Missing Links: Trail Development Strategies

Creating Trail Connections in the Circuit Trails Region Tri-State Transportation Campaign (TSTC) is an advocacy organization dedicated to reducing dependency on automobiles by improving the quality of public transportation, decreasing greenhouse gas emissions caused by transportation (which is the biggest contributor to greenhouse gas emissions), advocating for safer, greener, equitable street design in New Jersey, New York, and Connecticut. TSTC advances its mission by developing unique technical, data, and policy analysis that allows us to build trusted relationships with legislators, inform advocates and coalition partners, and advance our message in the media.

The Circuit Trails are a vast network of multi-purpose trails in the Greater Philadelphia area that will include more than 800 miles of ten-foot wide, paved trail once complete. The network spans four suburban counties in Pennsylvania (Bucks, Montgomery, Chester, Delaware) and four suburban counties in New Jersey (Mercer, Burlington, Camden, Gloucester). These trails provide a much needed connection between urban, suburban, and rural communities along green stretches that both provide vital transportation links as well as open spaces for recreation. The Circuit Trails can be used for walking, biking, horseback riding, roller blading, skateboarding, or just being outside. The trails are 8-80 friendly, most of which are completely off-road and paved, with a few urban exceptions, providing safe corridors to enjoy fresh air.

This report was written by Sonia Szczesna, South Jersey Program Manager, and was funded by a grant from the William Penn Foundation acknowledgements

Schuylkill River Development Corporation (SRDC) Bicycle Coalition of Greater Philadelphia Joseph R. Syrnick, PE, PLS, President & CEO Sarah Clark Stuart, Executive Director Heather Saeger, Marketing & Development Associate John Boyle, Research Director

Monmouth County Park System (MCPS) Lawrence Hopewell Trail (LHT) Andy North, Landscape Architect Becky Taylor, Co-President and Founder Paul Gleitz, Park Planner Eleanor V. Horne, Co-President

Friends of the Chester Creek Branch (FOCCB) D&R Greenway Land Trust P. John Paulson, Treasurer John (Jay) S. Watson, Jr., Vice President Barry Pinkowicz, President Delaware & Lehigh National Heritage Corridor Tri-State Transportation Campaign (TSTC) Elissa Garofalo, Executive Director Nick Sifuentes, Executive Director Janna Chernetz, Deputy Director Langan Engineering Dana Dobson, former South Jersey Coordinator Spencer Finch, PE, LEED-AP BD+C, Project Manager

Rails-to-Trails Conservancy (RTC) New Jersey Transit (NJT) Liz Sewell, Trail Development Manager Barbara T. Lazzaro, Government & Community Relations

New Jersey Conservation Foundation (NJCF) Pennsylvania Environmental Council (PEC) Tim Brill, Central Jersey Project Manager Patrick Starr, Executive Vice President Lizzie Hessek, Program Manager Delaware Valley Regional Planning Commission (DVRPC) Shawn Megill Legendre, Assistant Manager - Regional Trails Schuylkill River Greenways, National Heritage Area Program Elaine Schaefer, Executive Director Robert Folwell, Trails Project Manager

1 introduction

2 methodology

3 negotiating with railroads

9 working with utility companies

12 advocacy

25 community engagement

26 strategies for large projects

27 funding

29 conclusion table of contents introduction

• preserving open space and protecting local watersheds; • providing linear ecosystems for various species; • providing last mile transportation opportunities, safe routes to school, and commuting opportunities; • providing access to natural spaces within urban environments allowing for Schuylkill Banks River Trail | Photo by Laura Pedrick/AP education, birdwatching, ‘forest bathing’, and other benefits to being outdoors.

Trails are increasing in popularity • improving economic vitality of cities and These benefits, among others, are across the country, within cities as well as towns by linking nearby residents to reasons why these trail networks are being suburbs, as their benefits are being seen downtowns and local businesses1; seen developed across the country. From by planners, advocates, and residents. the early 1980s to now, the number of rail- Trail projects are important connections • enhancing the health of the local trails increased from miles in the hundreds for both transportation and recreation community by providing spaces for to the thousands. Trails come in a variety of opportunities. They often provide outdoor recreation (bicycling, walking, forms: rail-trails, shared paths, goat paths, transportation opportunities for the “last running, horseback riding, roller blading, etc. etc. The nature of these trails often vary 2 mile” of a commute, getting people to skateboarding, etc.) ; widely in design and process of development. and from transit, and also provide access • promoting local and regional tourism, The creation of them varying from informal to the nature and recreational spaces in bringing visitors to small towns along use of local residents, creating cow paths urban environments. These spaces are networks such as the East Coast where people often walk, or federally-funded often developed in underutilized areas Greenway and the Circuit Trails3; transportation projects. In order to gain a such as abandoned railway networks better understanding of the various ways trails or utility right-of-ways. Revitalizing and • increasing property values (some studies can be created in the Circuit Trails region, repurposing these spaces result in many have shown trails increasing property successful trail developers were interviewed other community benefits such as: values from 1-6.5%)4; about the most difficult trail connections they had to make.

1 methodology

This report delves into trail projects within the Delaware Valley Regional Planning Commission (DVRPC) region which includes all of the Circuit Trails as well as adjacent areas to explore a variety of approaches to the process of trail development. This report focuses on unique obstacles that can occur during trail development efforts and the various approaches advocates and trail developers have taken to overcome them. The bulk of this report was gathered from in-person interviews with trail champions and supplemented with reports, articles, and other resources to provide a glimpse of the variety of approaches available. Each trail has its own unique set of issues that can provide an opportunity for future trail creators to reference. The report generally focuses on a specific theme in each trail story to show a specific side of trail planning, but in some cases, multiple themes are discussed. Whenever possible, the report will try to give specific examples of agreements or documents that can be used as models. The Circuit Trails | circuittrails.org

2 Schuylkill River Trail with Train | circuittrails.org

Railroad rights-of-ways are often employee can be difficult. Before diving into some of the best locations for trails or the case studies, this section will review rails-with-trails as they are graded, linear some advice and information gathered from pathways. Effective communication with conversations with NJ Transit and other trail railroad companies is a crucial step to trail developers in the region. completion, so it is important to thoroughly research the area in question prior to Corridor Status meeting with railroad executives. Railroads The following are the statuses a railroad have a long legacy in the transportation corridor may have 5, 6: industry, but are currently experiencing low capacity for new projects. Because • Active Corridor: Any railroad which trains of this, a complete review of parcel data actively use, regardless of frequency. and publicly available railroad maps is suggested to ensure understanding of • Inactive Corridor: No operations occur on the corridor and surrounding land use. this railroad, but the railroad company still negotiating Knowing this in advance can help you has ownership over the corridor. develop a clear “ask” when going to • Abandoned Corridor: The railroad has with speak with the railroad. Because not ceased all operations on the rail and the many railroads have a department to Surface Transportation Board (STB) has railroads handle requests for things like trails and authorized the abandonment; this is a parks, getting the attention of the correct length process 3 • Railbanked Corridor: This process is used to dealing with users; while, freight The process of excessing requires often used in creating trails; it allows companies may be more difficult to approval from all of the railroad’s the corridor to have an alternative use communicate with. In all cases, it is internal departments: “banking” it for future railroad use if crucial to find someone internally who necessary. is sympathetic to your mission--whether it’s someone who is an avid cyclist, a • Capital Funding Liability community partner, or someone in the • Capital Planning For active corridors, there are times public relations office; knowing someone • Engineering when the right-of-way next to the rail within a company can be crucial to a • Environmental Services can be developed into a trail, allowing project’s success. If you can’t find anyone • Project Management internally, look for help from elected users to travel alongside the rail line; this • Light Rail Contract Services is known as a rail-with-trail. There are officials at local and county levels. models of successful projects throughout • Office of System Safety the country, but New Jersey only has few Excessing • Infrastructure Engineering currently in development. According to a Transportation agencies are riddled • Government Affairs 2013 Rails-to-Trails Conservancy study with checks, balances, and controls; • Planning on rail-trails, there has only been one an extensive checklist with a variety of • Police known case of a trail user incident on a divisions needs to be approved before • Property Development rail-with-trail and neither the trail manager anything can happen on the trail, so not the railroad were found liable for this it’s important to be both patient and incident.7 Nevertheless, railroads in active persistent--the process is often fairly slow. corridors, as well as less used ones, will be very concerned with safety and liability. Licensing a railroad to a county, however, most license agreements are The first approach to a railroad will municipality, or other agency/organization put forth by a governmental entity for almost always result in a “no”- be is called excessing. An official request for liability reasons. prepared to hear this response and don’t excessing must be filed by the responsible consider it a definite answer. party in order to begin the proceedings; Generally, excessing will have a this is usually done with the Real Estate deadline set by which all the departments Talking to the Railroad Company Division who will approve or deny the must return comments on the proposal. If this is a first contact with the request. So, if you want to build a trail Once all reviews have been submitted, railroad, consider the type of rail you will on an inactive rail corrdior owned by NJ they will be evaluated to determine be communicating with - passenger/light Transit, you would go to the Real Estate whether or not this project moves forward. rail, freight, etc. Passenger rail, such as Department to make a case for it: an If the departments see that the project NJ Transit, may be easier to reach out to official request must be made to start can be doable in certain conditions, the because they generally have an Office of the process. Nonprofits are technically process moves forward, however if it Government and Community Relations allowed to put forth this request, rejected by all the departments, then it the 4 request will be denied. is no need to have a design or funding source lined up. It is always worth starting At this point, a conditions letter will the conversation early because the entire be issued with details on conditions process is lengthy. The following are that would need to be met in order to examples trail segments that involved rail enter into a licensing agreement for a crossings or rail right-of-ways. specified period of time; this letter is also accompanied by some costs -- for The Schuylkill River Trail is a multi-use governmental entities it is often just a trail in Southeastern Pennsylvania that minor administrative cost. It sometimes is planned to be 130 miles in total, with happens that a rail will give every possible about ten miles currently existing in the condition to protect itself from future City of Philadelphia.8 While the creation liability or sometimes to discourage a of this trail could be the focus of an entire project from moving forward. Most of the report in itself, this chapter will highlight time, the trail projects must oblige and two important rail crossings that now allow Rails-to-Trails Conservancy is meet all of the conditions; however, try residents of Center City in Philadelphia a national nonprofit organization to get the reasoning for each condition in access to both the Schuylkill River Trail dedicated to developing trails from case there are other means to achieve the and the Park from the northwest corner former rail lines and has a multitude of same goals. of 25th and Locust Street as well as the toolkits and resources available online railroad crossing at 24th Street and Race for those interested in diving deeper State DOT Involvement Street. Both of these access points are at- into the subject of rail-trails and rail- If there are any at-grade crossings grade railroad crossings over CSX freight with-trails. over the tracks for this trail project, rail and were very contentious throughout NJDOT’s Railroad Engineering Division their planning and construction. The See: www.railstotrails.org must be contacted and they will convene campaign that was run to construct these a Diagnostic Team Meeting with all the two crossings was ultimately the catalyst relevant stakeholders. It is possible that which created the Circuit Trails network. other aspects of the trail proposal may trigger this sort of a meeting, but at-grade crossings will always require one. This meeting should result in a memorandum from the commissioner along with an issue of authorization provided there are no issues.

In order to start the conversation, there 5 Citizen Engagement: Schuylkill River Trail Crossings

to close the crossings, they got organized • First of all, the group reached out to creating a citizens’ action committee various city departments to get their 2011 | TIGER grant & called Free Schuylkill River Park. opinion on the matter (Parks, Law, City Funding | etc.); when the departments tried Locust Street & Race Street Tactics to remain neutral, members of the (At-Grade Rail) Crossings Free the Schuylkill River Park was organization told the departments that created just at the advent of online they should represent their residents organizing and launched a serious and keep the crossings open. Schuylkill River Park campaign to get their voices heard and • Asked every local organization (civic, In the early 1990s, an architect named keep street level access to the park and recreation, neighborhood, business, John Randolph began looking to build the trail open. The following are some of the etc.) for a resolution in support of the Schuylkill River Trail extension along the tactics they used: crossings. Schuylkill River, through Center City in Philadelphia. The project’s site ran between • Attended City Council meetings the river and a CSX-operated freight railroad. regularly. Even though the City owned the area where the park was going to be built, a 1979 • Invited members of City Council to contract with the rail stated that the City must come to the river to see what the build an effective barrier between the park situation was like. and the right of way if a park is constructed. • Using WiFi hot spots, organizers sat Thanks to a Transportation Enhancement (TE) by the river gathering email addresses grant, the City was able to begin construction of trail/park users to send petitions on the project in 2004. to the head of CSX, the Mayor of

Philadelphia, City Council members, Citizen Action etc. Once the park construction was nearing completion, local residents became interested • A live webcam was installed so that in the two access points that they had been park users could call and complain to using unofficially for years which had been CSX any time they say a freight train kept open as access points for construction blocking access to the park. vehicles. When the Streets Department informed the citizens that the rail intended 6 Citizen Engagement: Schuylkill River Trail Crossings

Breakthrough The citizens’ action committee was ramping up pressure on their elected officials as well as CSX when Mayor Streep of Philadelphia finally agreed to visit the park. This was a major breakthrough in the campaign because the Mayor directed the City’s Law Department to negotiate with CSX. Though cities and towns rarely have much power over railroad companies, parcel maps revelead that CSX had a switchbox on city property and therefore gave the city a leverage point to start their negotiations. These negotiations did not last long as CSX filed suit against the City of Philadelphia for breeching the 1979 contract and failing to build a barrier. Locust Street Crossing | shuylkillbanks.org Right to the River Free Schuylkill River Park hired an Thanks to the citizens’ involvement and crossings would need to be safe and expert in transportation law, Janin Bauer, their amicus brief, the judge told CSX and the City had to pay for an above-grade to file an amicus brief on the issue, not the City to settle nd that their case was crossing that could be utilized whenever knowing whether or not the city would never going to go to trial. It took another the two at-grade crossings were blocked or be prepared for the case. The case was two years to do so as the railroad tried closed for rennovations in addition to the built around the concept of the citizens’ everything in their power to shut down the gate crossing systems required for Locust right to the river and challenged the CSX’s crossings including contacting senators. and Race Street. The City received around ownership of the land in the area. The $600,000 in an earmark from Senator federal court hearing was January 5th, Settlement Spector to fund the crossing gate system, 2005 and had key players such as the In the end, the City and CSX signed but had to pay the $5 million for an above- City Council president present to show the an agreement in 2007, stating that the grade crossing. seriousness of the case. 7 Citizen Engagement: Schuylkill River Trail Crossings

With the crossings paid for and the above-grade one still in process, one of the lead organizers of the campaign, Lessons Learned Sarah Clark Stuart, partnered with the Pennsylvania Environmental Council (PEC) • Personal relationships are vital to a project’s success. to help Philadelphia sponsor a TIGER grant application that awareded $23 million to • Show the impact: the citizens were able to show how many people used the 26 different trail projects, including the path/park and how the crossings would impact their access. Schuylkill Banks boardwalk and the above- grade crossing. This grant was awarded • Citizens persistently brought up this issue to their elected officials because in 2010 and ultimately began the Circuit they have voting power over them, not the railroad company. Trails network.9 • The group tried to go through the process of getting the crossings by speaking to their elected officials before launching the campaign.

• One thing railroads like less than anything is getting bad press.

• Online organizing is a great tool to gain support for your issue/organization, but it needs to be supplemented with other organizing tactics!

8 Union Transportation Trail | monmouthcountyparks.com

While railroad easements are fairly common in trail development, partnerships with utility companies are slowing increasing in popularity. Electric utilities are excellent spaces for trails as they tend to run linearly, with power-lines that are above-ground and out of the way. Other utilities such as water, sewer, and natural gas are also great contenders for shared-use areas as they are buried underground. Sharing the use of these spaces are generally great ways of activating otherwise vacant areas as well as beautifying what may be considered unsightly to local residents.10 The following case study will describe an example of how a working trail project can be beneficial for both utilities and trail users, presenting new opportunities for trail networks. with utility companies

9 Shared Maintenance: The Union Transportation Trail

made it perfect for a trail. The trail was Building Relationships 2010 | 9 Miles built alongside the powerlines, running Developing a relationship with the Complete in Monmouth County through Upper Freeholder in Monmouth utility company took some time as well Extends to Mercer | Ocean | as luck. Similar to developing in railroad Burlington Counties right-of-ways, it is always helpful to have an advocate for your cause inside a company. In this case, a member of the county’s Friends of the Parks The plan for the Union Transportation organization happened to also be a Trail (UTT) dates back to Monmouth higher ranking official at JCP&L, making County’s Open Space Plan of the early them a sympathetic partner within the Union Transportation Trail | monmouthcountyparks.com 1990s, but the process of creating the organization. trail really didn’t begin until 1999 when the Monmouth County Parks System Timing & Political Will (MCPS) began having conversations with This contact informed the Monmouth Jersey Central Power & Light (JCP&L), a County Park Service that it may be a good utility company that operated power lines time to pursue a conversation with the on a former railroad right-of-way. These utility company about the trail. Thanks to conversations resulted in a mutually the willingness of the Monmouth County benefitical partnership which allowed Parks Director to approach JCP&L and MCPS create a trail for the community their contact at the company, they were while also improving access to the able to come up with an agreement to powerlines for JCP&L. Map of the UTT | monmouthcountyparks.com allow such a trail to be created.

Background County. The trail currently terminates once The easement agreement not only The UTT was once the Pemberton & it reaches Mercer and Ocean Counties; allowed the trail to be built, but it Hightstown Railroad (established in 1864) however, there are plans to extend the UTT protected it from changing political will which was later purchased by Jersey through both counties and into Burlington in the future -- a few years later, due to Central Power & Light for development County. This 9-mile stretch is used by conflict with other land uses in the area, of their powerlines. The linear nature of equestrians, hikers, walkers, joggers, the utility company was less favorable the railroad made it a perfect location and bicyclists, generally for recreational to the trail; however, development could for power lines and the railroad’s grading purposes. not be stopped because of the previously 10 Shared Maintenance: The Union Transportation Trail signed agreement. Finding this sort of sort of improving the grid for that area Collaboration political will is often the crux of such - not that that was our intention, but The county is also taking initiatives endeavors, one way to move ideas forward for JCP&L, we provide them with much to partner with bordering Ocean County is to show how the other side can benefit greater access to their infrastructure so to use federal transportation funding to from partnering with your organization. that they can make their repairs too. I build an underpass underneath Route mean, as far as I can tell, it’s been a win- 537 which would provide an essential link Mutually Beneficial win for both sides.” for continuing the Union Transportation In the agreement with JCP&L, the Trail. This project will be developed and utilities remain the property owners of Funding & Development managed by Monmouth County Parks, the right of way as well as all the bridges. Monmouth County Parks System is one but the maintenance will be taken over by Any improvements that the park system of the larger systems in the state of New Ocean County This unique use of federal wants to do to the area must be shown Jersey -- it owns over 17,155 acres in the transportation funding can be used by other to and approved of by the utility company county with 338 full-time staff, 331 part- counties working on a joint project and is a in a number of steps outlined in their time staff, and 1,225 volunteers11 . The great example of how bordering jurisdictions agreement, see the appendix for a copy size of the organization reflects Monmouth can work together. of the agreement. County’s priority for open spaces and recreational amenities and the county The Monmouth County Parks System open space taxes help support these is responsible for general maintenance of efforts. the area because of their trail. This has Lessons Learned proven to be a great asset to the utility Thanks to the open space tax, the • Think of unique ways your project company who now has better access to county was able to complete this project might benefit the landowner. their powerlines than ever before. As Andy using in-house funding with the help of a • Engage in partnerships to move North from the MCPS puts it: NJ Trails Grant which created a connector projects. spur to the trail. Because of the park • Sometimes projects require very “Our park manager says now, with the system’s capacity, it was able to see their specific political will - move as development of the trail, their [JCP&L] plans to fruition without many obstacles soon as possible when those repairs are so much faster. When that come with federal or state funding times are encountered. something happens, there used to be a sources. 3-5 day ordeal to get it fixed, now it gets fixed in a day. So you know, for us, we’re

11 It is often the case that advocates are behind various trail projects in one way or another, whether it’s the initial concept or gathering attention and support to keep the idea in the forefront of elected officials and planners. Advocates are not only those who work for nonprofits and established organizations dedicated to building trails or parks, but can be local residents with an interest in seeing changes within their community. Advocates may also be people who work within a company or an organization that are sympathetic to a trail plan.

These case studies, show various Trenton Wellness Loop Ribbon Cutting | circuittrails.org approaches to advocating for trail connections and the approaches vary project from changes in sentiment in the depending on the nature of the area and future! (See Chester Creek Trail for an issues involved. example). Here are some other things for • Talk to your local representative and get advocates to keep in mind while their help! developing trail networks: • Do a power analysis and figure out who • Build coalitions and partnerships. It’s makes the decision that you need made. always more powerful to come to the table with representatives of various • Make sure you’ve done all the research! communities when trying to develop a project.

• Go through the appropriate channels and processes. It may seem like a bureaucratic burden at times, but advocacy processes are in place for a reason and some of these may protect a

12 Continued Advocacy: The Benjamin Franklin Bridge

local support, the Coalition succeeded to shut down the bridge paths on both sides. 2019 in opening the paths on a limited basis It look six months of dedicated campaigning $8 million - 1.5 miles from 7 AM to 6 PM daily, but it wasn’t to open the walkways back up to the public; Ramp on Camden, NJ side of the long before another bridge maintenance though a London underground bombing project shut down the paths once again. prompted a similar response in 2005. Around Benjamin Franklin Bridge 2006, the paths on the bridge were opened During a painting project, the paths with enough regularity that the BCGP was able were opened on a limited basis and to push for improvements to them that went The Benjamin Franklin Bridge is an were relatively unpredictable, until local beyond the hours of operation.12 essential link in the Circuit Trails network, users and the BCGP jumped into action, connecting New Jersey and Pennsylvania ensuring that it was kept open. After Ramp Development across the Delaware River. This bridge is having successful access to the bridge The Bicycle Coalition of Greater often used by commuters going to and for some time, the attacks on 9/11 and a Philadelphia launched a huge campaign to from Camden and Philadelphia along report by a KYW reporter, which exposed change the stairs on the Camden side of the paths on the North and South sides. potential weaknesses in the bridge, cause bridge to a ramp, an idea that went back to Although these walkways have existed the Delaware River Port Authority (DRPA) the 70s, but had been pushed aside while since the bridge’s creation, they have issues of bridge closures kept the attention been shut down on numerous occasions of users and advocates. There has always and only thanks to the continued support been a ramp on the Philadelphia side of the of local advocates have been both opened bridge and the lack of one of the Camden side and improved, most notably an enhanced begged equity questions. ramp on the south side that is currently under construction, planned to be opened The ramp would replace the 25-feet of in Spring of 2019. stairs that made it very difficult for bicyclists to access the bridge and nearly impossible History for elderly, disabled, or people with strollers One of the Bicycle Coalition of Greater to walk it; many people coming from the Philadelphia’s (BCGP) earliest efforts Philadelphia side would turn around at the was to convince the Port Authority to steps rather than enter Camden, stunting the reopen these walkways in 1973 after growth of alternative transportation options. they had been closed during a 1950s bridge widening project. With widespread, John Boyle, Bicycle Coalition of Greater Philadelphia | Courier Post 13 Continued Advocacy: The Benjamin Franklin Bridge

Capital Plan Out of twelve bridges connecting the The Ben Franklin Bridge walkway shines A study of the bridge ramp’s feasibility state, seven are totally impossible to cross light on how continued advocacy can create was completed by DRPA engineers in without a vehicle.13 political will to develop and implement plans; the late 1990s-early 2000s, providing persistence is key, as many trail developers advocates with something concrete Parternships have noted in their work. The bridge is also and recent to point to for the project’s For this campaign, the Bicycle Coalition a unique example in showing the need for possibility. Because the study had been partnered with other local organizations continued advocacy in ensuring access for completed, their push was to get the ramp such as the Tri-State Transportation bicyclists and pedestrians. Trail projects, once into the long-range plan. The Coalition Campaign, New Jersey Conservation fully developed, are not often closed unless won their campaign by getting the project Foundation, and several Camden partners maintenance needs to be done; however, into the 5-Year Capital Program at the to build the ramp. They organized this connector is unique in its political ties Delaware River Port Authority in 2008; and received letters of support from and ability to restrict access. Work on the however, nothing can be taken for granted New Jersey Senators Lautenberg and Benjamin Franklin Bridge is not over yet; the in the advocacy world of trail building. Menendez (see the Appendix) to show next look will be at expanding its operating widespread support and the necessity of hours! In 2011, the bridge ramp was removed this bridge improvement. from the 5-year capital plan after political issues arose involving the use of toll This support convinved the DRPA to Lessons Learned revenues for economic development add the project back into their capital projects in the city of Camden. The plan. Design and planning moved forward • Persistence is key in advocacy DRPA did not see the bridge ramp as an and just one more hurdle of funding stood • Wide-reaching partnerships are essential, capital improvement project in the way of the project moving forward. vital to a project’s success and was determined not to fund any Finally, in February of 2018, the South • Getting political players on your non-essential projects. While it was walkway was closed to start construction side can be a game-changer considered a non-essential project, it was on the $8 million bicycle and pedestrian the advocates’ job to make the argument ramp, a huge win for the BCGP and cycling that it was. At the time, there were very community in Camden and Philadelphia14 few bridges from Pennsylvania to New . Part of the funding was a William Penn Jersey that permit bicycling or walking-- Foundation commitment to match funds, the Benjamin Franklin being the only one which showed the importance of the that a bicyclist can actually ride on, and project. the other four only available for foot traffic. 14

Public-Private Partnerships: The Lawrence Hopewell Trail

22+ miles | established in 2001 2.85 miles remaining | Lawrence & Hopewell Townships

The Lawrence Hopewell Trail (LHT) is a trail born out of the collaboration of employees from Bristol-Myers Squibb (BMS) and the Educational Testing Service (ETS) who were looking to get their communities working together. This 20+ mile trail through Lawrence and Hopewell, New Jersey is a model for private-public partnerships as well as a means for large corporations to give back to their Map of the Lawrence Hopewell Trail | lhttrail.org community and providing amenities for their employees. Townships, the County of Mercer, the NJ Green Acres Program, St. Lawrence The idea for the trail came from the State of New Jersey as well as the two Rehabilitation Center, Brandywine Realty desire to link the four campuses of these corporations - BMS and ETS. They have Trust, Stony Brook-Millstone Watershed two companies to facilitate movement also worked with a wide variety of local Association, Master Gardeners of Mercer between them. Many of the segments partners such as: the Delaware & Raritan County; and a number of bicycle clubs, are on private land, connected to each Greenway Land Trust, the Hopewell Valley recreational groups, environmental other by of public right-of-way. The Regional School District, the Hopewell organizations, and local residents15 . concept of this trail came into existence Valley YMCA, The Lawrenceville School, in 2001 and the Lawrence Hopewell Main Street Lawrenceville, the Lawrence Cast a Wide Net Trail incorporated as an official entity in Township Public Schools, NJ Department Eleanor V. Horne and Becky Taylor, Co- 2002. Since then, it has gathered the of Transportation (NJDOT), NJ Department Presidents of the LHT, credit clear goals, a support of the Lawrence and Hopewell of Environmental Protection (NJDEP), collaborative approach and a diverse coalition 15 Public-Private Partnerships: The Lawrence Hopewell Trail of stakeholders to their trail’s success. partisanship, remaining neutral on any by this and grow impatient. It’s a slow Approaching this task, they had no policies that were not directly related process”. experience with trail advocacy and began to the trail network. “I think one of the with just 3 anchor points around which cautions for people is not to make it Having the backing of the two of the they built the rest, piece by piece, figuring political. Because the moment you make largest employers in the county was a great out who the landowners were along the it partisan, half the time you’re going help as well. The trails on the company way. They got most of the heavy lifting to be on the right side and half the time campuses were seen as a means to help (dealing with utilities, railroads, etc.) done you’re going to be on the wrong side. employees get to work or as a place for by the two large companies they worked And so in one of the recent elections, them to take breaks throughout the day. for (BMS and ETS), the two towns, the we had a candidate for town council The development of the public trail on their county, the state DEP and/or the state in Lawrenceville - one of his platforms private land was unique to the Circuit Trail DOT, so their organization functioned more was ‘Complete the Trail!’. He was a network, the two spoke with leadership in like an advocacy organization moving Republican... In Hopewell, there was a both corporations to take on this initiative the concept forward among different Democrat running on the same thing and and so far it has proved to be a successful stakeholders. so it’s really important. I can’t underscore model as the trail is nearing completion the importance of staying out of partisan and looking to build spurs! Becky, Co-President of the LHT, politics, you kill yourself if you don’t do it.” stresses the importance of working with - Eleanor, Co-President of LHT. the political leaders of the region, “We couldn’t have done a thing without Part of remaining non-partisan Lessons Learned those two towns, we couldn’t have done was controlling the messaging of the a thing without the county. So, I think organization and its membership. • Align your organization with the aligning with the governmental entities Sometimes this was difficult as volunteers appropriate entities to make your that are in the are where you’re building, may get frustrated and want to act on trail happen in my mind, is crucial”. those frustrations through blog posts • Get a variety of support - from and op-eds that might aggravate council corporations to residents to local Remain Non-Partisan members. Eleanor pointed out that this council members In order to ensure that they were able is essential because, “When you’re in • Stay out of partisan politics to operate with such a close relationship the political arena, you need to be very • Strictly control your messaging to these governmental and regulatory careful. There are so many i’s that have to entities, the Lawrence Hopewell Trail be dotted and t’s that have to be crossed, maintained a strict policy of non- your volunteers become very frustrated 16 Overcoming Multiple Obstacles: The Chester Creek Trail

Time Line Breakthrough in ROW Access 2016 From incorporation of the FOCCB in The initial leasing of the right of way itself 2.8 miles - Phase I Complete 1997, the organization worked diligently took some work on the part of FOCCB--it’s to get the resources needed to complete success came down to personal relationships. Currently Expanding a feasibility study finished in 2002. After The trail was at the end of a long list of that, they secured the rights to the railroad priorities within SEPTA, but got bumped up in in 2005, finished engineering in 2009, priority due to the FOCCB’s sway on a Council and then got the final plans approved in Member who had a personal connection to The Chester Creek Trail was formerly 2014; construction of the trail occurred the area. part of the Pennsylvania Railroad, which from 2015-2016. after years of operation in Southern The Council Member was very interested Delaware County was taken out of Maintenance in seeing the trail plans go through, so when service and deeded to the Southeastern SEPTA initially leased the land to SEPTA wasn’t receptive to the organization, Pennsylvania Transportation Authority Delaware County who in turn subleased he took action by informing SEPTA the (SEPTA). In 1997, the Friends of the the land to Friends of the Chester Creek county’s funding towards the railroad may be Chester Creek Branch (FOCCB) founded Branch, Inc. for maintenance, but after withheld or reduced until they took the trail a separate nonprofit out of the Chester- the popularity of the trail grew, the Friends seriously. This successfully leveraged power Ridley-Crum Watersheds Association to of the Chester Creek Branch rescinded with the railroad and lead to a breakthrough take advantage of the opportunity and the contract and wrote a memorandum in negotiations. The FOCCB used a railroad focus solely on developing this railroad of understanding (which can be seen attorney skilled in Pennsylvania rail law to into a rail trail16 . in the appendix) for the county’s help develop a contract between the County of in maintaining the trail. The FOCCB Delaware and SEPTA, modeled off of ones The FOCCB encountered numerous initially took on the responsibility of the from Pittsburg. The contract is in the appendix obstacles in developing the 2.8 miles of project maintenance which allowed it to for reference and may be used to model trail which currently exists; the obstacles progress smoothly; however, the trail’s similar agreements. faced in developing this segment will overwhelming success made maintenance be described in this chapter include more difficult; however, this proved the Creating Connections pushback from residents, legal issues, trail’s value to the county and encouraged The Friends of the Chester Creek Branch is and conflicts with businesses. them to take on maintenance. a 501(c)3 funded through membership dues which allow them to operate the organization. Membership dues are approximately $15-

17 Overcoming Multiple Obstacles: The Chester Creek Trail

$25 per household (they have anywhere truck deliveries by offering to split the from 50-75 members at any given year) cost of moving utility polls. After the and they also sell memorial bricks owner refused to work with them, the and benches to raise money for trail group built the trail up against the operations and liability insurance. Using poles, but tried to maintain a positive these revenues as well as grants, the relationship by building their curbs organization was able to address the as ramps to allow trucks to pass over various obstacles that they faced in their trail. developing the Chester Creek Trail. These obstacles consisted of the following: • Increased Runoff - the owners of the local Lynville Farm were upset with the • Ownership Dispute - a local landowner increase in impervious surface that claimed to have ownership of the rail, would impact their farmland. It took showing a 1894 deed, but was refuted skilled negotiations to convince the thanks to the FOCCB legal team, farm to sign off on the project. They showing that ownership would only Chester Creek Trail | chestercreektrail.org succeeded in gaining their support be transferred if SEPTA did not use just hours before $0.5 million worth of any part of the trail. In cases where • Compromising with Neighbors - a design money needed to be approved. railroads that do go through the different group of neighbors opposed The state required the county to drive process of abandonment, ownership a parking lot that was proposed for the signed contract to Harrisburg will revert to the previous landowner the trail. The FOCCB accommodated to show that the negotiations had if there is record of its ownership. the neighbors by adjusting the size actually been successful. The FOCCB and location of the lot. Later then also were able to make this agreement • Glenloch Neighborhood Opposition built a berm with trees on top to block possible by staying positive, listening, - neighbors sued the FOCCB, the the view of the lot as requested by the and being open to negotiating with municipality, and the county for group. They are currently looking for various parties. approving trail plans; their case failed more parking to accommodate the because the trail developers went trail’s newfound popularity. Engineering through a complete land development Obtaining right of way can be a and zoning process which had multiple • Business Along the Trail - the FOCCB significant lift for trail advocates--requiring opportunities for public discourse. tried to accommodate a business negotiations, plenty of meetings, and along the trail which has frequent public support. Once right of way is 18 Overcoming Multiple Obstacles: The Chester Creek Trail

obtained, however, engineering and Map of the Chester Creek Trail | chestercreektrail.org costs can prove to be a challenge as well. For the Chester Creek Trail, the bids for construction of the trail came in significantly higher than estimated by their engineer. Part of the reason for this was bridge work and hydro engineering, not typical for most trail development.

In spite of the increased cost, the organization was not willing to compromise on the quality of the trail’s build. They argued against wooden planking on one of the trail’s bridges, driving up construction costs, but eliminating the need for labor and materials to regularly repair the planks. The FOCCB also ensured that structures along the river were built, rerouting the current to avoid erosion of the trail in the future. It may have delayed their trail’s construction by involving more parties and permitting from the Army Corps of Engineers, but obtaining funding Southern Extension for construction is often easier to come not follow the typical trail development by than funding for maintenance, so their process. The FOCCB started with the The southern extension of the trail goes long-term outlook ensured the trail’s “high-hanging fruit”, or the most difficult into Aston Township, an town that has maintenance costs were minimized. areas, rather than the ones that are the resisted the trail’s approach due to a council cheapest and easiest. member’s personal interests in parts of the Looking to the Future Now that the hardest piece has been proposed trail alignment. Noting the trail’s The part of the Chester Creek Trail that complete, the FOCCB are looking towards growing popularity, the FOCCB found it time has been constructed is in the middle of either ends of the trail in order to expand to pursue the extension’s approval. They its full length. In many ways, this trail did and complete the trail. gathered the local cross country teams and 19 Overcoming Multiple Obstacles: The Chester Creek Trail residents of all ages and background project because the township is going usage of this trail can help their case for to talk about how much they liked the to be building some walking paths that expansion and is a great tool for others existing trail and the benefits it would would allow their employees to take the looking to do the same. bring the local community at a Council train and walk up the hill to their facility. meeting. In addition, a local landowner is looking to sell property to the county to use for The Council decided to go into a private a trailhead and parking lot. This private Lessons Learned session to talk about the issue and support will likely make this extension • Use media attention, op-eds, rejected the proposal for the trail. move quickly into development. letters to the editors, etc. to Disappointed by the results, the residents promote your cause went to the Delaware County Times to talk Oftentimes, once a trail project starts • Always be willing to negotiate about the issue. The paper published an getting built, its popularity helps move it • Go through zoning and land article stating that the township had lost progress faster than the initial process development process to protect $450,000 of design money that would’ve because there is more visibility of it the trail plan been available. As a result, Delaware and the benefits are clearer. Aside from • Collect data on use of existing County decided to take on the planning segments directly connecting to the trail segments whenever and engineering work on behalf of the Middletown portion, other townships, possible to supposed your case township, which did not have the capacity including Chester, are building segments for expansion! to do so-- Aston’s trail would move in anticipation of the advancing trail. forward, despite the lack of the council’s initial support. Local news sources can be According to a survey that the Friends of very powerful tools in garnering support the Chester Creek Branch did on a spring for a project as in this case, the headline weekend, the Chester Creek Trail had “Show up. Be Persistent. Be Polite. caught the attention of the county’s 500 individuals using the trail within a Keep at it. Don’t take sides if you planners. two-hour time period; 40% of the people don’t have to. Try to get anybody surveyed came from a neighboring town to support you. Lots of community Northern Extension to enjoy the trail’s benefits. As the FOCCB involvement. Sooner or later, it finally To the north of the existing trail, Treasurer stated, “We’ve seen bikes, works.” there are engineering difficulties to be we’ve seen wheelchairs, we’ve seen overcome, but plans are in process to people speaking in sign language, FOCCB Treasurer, J. Paul Johnson connect to a nearby Wawa. The Wawa skateboarding, skates, a trike, I’ve cross is a great resource and supporter of the country skied it.” The data collected on 20 Engaging the community in a bicycle safety course | Sonia Szczesna

Trail planning projects have the ability visioning. Here are some areas to start outreach to positively impact neighborhoods and into a community: communities by creating opportunities for active living and providing communal • Local School Districts, Youth Programs spaces for public gathering. Trail development, when done with active • Business owners in the area community engagement, can also address the specific needs and issues • Local Residents or Area Based Groups, such the community has such as safety as Neighborhood Associations concerns, special needs, and more. Public partnerships with members of the • Communities of Interest, such as running community community is the key to creating a strong clubs or local tri-clubs project and gaining political support for it. • Faith-Based Groups, especially ones with Stakeholder groups from various parts strong civic engagement engagement of the community should be engaged throughout the project development • Racial, Ethnic and Cultural Groups phase and have an active role in decision making, developing solutions, and • Local Community and Volunteer Groups

21 Community Planning: 58th Street Greenway

National Wildlife Refuge. Although the when it came time for the Pennsylvania 2013 route through Delaware County was Environmental Council (PEC) to host their $3.5 million - 1.4 miles clear, there were many discussions about first public meeting, they were surprised Community Engagement Rail how the trail should connect through to find that the public was not interested Crossings| Ordinances Philadelphia. in hearing from them. Initial discussions Sharrows | Sidewalk Path involved statements like, “Why are you Originally slated to be along doing this to us? We don’t need this!” the Schuylkill River, the planners To the people of this neighborhood, The 58th Street Greenway links the acknowledged that a project along the trails were perceived as something that Cobbs Creek Trail and Bartram’s Garden river may take 20-30 years, so they was being developed for others, people through the Kingsessing neighborhood sought a faster and cheaper alternative outside of this community rather than for in southwestern Philadelphia. The trail to make the connection, running the the community, with the suspicion that was funded using various grants from alignment through a neighborhood in the project would seek to drive residents the federal Transportation Investment southwestern Philadelphia. The initial out of the area. PEC was surprised by the Generating Recovery (TIGER), the idea, conceived in the 1990s, was initial reaction: “I think that we realized... Pennsylvania Department of Conservation faced with push back, as stakeholders that the neighborhood might have some and Natural Resources (DCNR), the did not want the trail to pass through a concerns, but at the same time I could Claneil Foundation, and the William Penn neighborhood that was perceived to be say that my staff who were working on Foundation17 . The trail consists of on-and- crime-ridden and dangerous; however, the the project pretty much approached it off road segments and is host to some proponents of this alignment wanted to as like ‘who wouldn’t want a trail? why of the few areas in Philadelphia where bring the under-served community into the wouldn’t you want a trail?’ and were very bicycling on the sidewalk is permitted. conversation and convinced local officials surprised.” Noting these reactions, the Creating this trail required strong that this would be the most cost-effective PEC switched gears and met one-on-one community engagement, new legislation, alignment to provide the essential with members of the community to learn and innovative approaches to moving connection between the Cobb’s Creek about the neighborhood’s concerns. projects through the pipeline. Trail, Bartram’s Garden, and the Schuylkill

River Trail extension. Community Engagement Background Through conversations with community This trail segment started out as Neighborhood Push-Back leaders and residents, it became apparent a feasibility study intended to extend A few members of the community that what the community actually wanted the East Coast Greenway (ECG) from were involved in an advisory group was safer streets. Among the stakeholders Center City into Delaware County to the for the project in its early stages, but, were the residents of a large senior center Philadelphia Airport and the John Heinz 22 Community Planning: 58th Street Greenway

who had difficulty crossing the dangerous understood that this issue was far more invested in developing programming to roads and families with children that need complex than a simple inconvenience, so correspond with the construction and to get to school or the recreational center. they went back to redesign. opening of the project to bring the public Concerns of speeding vehicles, dangerous to the trail. Programs were planned along intersections, and poor lighting quickly Redesigning with the Community the proposed segment to start bringing became the topic of conversation and To address safety concerns and people to the area even before the the organizers at PEC were able to adapt incorporate them into the trail design, the completion of the project. plans to meet the community’s need. team made traffic calming adjustments such as bump-outs, countdown timers, Grant funding was used to For example, the initial plans for the and pedestrian-oriented lighting to the accommodate a Neighborhood Bike 58th Street Greenway were to remove a trail plan that would help alleviate street Works, which operated in a facility lane of parking in order to accommodate safety issues. Most significantly, they adjacent to the trail, had resources to the trail on the road, but the community found an innovative way to create the host their build-a-bike program, lead rides, strongly opposed this idea. Communities trail without removing any parking, by and other activities along the future trail often object to a loss of parking, but after widening the sidewalk and making a side segment. Along with that, there were a a parking study was done, it was found path. Philadelphia ordinances generally series of weekend activities that included that there were plenty of spaces in the prohibit bicycling on sidewalks, but with things such a Zumba, stretching, and a neighborhood even with the lanes that some innovative thinking and the help variety of games designed to get people would be removed. of the Mayor’s Office of Transportation excited and thinking about how to use the and Utilities, the team created a new trail. The trail designers went back to permitting procedure that would allow side the community to dive deeper into paths to be developed throughout the City, Other Hurdles their parking issues. Through follow- the application for this permit is available The 58th Street Greenway’s setting in a up conversations, they found out that at philadelphiastreets.com. With these dense, urban environment also required majority of the community consisted adjustments, developers noticed a change bridge and rail crossings which required of women, many among them single- in the perception of the trail project among careful navigation and creative thinking. mothers, who worked odd hours as the community. Instead of rebuilding infrastructure, the nurses and security and therefore engineers on the project worked with what wanted to be able to park directly Programming was available. “We were trying to find in front of their homes due to safety Though the planning process took shortcuts… we’re trying to find ways to concerns, rather than elsewhere in about 9 months to a year after the initial move projects quickly and not get stuck the neighborhood. The trail planners meetings, a significant effort was also in a 10-year rut like a lot of projects do,” 23 Community Planning: 58th Street Greenway

58th Street Greenway Ribbon Cutting | planphilly.com

Spencer Finch of Langan Engineering who was involved with the project at the time. Lessons Learned

• Partnering with the community Instead of widening a bridge over throughout the planning process Amtrak rail which would require significant ensures that the project benefits funding and negotiations with the railroad everyone company, the engineers found that if the • Sometimes the best option is roadways were reconfigured, a contraflow one that will take the longest, bike lane could be added to one side of finding comparable alternatives the road, while still allowing for two travel can be key to getting results lanes of appropriate width. • Programming is a great way to activate a new space

24 Carbon County Pedestrian Bridge | D&L National Heritage Corridor When dealing with large projects such how pedestrian crossings are approached as the Delaware & Lehigh Trail or the in the rest of the trail and celebrated a Schuylkill River Greenways, both National huge victory, getting people excited about Heritage Areas (NHA) with over 100 their trail. See the appendix for a full miles in trails, it is important to identify information sheet on the bridge. the segments that will help move the project forward. Projects such as these • Another situation where it’s worth often go for “low hanging fruit” to start going after difficult segments first is the process because once a trail starts when dealing with rail or another large, getting constructed, it is easier to keep bureaucratic corporation. The D&L Trail the enthusiasm and momentum on the recently approached a freight company project. As a general rule of thumb, these to discuss acquisition of right of way. The large projects do best getting whatever rail informed them that they will be able to mileage they can; however, there are some address the trail’s concerns in five years strategies instances where it is useful to go for the time. With these projects, sometimes more difficult segments first. there is not other choice, but to move onto another segment. for • One example of this is the Carbon County Pedestrian Bridge on the D&L • The Schuylkill River Greenways is also large Trail. This project took twenty-five years looking to maximize on their positive to come to fruition, but it connected relationships and working on trail projects an essential segment of the trail where the municipalities are receptive. In projects through Luzerne, Carbon, and Lehigh. some cases where a landowner remains By tackling this project, the Delaware unchanged for years, it may be worth re- and Lehigh Trail set a precedent for routing sections to avoid an area. 25 This document is meant to serve as a reference for new regional trail projects in the tri-state area. These case studies show various approaches to tackling difficult connections or trail projects throughout the Circuit Trail region. Acquiring land or leasing it always comes with concerns, questions, and some push-back, but community involvement can often mobilize the political will needed to move a project conclusion forward. All trail projects will vary and there is truly no “one size fits all” solution to the process, but these hope to give an idea of other’s tactics.

26 Pencoyd Bridge, Manayunk | bicyclecoalition.org

The following are major funding sources that can be used for trail development in the state of New Jersey. These funds have been used for design, acquisition, and construction for various trail projects in the Circuit Trails network. Although these are focused in New Jersey, many states have comparable programs, especially in regard to the federally sourced ones. Counties and municipalities are eligible for all of these funding sources, but school districts, non-profits, private firms, and others are only eligible for specific ones and generally should be aligned with the local government to apply for them. This summary is meant to be used as a starting reference to explore the topic of trail funding, but is by no means an exhaustive list. Private funding sources such as foundations, local businesses, banks, and funding corporations as well as health organizations are a few sources to explore beyond government resources.

27 Transportation Alternatives Set Aside (TASA) NJDOT Local Bicycle/Pedestrian Planning • Construction | Design & Construction Assistance Program (LBPPAP) • Maximum Award: $1M • Planning Only • Minimum Award: $250,000 • Application process administered by NJDOT - • Local Cost Share: None Office of Bicycle & Pedestrian Programs • Federal funding, application administered by NJDOT • Projects Cost Share: None • Funds provided as cost reimbursements • Payments are sent to matched consultants

Safe Routes to School (SRTS) Transportation and Community Development • Construction only Initiative (TCDI) • Maximum Award: $1M • Planning Only • Minimum Award: $250,000 • Maximum Award: $100,000 - $175,000 • Local Cost Share: None • Minimum Award: $25,000 • Federal funding, application administered by NJDOT • Local Cost Share: 20% • Funds provided as cost reimbursements • Federal funding, application administered by DVRPC • Funds provided as cost reimbursements

Congestion Mitigation & Air Quality (CMAQ) Regional Trails Program (DVRPC) • Construction only • Acquisition | Planning | Design, | Construction • Minimum Award: $250,000 • Maximum Award: $300,000 - $500,000 • Local Cost Share: None • Local Cost Share: Varies by project • Federal funding, application administered by local MPOs • Federal funding, application administered by DVRPC • Funds provided as cost reimbursements • Funds provided as cost reimbursements

Bikeway Grant Program Regional Trails Program • Construction only; Design/Acquisition available for Urban • Construction | Repair | Equipment Aid communities or Depressed Rural Centers • Maximum Award: $24,000 • Local Cost Share: None • Local Cost Share: 20% • State funding • Federal funding, application administered by NJDEP • Funds provided as cost reimbursements • Funds provided as cost reimbursements • As of 2015, grant is being restructured

28 58th Street Greenway Sharrows | Bicycle Coalition of Greater Philadelphia blog

appendix The documents in the appendix were generously provided by the various trail organizations that were interviewed for this project. They are meant to serve as models for future agreements and contracts; however, it is likely that each individual trail project will need to modify their agreements based on specific conditions relevant to your area.

29 jcp&l easement jcp&l easement jcp&l easement sublease to FOCCB FOCCB easement agreement FOCCB easement agreement memorandum of agreement memorandum of agreement d&l trail bridge info sheet endnotes 1 From Trail Towns to TrOD: Trails and Economic Development (Rep.). (2007, August). Retrieved https://www.railstotrails.org/resourcehandler. ashx?id=4620

2 Lawson, M. (2016, April). Measuring Trail Benefits: Public Health (Rep.). Retrieved https://headwaterseconomics.org/wp-content/uploads/ trails-library-public-health-overview.pdf 3 Flusche, D. (2012, July). Bicycling Means Business: The Economic Benefits of Bicycle Infrastructure (Rep.). Retrieved https://www.bikeleague. org/sites/default/files/Bicycling_and_the_Economy-Econ_Impact_Studies_web.pdf

4 Bergerson, T. (2008). Benefits of Trails & Greenways (Rep.). Retrieved https://www.cdlandtrust.org/sites/default/files/publications/Benefits of Trails-NPS.pdf 5 Elton, W. (n.d.). Getting on Track: Working with Railroads to Build Trails in New York State (Rep.). Retrieved https://parks.ny.gov/recreation/ trails/documents/GettingOnTrackWorkingWithRailroads.pdf 6 Corridor Research (Issue brief). (n.d.). Retrieved https://www.railstotrails.org/build-trails/trail-building-toolbox/acquisition/corridor-re- search/ 7 Pack, K., & Tomes, P. (2013, September). America’s Rails-with-Trails: A Resource for Planners, Agencies and Advocates on Trails Along Active Railroad Corrdiors (Rep.). Retrieved https://www.railstotrails.org/resourcehandler.ashx?id=2982 8 Philly’s portion of the $23 million TIGER grant. (2010, February 18). Bicycle Coalition of Greater Philadelphia Blog. Retrieved from http:// blog.bicyclecoalition.org/2010/02/phillys-portion-of-23-million-tiger.html 9 10 11 Monmouth, C. O. (n.d.). Monmouth County Park System. Retrieved from https://www.monmouthcountyparks.com/page.aspx?id=2768 Schuylkill River Trail – Schuylkill River Trail. (2018). Retrieved from https://schuylkillrivertrail.com/

Rails-to-Trails Conservancy. (n.d.). Utilities. Retrieved from https://www.railstotrails.org/build-trails/trail-building-toolbox/basics/utilities/ 12 Boyle, J. (2018, February 21). Ben Franklin Bridge South Walkway Stairs Closing: How We Got Here. Retrieved from https://bicyclecoalition. org/say-goodbye-south-walkway-stairs/ 13 Most bridges from Philly to N.J. not so bike-friendly. (2013, June 28). Retrieved from https://whyy.org/articles/to-cross-the-delaware-most- bridges-not-bike-friendly/ 14 Corporate Communications. (n.d.). Retrieved from http://drpa.org/news/news.asp?param=2#=7626 15 History. (n.d.). Retrieved from https://lhtrail.org/about-the-lht/history/ 16 History. (n.d.). Retrieved from http://www.chestercreektrail.org/?page_id=20

17 East Coast Greenway: 58th Street Greenway. (2017, December 20). Retrieved from https://circuittrails.org/find-trails/east-coast-greenway- 58th-street-greenway