Coarse, rocky gravelly
materials
Gravelly sands, silty
sandy gravels, coarse
pyroclastics
Silty clays, clays, fine
sandy silty clay,
weathered
metavolcanics
Friable silts, fine silts
and sands, fine
decomposed granite
soils
2-4 % 280-300 ft. 145-160 ft. 121-136 ft. 85-100 ft.
6-8% 230-250 ft. 135-140 ft. 106-113 ft. 70-75 ft.
10-12% 175-200 ft. 115-125 ft. 80-97 ft. 50-60 ft.
Source: Geotechnical/Materials Engineering Training Session, by Keller and Vanderhust, U.S.D.A. Forest Service,
Region V., 1982
Notes: Spacing given is to avoid rilling in excess of one inch. In middle topographic position, reduce spacing 18 feet.
In lower topographic position, reduce spacing 35 feet. On SW aspects, reduce spacing 15 feet. For each 10 percent
decrease in slope steepness below 80 percent, reduce spacing 5 feet.
• Assure that drainage facilities do not pose barriers to bicyclists. Rolling grade dips must be
“transparent” to a bike wheel--that is, elongated, so that riders roll smoothly through them--and
must be angled at 45 degrees or so to the travel direction. They must fall at about 20 percent of
E-17
slope so that they are “self-cleaning,” meaning that downslope-moving sediments delivered to
them will be carried off the road in runoff. The mound and dip must be armored with gravel or
rock.
• Prevent erosion at outlets of rolling dips and culverts. Drainage outlets should be armored
with rock to prevent erosion. Brush or native organic debris can be spread in lead-off ditches to
slow the velocity of the runoff and facilitate the deposition of sediments. Even well-functioning
rolling dips require maintenance.
• Install pipes and ditches as a last resort; assure funds are available to maintain them. Road
and trail under-drains (culverts) and associated ditches should be used only as a last resort to
achieve good drainage. This is because these facilities require regular inspection and
maintenance, and severe damage can result from their failure. See Table E.7 for recommendations
about culvert spacing.
TABLE E.8 - RECOMMENDED DISTANCE BETWEEN CULVERT CROSS-
DRAINS (IN FEET)
Trail Grade (%) Soils with Low to Moderate
Erosion Hazard
Soils with High Erosion
Hazard
0-3 500 325
4-6 400 230
7-9 325 160
10-12 280 130
12+ 245 100
Source: Low Volume Road Engineering Best Management Practices Field Guide
Keller and Sherar, USFS. Jan. 2001.
• Avoid long sustained grades. Avoid long, sustained grades that concentrate flows. Install grade
breaks to get stormwater off the trail and to allow trail users a rest.
• Avoid discharging trail runoff onto fill slopes and unprotected soils. Concentrated runoff
from trails can cause damage to fill slopes and to unprotected soils adjacent to the trail.
Discharge sites need to be carefully selected so that runoff velocity is slowed and sediments settle
out. Fill slopes should be armored where runoff is discharged onto them, or the runoff should be
conveyed in a down drain to a location where sediments can be deposited and the flow
infiltrated.
• Do not let watercourses run down the trail. Descend to a water crossing from both sides of the
channel so that stream flow cannot run down the road or trail.
E-18
• Avoid floodplain stream crossings. Cross streams at narrow spots where there is enough root
support for bridge footings, the span will be out of reach of flood waters and the trail will not be
subject to floodplain dynamics.
• Select pipe sizes based on hydrologic data. All culvert sizes should be prescribed based on the
size of the contributing watershed and best hydrologic data available. If data are not available and
the size of the contributing sub-watershed is 20 acres or less, add the number of acres in the sub-
watershed to 8, then round up to the nearest even inch to estimate the culvert size.
• Avoid maintenance activities that generate sediments. To prevent the generation of
sediments from runoff, only road surfaces that need to be reshaped should be bladed and only
ditches that are plugged with sediments should be cleaned.
• Season of work. Maintenance work that results in disturbed earth should be delayed until after
the wet season. Blading should be done when the trail surface materials are moist, but not dry.
• Experienced contractors. Maintenance activities should be carried out by experienced
contractors who have had input into the maintenance contracts, attended a pre-work site
meeting, have had training, and are familiar with practices to protect the local water resources.
• Disposal of excess earth materials. Areas for disposal of excess earth materials generated
during maintenance activities should be designated in the maintenance plan.
• Management of spoils piles. Excess earth materials that must be stored on slopes, or where
runoff from them can reach wetlands, riparian areas, streams or other sensitive resources, should
be surrounded covered with plastic or a thick layer of wood chips.
• Stabilize disturbed earth. Areas of disturbed earth should be seeded with native plant materials
and mulched as soon as possible after disturbance.
DISABLED ACCESS GUIDELINES
The Americans with Disabilities Act (ADA) of 1990 prohibits discrimination against people with disabilities.
As a general rule, it is desirable to maximize accessibility along any public trail system. Specific standards
have been developed for buildings and efforts are being made to develop standards for trails. However, it
is recognized that constructing trails outdoors may have limitations that make meeting ADA standards
difficult and sometimes prohibitive. Prohibitive impacts include harm to significant cultural or natural
resources, a significant change in the intended purpose of the trail, requirements of construction methods
that are against federal, state or local regulations, or presence of terrain characteristics that prevent
compliance. See Table E.9 which provides guidelines for development of accessible trails.
Simple details to be considered in the planning and design process can greatly enhance accessibility to
and within the planned system. Breaks in long grades, consideration of the user’s eye level, minimizing
E-19
grades at drainage crossings, providing areas to get off the trail, and appropriately designed seating walls
are examples of simple accessible improvements. Consultation with the physically challenged on specific
design issues prior to the planning and design of trails or trailhead facilities can be very beneficial and is
encouraged for every accessible project. Details to ensure a barrier free, safe and enjoyable project for the
physically challenged can best be provided by a physically challenged individual(s).
TABLE E.9 - ADA TRAIL DEVELOPMENT GUIDELINES
Item Recommended Treatment Purpose
Trail Surface Hard surface such as, asphalt,
concrete, wood, compacted gravel
Provide a smooth surface that
accommodates wheelchairs
Trail Gradient1 Maximum of 5% Greater than 5% is too strenuous
Trail Cross Slope 2% maximum Provide positive trail drainage, but avoid
excessive gravitational to side of trail
Trail Width 5’ Minimum Accommodate a wide variety of users
Trail Amenities,
phones, drinking
fountains, ped.
Actuated buttons
Place no higher than 4’ off ground Provide access within reach of
wheelchair users
Detectable
pavement changes
at curb ramp
approaches
Place at top of ramp before entering
roadways
Provide visual cues for visually impaired
Trailhead Signage Accessibility information such as trail
gradient/profile, distances, tread
conditions, location of drinking
fountains and rest stops
User convenience and safety
Parking Provide at least one accessible parking
area at each trailhead
User convenience and safety
Rest Areas On trails specifically designated as
accessible, provide rest areas/widened
areas on the trail optimally at every
300’
User convenience and safety
1 In some cases, steeper grades may be allowed for short distances so long as appropriate resting places
are provided.
E-20
ILLUSTRATED DESIGN GUIDELINES
A number of illustrations with accompanying text descriptions have been included within the Plan to
graphically detail the design intent for specific situations and physical conditions. The illustrated design
guidelines are intended to supplement the text design guidelines contained within this Appendix and to
be provided the same flexibility in their interpretation and application. The illustrated design guidelines
provide additional general guidance for the design and planning process by providing illustrated concepts
or schematics, not construction specifications. The construction details for each individual trail project
must be custom tailored based upon the specific needs of each project and environmental conditions.
LIST OF FIGURES – APPENDIX E, DESIGN GUIDELINES
E.1 – Paved Trail, Bike Lane & Bike Route
Classifications
E.16 – Infiltration
E.2 – Paved Trail E.17 – Gabion & Geo-Web
E.3 – Paved Trail E.18 – Trail Adjacent to Environmentally
Sensitive Area
E.4 – At-Grade Crossing E.19 – Major Crossing of Stream or
Drainage
E.5 – Regulatory & Safety Bikeway Signs E.20 – Bridge
E.6 – Bike Lane with Narrow Travel Lane E.21 – Boardwalk
E.7 – Trail Adjacent to Street E.22 – Culverts
E.8 – Trail Parallel to Roadway E.23 – Log Water Bar
E.9 – Trail in Relation to Street, Residence
& Stream
E.24 – Fences
E.10 – Trail Adjacent to Development E.25 – Bicycle Racks
E.11 – Trail Concept Through Clustered
Subdivision
E.26 – Informational Signage
E.12 – Trail Adjacent to Railroad E.27 – Information Kiosk
E.13 – Creek Trail on Slope E.28 – Interpretive Sign
E.14 – Trail Side-Slope Treatments E.29 – Trailhead without Parking
E-21
E.15 – Tread Construction, Stabilization &
Steps
E.30 – Trailhead with Parking Area
E.1 GENERAL BIKEWAY CLASSIFICATIONS
Three basic classes of on-street bikeways are contained within the Plan and routinely used throughout the
state as the basis for bikeway planning and design. Unlike the off-street recreational trail guidelines
contained within the Plan, these three classes of on-street bikeways and the guidelines and standards for
each established by the California Department of Transportation are afforded much less flexibility.
Consistency with the state-established guidelines and standards is necessary to provide safe bicycling
opportunities and cohesive connections with adjoining bikeway networks.
Bike Route
Bike Lane
Paved Trail
E-22
E.2 PAVED TRAIL
Pavement width may vary dependent upon the type and intensity of traffic anticipated, provided a
minimum 8’ paved section is constructed for dedicated Class I facilities.
E.3 SHARED CLASS I BIKE PATH
A Class I bike path with a separated dirt trail creates the best opportunity for the most types of users. A 4-
6’ width is appropriate and necessary for equestrian use. A 2’ wide dirt trail is adequate to accommodate
walkers and joggers. In either case, a 2’ separation should be provided to minimize user conflicts and keep
any loose material from entering the paved surface. Tighter turns, shorter sightlines, more grade changes
and a less linear alignment are all encouraged for the dirt trail to provide a more interesting experience.
E-23
E.4 AT-GRADE TRAIL CROSSING
Although to be avoided when feasible, roadway crossings will be necessary for some planned segments.
Use of existing roadway crossings are encouraged at controlled road intersections in lieu of new crossings
and the associated need for new crossing control improvements. Low volume/speed crossings are
preferred. Consideration for adequate sight-lines and vehicular stopping distances is important. Trail
crossings of private driveways require particular attention to user safety, requiring either caution or yield
(either trail user to driveway user or vice-versa) signs and/or cautionary pavement striping.
E.5 REGULATORY & SAFETY BIKEWAY SIGNS
Regulatory signs inform bicyclists, pedestrians, equestrians and motorists of laws or regulations which are
not always obviously apparent to the user. Safety signs provide warning or caution of a possible
hazardous condition, like the ‘caution: downhill’ bicycle sign show at right. They should be erected at the
point of their applicability (50’ prior for a hazard warning), clearly indicate the requirement and be easily
visible and legible. They should be conservatively used to avoid excess signage and the resultant loss of
effectiveness. Uniformity in size, height, location, design and colors throughout the system is essential to
convey a clear, simple message to all users. All signs should be reflectorized and sized appropriately
based upon the type of message for the intended user(s). The California Manual of Uniform Traffic Control
Devices provides current signage standards.
8-12 ft
E-24
E.6 BIKE LANE WITH NARROW TRAVEL LANE
Narrow travel lanes aid in reducing traffic speeds and can more efficiently utilize existing pavement area.
They will most commonly be applied in residential neighborhoods and low-traffic commercial areas. In
either case, a minimum 4’ wide bike lane should be maintained and striped / signed consistent with Table
E.4 within Appendix E, Design Guidelines.
5 ft 5 ft
E-25
E.7 TRAIL ADJACENT TO STREET
Portions of some trail segments will necessarily be located directly adjacent to roadways due to steep
slopes, waterways or other physical/ environmental constraints. These expanded sidewalk trails should
consider both pedestrian and bicycle traffic and safety, utilizing a separate on-street bike lane/route when
feasible to accommodate bicycle use. If a separate bike lane/route is not available, the trail must be of
sufficient width to prevent conflicts between bicyclists and pedestrians. In this situation, a one-way bicycle
lane/route should be striped/signed on the opposite side of the street to promote one-way bicycle use of
the sidewalk (with two-way pedestrian traffic).
E.8 TRAIL PARALLELING ROADWAY
The type and width of separation (from the roadway) provided for trails paralleling roadways will vary
dependent upon site-specific conditions. High traffic volume roadways will warrant a greater separation
than slower speed, low-use roadways. A separated trail (in lieu of that adjacent to the roadway shown in
Figure 8.8) protects users from roadway snow removal. Native vegetation and existing features (rock
outcroppings, rolling topography) should be used whenever possible and supplemented by additional
landscape screening and buffering to promote a more enjoyable and safer user experience.
E-26
E.9 TRAIL IN RELATION TO STREET, RESIDENCE & STREAM
Existing natural and man-made features should be used as a buffer between trails and private property.
Where possible locate trails adjacent to the front yards streets and / or public open spaces rather than
adjacent to private back yards.
E-27
E.10 TRAIL ADJACENT TO DEVELOPMENT
New trail segments located adjacent or in close proximity to existing developed property (particularly
residential) should utilize grade separations, landscaping and / or fencing to help buffer and screen the
trail corridor from existing development, to minimize the possibility of trespass onto private property and
to ensure the maintenance of privacy and security.
E.11 TRAIL CONCEPT THROUGH CLUSTERED SUBDIVISION
When designing the trail system, consider the alignment of a primary through-trail with secondary spur
trails providing access to individual development clusters. Multiple connections from each individual
residential unit with the primary / main trail should be discouraged through a well-designed and easily
accessible spur trail(s). Open space areas created with clustered development provide the best
opportunity for linear recreational opportunities such as bike paths and recreational trails.
E-28
E.12 TRAIL ADJACENT TO RAILROAD
Trails in close proximity to railroads require close coordination with the Union Pacific Railroad and no pre-
established standards apply. Rather, trails are designed on a case-by-case basis, based on existing
constraints such as topography, environmental resources, existing rights-of-way and other factors.
E.13 CREEK TRAIL ON SLOPE
Locating the trail on the top of the creek bank is the preferred location when possible. When trail
segments adjacent to waterways must be located on a slope, the less steep the better. Steep slopes
should be avoided. Slope cuts should be minimized and existing vegetation preserved to the extent
possible by utilizing the natural topography of the site without creating large undulations in the trail
surface/grade/profile. Guardrails should only be installed when warranted due to safety concerns.
E-29
E.14 TRAIL SIDE-SLOPE TREATMENTS
Topographic conditions should be carefully considered to maximize protection of the trail, minimize
supporting trail structures (ie: retention devices) and protect the surrounding environment. Trail surfaces
should be constructed to sheet flow from the inside to the outside of the trail (ie: outslope) without
creating concentrated flows on the down side of the trail. Crowning can be utilized for steep trails. Side
swales and berms can also be used to prevent water from reaching the trail surface and provide a lower
place on the trail to drain. An inside swale is only necessary when concentrated or heavy flows may wash
onto the trail. Grade breaks, considering the existing natural topography and utilizing the natural
topography, creating low points in longer stretches of trail on grades can prevent washouts.
E-30
E.15 TREAD CONSTRUCTION, STABILIZATION & STEPS
The stabilization of cuts / fills created with new trail construction is necessary to prevent erosion, protect
water quality and to maintain the trail surface. Use of existing vegetation and revegetation to supplement
edge stabilization and retention devices will aid in preventing erosion and create a more natural trail
corridor. Revegetation with native species (unless temporary irrigation is provided) will be necessary for
steep disturbed slopes. Slope stabilization materials can consist of wood, rock or indigenous or natural
materials designed to blend with the natural surroundings. Vertical retention devices should only be used
when necessary. Railroad tie (or other suitable natural material such as stone) steps can be used for short,
steep grades. Shared use trails should utilize a larger tread versus a reduced 8” tread for pedestrian trails.
Wooden stairs should be constructed of pressure treated or an approved rot resistant timber.
E-31
E.16 INFILTRATION
Careful consideration of water runoff and treatment in the trail design and construction process is crucial
to prevent impacts to water quality and to protect the stability of the trail surface and edges. Infiltration
trenches for impermeable trail surfaces (shown in figure) can be used on a single (side slope) side or both
(crowned) sides of a trail dependent upon the design and construction utilized for a particular trail
segment. Trenches can be used in conjunction with or supplemented by catch basins located on lower
sections of a trail segment.
E-32
E.17 GABION TRAIL CONCEPT & GEO WEB
Rock-filled wire gabion construction should be used when more-natural rock rip-rap or other retention
treatment is not feasible due to physical conditions or where native rock is too small or too round for
stacking. They can be stacked into walls or laid into revetment. They are low cost, easily constructed,
compatible with aquatic environments and habitat, require little foundation preparation and are
permeable to water.
E-33
E.18 TRAIL ADJACENT TO ENVIRONMENTALLY SENSITIVE AREA
Wetlands, floodplains and other environmentally sensitive areas should be avoided if at all feasible and
provided some degree of separation from the trail. When feasible, a minimum of 50’ from the edge of the
floodplain is recommended for optimum protection. Existing vegetated areas are preferred to create the
most natural and compatible buffer. Fences or other physical barriers should only be used to protect a
particularly sensitive environmental resource.
E-34
E.19 MAJOR CROSSING OF STREAM OR DRAINAGE
Bridges (in lieu of culverts or boardwalks) should be used to cross natural or man-made continual running
water, areas of riparian or wildlife value or when they provide a user interest and enjoyment. They must be
designed for each individual situation and be solid, sturdy and grounded. Due to their association and
proximity to water, only galvanized hardware, bolts with washers and pressure treated lumber should be
used. Handrails being the exception, requiring a smooth finish. The design should be pleasing to users
and compatible with the surrounding environs. Abutments should be located as high on the walls of the
channel as possible to decrease their visibility and minimize obstruction of the channel. Bridges should
span the entire 100-year floodway.
E-35
E.20 BRIDGES
Bridge surfacing can vary dependent upon anticipated user needs (equestrians, bicyclists). Natural
materials and finishes are encouraged to best complement and blend with the surrounding environment.
Tread width and surfacing may vary dependent upon user(s) needs, particularly for equestrian use and / or
disabled access necessitating wider widths and better traction surfacing. A recycle rubber surface can be
used when heavy equestrian use is anticipated.
E.21 BOARDWALK CONCEPT SECTIONAL VIEW
Natural materials should be used to be compatible with the sensitive environment commonly associated
with the use of boardwalks. Railing should be used only when necessary to prevent trespass onto sensitive
or unsafe areas, otherwise a 4”x4” curb will suffice. Railings should be smooth. Stepping stones can also
be used for low-traffic, pedestrian only trails to cross stable areas in short stretches, typically no longer
than 25’.
Example of Bridge Design
E-36
E.22 TRAIL CULVERTS
Drainage crossings should be carefully designed to avoid the destructive effects upon the trail of
concentrated water flows. Culverts should be adequately sized to accommodate projected water volumes
and include native stone rock rip-rap headwalls / outfalls to protect the edges of the trail and downhill
land area. Under certain conditions an unimproved swale crossing (very low flows), concrete swale (w/in
built environment), stone paving (naturally rocky area, low use) and channelization (occasionally wet
areas) can be used in lieu of culverts. These treatments should only be used for pedestrian trails and
carefully consider the impact upon the surrounding wetland ecology.
Example of Boardwalk Concept
E-37
E.23 LOG WATER BAR
Rolling dips can be used in lieu of log water bars, particularly when mountain bicycle use is anticipated as
they divert water off of the trail with minimal affect on trail users. In both cases, installation must carefully
consider the cross slope of the trail and topography of the surrounding area. Rubber water bars can also
be used for high volume multiple use trails. See also the spacing specifications contained in Table E.6.
E-38
E.24 FENCE TYPES
Fences should be used sparingly throughout the system and only when providing a specific benefit to
adjoining private or environmentally sensitive lands. A segment-by-segment fence analysis should
accompany each project proposal. Fence design should directly relate to its intended function. Fences
should be supplemented with existing and / or new native landscaping. Small fence sections can be used
to prevent short-cutting or draw a user to a specific focal point. A low-lying single rail fence can be used
as a reminder for users to stay on the established trail. Long stretches of fencing should be avoided to
prevent narrow corridors and, where possible, be located on only one side of the trail. Fences should be
no closer than 5’ to the trail edge and a minimum width of 20’ provided when fences are on both sides of
the trail.
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E.25 BICYCLE RACKS
A wide variety of bicycle parking devices are available and acceptable. Bicycle racks should be designed to
adequately support and secure bicycles, be a minimum of 5’ in width (each) and be paved. Racks should
be located in easily accessible and safe locations in close proximity to the entrances of both commercial
and residential developments. A physical separation or barrier should be placed between bicycle parking
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facilities and automobile parking areas. An enclosed bicycle locker system can also be used for outside
longer-term bicycle parking.
E.26 INFORMATIONAL SIGNS
These signs are intended to be used both as trailhead markers and internally throughout the system.
When used as a trailhead marker (in lieu of an information kiosk), the sign should be constructed to a 5’-8’
height (dependent upon visibility) with either single or double supporting wood posts. Signs should be
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constructed of painted metal with a wood backing and finished with a consistent font, background color
and contrasting border color. Small signs should be 18”x24”, large signs 30”x42” (exterior dimensions,
excluding logo).
Smaller ‘bollard type’ information signs should be used within the system to provide distance, direction
and user information. They can also be used for small trailheads in lieu of either the post mounted or
kiosk signs. The 3” square information symbols provided within each of the two bollard type signs (12”
and 6” square shown) should be constructed of either carsonite or metal, recessed ½” deep and epoxyed
into place.
E.27 INFORMATION KIOSK
Kiosks should be placed at major trailhead locations (ie: those with parking) and occasionally throughout
the system to provides educational opportunities. They should be designed and constructed with natural
materials and colors to best complement the surrounding environment. Height and mass should be
minimized to that necessary to adequate convey the intended message or information.
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E.28 INTERPRETIVE SIGN
Signs educating trail users about environmental resources or historic place / events should be used often
throughout the system. Interpretive signs should be placed in close proximity to the area of the message
being conveyed, maintain an aesthetic backdrop and be anchored to the site with vertical elements such
as larger trees or rocks.
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E.29 TRAILHEAD WITHOUT PARKING
Trailheads without parking delineate an entrance into the trail network within areas of nearby public
parking or within residential subdivisions where parking areas are not necessary or would be incompatible
with the surrounding neighborhood. A user information area should be provided for any informational
signs or other supporting facilities, backed with native vegetation, rocks and fencing if necessary.
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E.30 TRAILHEADS WITH PARKING AREA
Parking areas should be visible from the adjoining roadway, but not a dominating or degrading aesthetic
feature. Sites should be chosen based upon their ability to accommodate a parking area considering its
size, topography, environmental sensitivity and proximity to surrounding land uses. Parking layout should
be organized in a logical and space-saving manner, varying in design from a simple roadside parking area
to a one-way looped parking area with diagonal parking dependent upon the anticipated demand.
Consideration for equestrian use, including trailer parking and maneuvering, should be made when
designing trailhead parking areas for trail segments accommodating equestrian use. Graveled or paved
parking areas provide superior snow removal and lessen impact to air quality and should be used in lieu
of a dirt surface for larger parking areas.
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APPENDIX F:
ON-STREET BIKEWAY PROPOSAL AND
EVALUATION PROCESS
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APPENDIX F: ON-STREET BIKEWAY PROPOSAL &
EVALUATION PROCESS
Most on-street bikeway projects, with the exception of Caltrans initiated projects on state highways, will
be initiated by the Town of Truckee. The town staff is responsible for implementing the on-street bikeway
proposal and evaluation process, involving a varying degree of public notification and environmental
review dependent upon the scope of the proposed on-street bikeway project.
Many on-street bikeway projects will entail only striping and/or signing of the existing roadway, a scope
of work not subject to the review requirements of the California Environmental Quality Act (CEQA) and
provided public notification and review as a component of the Master Plan public hearings, workshops
and advertisements. Simple signing and/or striping of the existing roadway to implement the Class II and
Class III bikeway contained within the Master Plan will involve no additional formal public notification.
Implementation of other Class II and Class III bikeways will necessitate road widening, intersection
improvements or drainage improvements warranting specific formal public notification and CEQA review.
An analysis of the potential environmental impacts associated with the specific on-street bikeway project
will be conducted by the town staff and, if not exempt from CEQA, the appropriate environmental
document prepared, noticed and circulated. The Town Council will be the decision body to approve,
disapprove or modify the project and make the final environmental determination. For projects involving
widening, street improvements or private property impacts, construction notice to all property owners
adjacent to the project roadway will be provided by door hangers and/or informational signage prior to
the start of construction.
For all on-street bikeway projects, the Town is committed to following a ‘good neighbor’ policy. On-street
bikeway projects involving physical impact to private property owner improvements will be personally
contacted by the town staff as these impacts are identified in the field. This contact is not only intended to
provide notice to property owners of upcoming roadway improvements, but also to open dialogue with
property owners about reasonably available solutions to limit impacts upon existing improvements. The
need for additional public notification will always be considered for every on-street bikeway project on a
case-by-case basis by the town staff.
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APPENDIX G:
TOWN COUNCIL RESOLUTION
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