2045 Quad Cities Long Range Transportation Plan, Chapter 5

Chapter 5 Table of Contents Growing Bicycle and Pedestrian Networks Background and Overview...... 167 Local Impact...... 169 Background and Overview Complete Streets...... 169 5Over the past two decades, bicycling’s growing Local Planning...... 170 popularity has led to its inclusion in local, state, and Multipurpose Trails and Bicycle Network...... 171 federal transportation planning initiatives. Beginning Construction and Development...... 173 with the Intermodal Surface Transportation Efficien- cy Act (ISTEA) in 1992 that started funding bicycle Map 5.1 – Existing and Proposed Bicycle Facilities and Greenways.....175 projects, the growth of bicycling as recreation and Map 5.2 – Bicycle Facility Counts...... 177 transportation has affected urban, suburban, and ru- Mobility Alternatives Today...... 178 ral areas in different ways. In each successive federal Pedestrians and Sidewalks...... 182 transportation bill, alternative forms of transportation have been funded at varying levels. Pedestri- Mobility Alternatives Tomorrow...... 183 ans and bicyclists have seen great progress in the Map 5.3 – Sidewalk Inventory...... 185 expansion of facilities, allowing for easier access to all kinds of destinations. • Improving internal support and commitment to Soon after Congress commissioned the National bicycling and walking Bicycling and Walking Study (NBWS) in 1991, it also passed ISTEA that made available billions of • Improving external awareness and support for dollars in transportation funds that could be used bicycling and walking for a range of transportation projects including In the two decades since the original NBWS was bicycling and walking improvements. The success of released, bicycling and walking issues have increas- ISTEA from 1992-1997 subsequently led Congress ingly become a part of the day-to-day activities of to pass the Transportation Equity Act of the 21st federal, state, and local transportation agencies in Century (TEA-21). During the five years of TEA-21, the United States. Progress has been made towards from 1998-2003, spending of federal transporta- the twin goals of the original study to increase use tion funds on bicycling and walking improvements while improving the safety of these two modes, nearly doubled that of ISTEA. In August 2005, the though they can be further developed to improve Safe, Accountable, Flexible, and Efficient Transporta- the whole system. tion Equity Act: A Legacy for Users (SAFETEA-LU) was signed into law and continued to fund alterna- However, recent increases in pedestrian and bicyclist tive transportation projects. This bill renewed and fatalities nationwide and their increasing share of expanded funding opportunities for multipurpose total traffic fatalities raise concern about the level of trails and pedestrian safety projects. Moving Ahead safety of these modes when interacting and sharing for Progress in the 21st Century (MAP-21), passed in road space with automobiles. In 2013, 4,735 pedes- 2012, consolidated many programs under SAFETEA- trians and 743 bicyclists were killed on roadways in LU into larger programs that must compete among the United States, representing 16.74% of all road- larger pools for funding. way fatalities. See Figure 5.1 for recent trends in fatalities among these two groups nationwide. In the During the process of developing the NBWS 10 Davenport, IA-IL Metropolitan Statistical Area, road Year Status Report in 2004, the U.S. Department traffic fatality rates among bicyclists and pedestrians of Transportation identified three areas deserving were 0.1 and 0.6 per 100,000 residents respectively.1 further attention:

• Better documentation of bicycle and walking 1 Source: U.S. DOT, Transportation and Health Tool, 2015. activity https://www.transportation.gov/transportation-health- tool

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Figure 5.1 – Percent of Total Fatalities Much of the ongoing and future spending on trans- Nationwide portation infrastructure should take into account 16% the need for multi-use corridors, especially as

14% approximately one-third of the population of the United States is unable to drive, according to Smart 12% Growth America. This proportion is expected to 10% increase over the coming years and decades as the 8% Baby Boom generation ages to the point where 6% driving alone is no longer a safe transportation op-

4% tion. AARP, the nation’s largest membership-based group representing people over 50 years of age, sup- 2% ports walkability through their Livable Communities 0% 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 program. Supporting the aging population to live

Pedestrian Bicyclist independently allows seniors to stay in their homes and community longer, leading to more fulfilling lives. Source: National Highway Traffic Safety Administration, 2015 According to AARP: In addition to the two overall goals of increasing use “It is important that the community and and safety for bicyclists and pedestrians, the NBWS workplace have features that promote identified three other high priority goals: physical independence and increase opportunities for community engagement as the • To increase the number of bicyclists and pedes- population ages. People of varying physical trians utilizing the transportation network abilities live more independent and meaning- • To improve and increase the connection among ful lives through innovative design and modi- bicycle, pedestrian, and transit systems fications, as well as technical advances. The physical design of workplaces, communities, • To allow people to bicycle safely, conveniently, and facilities greatly enhances individual and pleasurably within five miles of their home, independence, dignity, and choice. Acces- and to make streets and roads “bicycle friendly” sibility features, types of activities, facilities, and well-designed to accommodate both motor- housing, road design, walkability, transpor- ized and non-motorized transportation modes tation, and supportive services influence In 2014 and 2015, the U.S. DOT began an initiative whether a person can remain in the com- to promote bicycle and pedestrian safety called munity and for how long.” Safer People, Safer Streets. The goal of the initia- With more attention being paid on the health as- tive sought to address the safety aspects of these pects of transportation, the Department of Trans- two modes of transportation, which are overrep- portation has joined with the health community to resented in annual fatalities across the nation and promote bicycling and walking as a means of easily are a growing proportion of the total number of achievable exercise for individuals whose health is traffic fatalities. The U.S. DOT will issue a variety of threatened by weight and inactivity. According to new resources, research, and tools to help state and the Centers for Disease Control and Prevention local transportation professionals improve safety (CDC), the Robert Wood Johnson Foundation, and throughout the transportation network in years to the University of Wisconsin Population Health In- come. Among the data already being evaluated, the stitute, Scott County ranked 66th out of 99 counties proportion of minorities involved in fatal bicycle and in Iowa for “Health Behaviors,” factors that include pedestrian crashes is higher than their proportion data for adult obesity and physical inactivity.2 Rock of the general population. Further research will Island County ranked 27th out of 102 counties in explore why this is, and how to adequately resolve Illinois for the same health category. the issue.

2 Source: http://www.countyhealthrankings.org/

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In 2001, a partnership between the CDC, the Na- quality of life by promoting active lifestyles and tional Highway Traffic Safety Administration, and the improving health through physical activity while hav- Federal Highway Administration (FHWA) released ing positive effects on congestion and air quality by the National Strategies for Advancing Bicycle Safety encouraging a reduction in the usage of motorized – A Call to Action. The report stated five key goals transportation on streets and roadways. Increased that have seen progress since that time: recreational opportunities could help alleviate the obesity epidemic in the United States and in the • Motorists will share the road Quad Cities. Additionally, the types of commutes • Bicyclists will ride safely that people take affect their health. Researchers have found evidence that commuters who walked, • Bicyclists will wear helmets biked, or took public transportation reported positive psychological benefits in their lives and at work.3 • The legal system will support safe bicycling Economic benefits from a robust bicycle and pedes- • Roads and paths will safely accommodate bicy- trian network can be derived through a variety of clists ways. According to the Iowa Bicycle Coalition’s re- In 2009, the U.S. Departments of Housing and port Economic and Health Benefits of Bicycling in Iowa, Urban Development, Transportation, and the Envi- every year “the economic impact of recreational ronmental Protection Agency began an interagency cyclists’ spending generates $364.8 million in direct partnership called the Partnership for Sustainable and indirect impacts to the State of Iowa.” The eco- Communities to “improve access to affordable nomic benefits of bicycling in the Quad Cities region housing, increase transportation options, and lower also include long-distance touring cyclists travelling transportation costs while protecting the environ- on the two national trails, the Mississippi River Trail ment.” Pedestrian and bicycle promotion played a (MRT) and the American Discovery Trail (ADT). large part in this partnership, as these modes were Long-distance cyclists spend more money per seen as integral to the six Livability Principles set mile and normally travel away from the interstates, forth by the partnership. Efforts such as the Na- stopping in small towns along their route where tional Strategies and the Partnership for Sustainable their impact on local economies is larger than if Communities are innovations unforeseen at the they stopped with the majority of traffic along the time when the National Bicycling and Walking Study highway. Large cycling events, such as the Register’s was released in 1994. They are proving to be a Annual Great Bicycle Ride Across Iowa (RAGBRAI) crucial technique for improving walking and bicycling and the Quad Cities Criterium attract thousands conditions, as an interdisciplinary approach produc- of participants and spectators to the Quad Cities, es more comprehensive and lasting results. resulting in sizable economic effects on the local communities. And dozens of other races in the area, Local Impact from fundraising races to very large events such as the Quad Cities Marathon and the Bix 7, draw thou- One of the components to be considered in this sands of people to the Quad Cities every year. chapter is the impact of a bicycle and pedestrian network on communities. Alternative transportation networks affect communities in a positive way Complete Streets through improved public health via increased safety The concept of Complete Streets surfaced numer- and physical activity, more robust economies, and an ous times throughout the public input process for improved environment. Trail development, accessi- the creation of the Long Range Transportation Plan bility, and connectivity are integral factors in evaluat- (LRTP) and has remained a popular idea for numer- ing livability in communities. An integrated bicycle ous iterations of the LRTP. The Quad Cities Urban- and pedestrian network adds a desirable attribute 3 Source: Martin, A., Goryakin, Y., & Suhrcke, M. (2014). to the entire transportation network and quality Does active commuting improve psychological wellbe- of life for residents, and may attract new residents ing? Longitudinal evidence from eighteen waves of the and businesses to the community. They enrich the British Household Panel Survey.Preventive Medicine.

Page 169 Growing Bicycle and Pedestrian Networks ized Area Transportation Policy Committee adopted totaling over $25 million. In 2014, the city formed the Quad Cities MPO Complete Streets Policy on the Bettendorf Bicycle and Pedestrian Advisory October 28, 2008. It states: Committee (BBPAC). The group, which includes the city’s Bicycle and Pedestrian Coordinator, is made “Complete Streets” refers to public right- up of volunteers to enhance the usage of bicycle and of-way which is designed for safety and pedestrian facilities in Bettendorf and the Quad Cit- accessibility of multiple users, regardless of ies. The group also helped steer the completion of ability. As a standard practice in the Quad the city’s application to become a designated Bicycle Cities MPO, a balanced approach in design Friendly Community by the League of American and operation of the transportation system Bicyclists (LAB). In May 2014, the city received an within the public right-of-way will be taken honorable mention, making it the first community in as feasible, giving consideration to: the Quad Cities Area to receive such a designation, • Types of users of the transportation and in November 2015 was awarded the Bronze system, including pedestrians, bicyclists, designation from the LAB. Bettendorf is just one of transit users, motor vehicles and freight six communities in Iowa to be designated. interests in design and operation As a component of Davenport in Motion, the City of • Project surroundings in context with Davenport’s transportation plan, the Bicycle Master how and who will use the facility to Plan serves as the city’s guide to future bicycle de- determine what accommodations users sign and development. Completed in 2010, the plan will be provided identified over 50 projects, some requiring multiple phases to complete, to create a comprehensive and • Service levels for all users anticipated expansive system of trails, bicycle lanes, and shared by adopted comprehensive or system- streets. wide plans.” In East Moline, the Pathways Priorities Project (PPP) The State of Illinois, likewise, passed Complete prepared the East Moline Bikeways Plan in 2013 and Streets legislation in 2007. The Illinois Department was approved by city council in fall of that year. The of Transportation (ILDOT) published revised policies plan details the role East Moline plays in the re- on bicycles and pedestrians to incorporate Com- gional bikeway and trail network in the Quad Cities. plete Streets in 2010. The State of Iowa does not Among the recommendations are a mix of signage, have a comparable policy, but the Iowa Statewide Ur- bike lanes, sharrows (shared-lane markings), and sep- ban Design and Specifications (SUDAS) Manual (2015) arated trails. The plan also recommended the city offers suggested design standards for Complete pursue designation as a Bicycle Friendly Community Street design. The state is producing a bicycle and by the LAB. pedestrian plan, which may incorporate Complete Street language and elements. Refer to Map 3.8 for The Moline Alternative Transportation Team (MATT) the Quad Cities Complete Streets Network. prepared a plan that advocated, among other things, for a River-to-River bike/pedestrian corridor roughly Local Planning following the I-74 corridor from the Quad City International Airport to downtown. This corridor Each of the five large communities in the Metro- will begin to see improvements in coming years, as politan Planning Area (MPA) have undergone plan- the ILDOT and the city will install separated trail ning for alternative transportation and recreation along 27th Street east of South Park Mall. The devel- in regard to bicycles and pedestrians. The City of opment of the corridor will be a major long-term Bettendorf conducted its City Wide Trail/Corridor endeavor, but, when realized, will bring the Illinois Study in 2013 that identified 110 roadway segments Quad Cities one step closer to an urban loop that in 30 corridors in the city that corresponded to rec- will connect to the Mississippi River Trail, Grand Illi- ommendations for bicycle and pedestrian facilities. nois Trail and Kiwanis/Rock River Trail. The bikeways Combined, the report recommended improvements map from the plan was adopted by the city council

170 Page Growing Bicycle and Pedestrian Networks as an amendment to the city’s official comprehen- Bike Lane: “Bike lanes designate an exclu- sive plan. sive space for bicyclists through the use of pavement markings and signage. The bike In August 2009, Rock Island adopted its Bikeways lane is located adjacent to motor vehicle Plan to guide the development of bicycle infrastruc- travel lanes and flows in the same direction ture in the city. The priorities proposed by the plan as motor vehicle traffic.” (NACTO) offered the 31st Avenue corridor and the 17th/20th Street corridor as the backbone of the bikeway system. The plan also recommended the city pursue Bicycle Friendly Community designation and the completion of the 7th Avenue bike lane to the Moline boarder among other projects.

Multipurpose Trails and Bicycle Network Shared Use Path: “The term ‘shared use Public input received for this plan included many path’ means a multi-use trail or other path comments regarding bicycle facility and trail promo- physically separated from motorized vehicu- tion. Bike paths, or multipurpose trails, are popular lar traffic by an open space or barrier, either means of recreation and transportation. As with within a highway right-of-way or within an roadways, trails are classified in a hierarchical fash- independent right-of-way, and usable for ion. Numerous federal agencies and design guides, transportation purposes.” (FHWA) such as the American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities (2012), the National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide (2014), and the Iowa Statewide Urban Design and Specifications (SUDAS) Manual (2015), have sought to define various bicycle facilities. Below are summaries of the most com- mon treatments: The FHWA supports a flexible approach to bicycle and pedestrian facility design. This support often af- Shared Lane Markings (“Sharrows”): fects urban areas the most, but could have effects on “Road markings used to indicate a shared rural facilities as well. According to AASHTO, selec- lane environ- tion of a bicycle facility type is dependent on many ment for factors, including the ability of the intended user, bicycles and specific corridor conditions, and facility cost. The automobiles. intended user of a bicycle facility varies in regard to Among other rider age, skill, and desired level of comfort. benefits shared lane markings Most bicycle travel in the United States occurs on reinforce the streets and highways without bikeway designations. legitimacy of In some instances, a community’s existing street bicycle traffic on system may be fully adequate for efficient bicycle the street and travel, and signing or striping for bicycle use may recommend proper bicyclist positioning.” be unnecessary. In other cases, some streets and (NACTO) highways may be unsuitable for bicycle travel, and it would be inappropriate to encourage bicycle travel by designating the routes as bikeways. Finally, some routes may not be considered high bicycle demand

Page 171 Growing Bicycle and Pedestrian Networks corridors, and it would be inappropriate to designate them as bikeways regardless of roadway conditions (e.g., minor residential streets). Increasing amounts of research are focusing on the fiscal effects of bicycling in communities and states. Some rural highways are used by touring bicyclists As mentioned above, long distance bicycle riders for intercity and recreational travel. In most cases, stop more often and spend more money per mile such routes should only be designated as bikeways than motorized vehicular traffic, often while travel- where there is a need for enhanced continuity with ling through rural towns away from the interstate other bicycle routes. However, the development highways. According to a 2013 study and survey by and maintenance of a minimum 4-foot paved shoul- Trails for Illinois, which included the nearby Hen- der with 4-inch edge stripe can significantly improve nepin Canal State Trail, trail users spent an average the safety and convenience of bicyclists and motor- of $30.40 for all reported trail visit expenditures. ists along such routes.4 The survey indicated that 35% of respondents spent money in nearby restaurants and bars. Interregional In selecting the proper facility, an overriding concern trails attract visitors from nearby metropolitan areas is to assure that the proposed facility will not en- as well as tourists from farther afield. The Trails for courage or require bicyclists or motorists to oper- Illinois study found that the trails throughout the ate in a manner that is inconsistent with the rules of state attracted tourism spending and overnight stays the road. The needs of both motorists and bicyclists in nearby hotels. Tapping into this economic reality must be considered in selecting the appropriate is seen as an opportunity in the Quad Cities region. type of facility. In the next 30 years, other users of the multipur- There is no universal definition to adequately pose trail network will undoubtedly appear. The describe each and every multipurpose trail existing advent of devices such as electric bicycles, or E- today. For many communities, a multipurpose trail Bikes, is already an issue in considering trail usage, serves as a close-to-home linear park accommodat- as they have motors that assist in driving the vehicle. ing a range of users including walkers, bicyclists, jog- The authority for determining the types of allowable gers, cross-country skiers, roller and in-line skaters, uses on these transportation and recreation cor- people in wheelchairs, hikers, bird-watchers, persons ridors, as well as the enforcement of policies, is in with strollers, and anglers. Coupled with these rec- the hands of the communities or agencies that have reational uses is the functional role of virtually every jurisdiction over them. In 2013, the Bi-State Region- multipurpose trail. Whether used for a shortcut al Trails Committee passed a draft Quad City-wide to a local library or for a 20-mile bicycle commute Unified Trail Use Ordinance, which can be adopted into a major metropolitan area, these trails serve by individual communities, should they choose to do important transportation purposes. Because of so. This draft ordinance contains language that iden- their linear nature and previous or concurrent uses tifies trails within cities to be used only for “human- (i.e. abandoned rail corridors and utility easements), powered activities.” multipurpose trails connect places and amenities to- gether – neighborhoods to community and cultural A well-planned and integrated system of bicycle resources (libraries, schools, businesses, museums, and pedestrian infrastructure throughout the etc.), small towns to metropolitan areas, and city Quad Cities Area can supplement other alterna- centers to the countryside – naturally serving as tive transportation modes creating a more acces- transportation corridors. sible, accommodating, and balanced transportation

4 Chapter 12 of the Iowa Statewide Urban Design and Specifications (SUDAS) Manual (2015) outlines the state’s paved shoulders and rumble strip design elements.

172 Page Growing Bicycle and Pedestrian Networks network. For instance, all three fixed-route transit According to pedbikesafe.org, a website published systems in the urban Quad Cities include bike racks by the FHWA, the cost of bicycle and pedestrian on their buses. In the future, further infrastructure, improvements varies greatly from state to state. such as bike lockers and covered bike racks, may be Therefore, a 2013 report by the University of North incorporated into plans for transit hubs and transfer Carolina (UNC) Highway Safety Research Center points. The Quad Cities Area continues to plan for for the FHWA compiled a database of bicycle and and develop pedestrian and bicycle infrastructure pedestrian infrastructure improvements from 40 to provide transportation alternatives, commuting states to better understand their costs. Accord- options, and important connections between desti- ing to the study, the mean cost per mile of a paved nations. In addition, a robust alternative transpor- multi-use trail was $430,000 and $121,390 for an tation system can attract bicycle tourism that can unpaved trail, usually meant for mountain biking, hik- benefit local economies. The region has been host ing, or walking and not necessarily transportation. to RAGBRAI on multiple occasions, the most recent of which being in Davenport in 2015. Events such Bike lanes are another option for implementing as RAGBRAI and the annual Quad Cities Criterium alternative transportation infrastructure. Accord- attract tens of thousands of participants and specta- ing to the UNC study, bike lane striping costs tors, benefitting local businesses and the economy between $1,000 and $11,000 per mile. Demarcated of the whole Quad Cities. bike travel lanes are becoming more prominent in many areas across the country. Where little or no modification to the roadway is required, bike lanes Construction and Development could be a lower cost option to promote alternative The cost of new trail construction is difficult to transportation options in the Quad Cities. Com- generalize because of the many variables that are paratively, the cost of adding paved shoulders to a involved. Trail surface, width, location, timeframe, roadway can range from $100,000 to $350,000 per and needed structures such as bridges, signage, and mile for a five-to-six-foot-wide shoulder depending amenities all affect total construction cost. During on existing conditions. preliminary engineering phases of development, the optimal routing, trail classification, and materials for construction need to be determined.

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Mobility Alternatives Today Louisiana. The ADT is discussed further in this section. The GIT is a 500-mile loop in northern Following are general descriptions of trails and Illinois between Lake Michigan and the Mississip- bicycle facilities in the MPA that can be found on pi River. The trail in the MPA follows portions Map 5.1. Greenways are also depicted in Map 5.1 of the MRT and the Hennepin Canal State Trail. under two categories: active and passive. In the past, greenways have provided conceptual corridors for 2. Mississippi River Trail (MRT) – Iowa future trail development. Active greenways provide a wide range of opportunities for human use and The existing portion of the MRT on the Iowa activities, with varying degrees of access to the gen- side of the planning area extends 14 miles from eral public, and provide recreational functions for the Davenport-Buffalo boarder to the Betten- the public. Passive greenways provide limited use dorf-Riverdale boarder at Fenno Road. The and activities to the general public, with an emphasis hard-surfaced trail connects the downtowns on land and water conservation. Map 5.2 depicts of Davenport the average annual daily traffic (AADT) at locations and Bettendorf along area trails. with residential areas, historic 1. Mississippi River Trail (MRT)/Great River districts, riv- Trail (GRT) – Illinois erfront parks, and commer- The Great River Trail within the Illinois Quad cial and indus- Cities planning area is complete from the north- trial areas. The east edge of the MPA to Sunset Park in Rock Credit Island Island. A continuous, hard-surfaced multipur- Trail Bridge is a pose trail extends along the east banks of the major addi- Mississippi River from Rock Island to the Rock tion to the MRT, as it connects the island with Island County-Whiteside County line. This en- Concord Street. Once on Concord Street, the compasses approximately 30 miles of trail within trail follows the quiet riverfront road to the Rock Island County. The 60-mile trail extends Davenport-Buffalo boarder at Utah Street. to Savanna, Illinois, passing through numerous riverfront communities, county and state parks, The Iowa portion of the MRT in the planning and nature preserves. area is being developed at both ends of the existing trail. On the west end, the city of Buffalo The Great River Trail is widely used as an alter- is developing a connection to Davenport and native transportation link and for both active the Credit Island Trail Bridge to extend the MRT and passive recreational benefits. In addition, 4.6 miles to County Road Y-40. The extension the trail provides the community with connec- will include shared lane markings and separated tions to neighborhoods, commercial districts, trail. On the eastern end of the existing Iowa industrial areas, and recreational areas. The trail MRT, Riverdale has developed a separated trail parallels the Great River Road National Scenic on the north side of U.S. 67 from Bellingham Byway (Illinois 92 and Illinois 84) throughout the Street to Fenno Road. Riverdale has added a planning area. Park and Ride lot at the corner of Bellingham The Great River Trail is a part of three major Street and State Street to allow users from trail networks: the Grand Illinois Trail (GIT), farther away to utilize the trail as well. This new the American Discovery Trail (ADT), and the extension connects the community to Scott Mississippi River Trail (MRT). The MRT is being Community College. Planning and development planned and developed along both the east efforts will continue to extend the Iowa MRT and west banks of the Mississippi River from through the east side of Bettendorf, LeClaire, the headwaters at Lake Itasca, Minnesota to its and Princeton to the Scott-Clinton County line, delta at the Gulf of Mexico near New Orleans, and through Muscatine on the west.

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3. American Discovery Trail (ADT) and Riverdale. Beginning in Emeis Park in west Davenport, the trail runs 11 miles to Havens The ADT is a nationwide designated trail, Acres Park in Riverdale. The Duck Creek Park- stretching 6,800 miles from Delaware to Cali- way Trail links with the MRT via a short con- fornia. The northern route of the ADT enters nection on a quiet residential street, Kensington the Quad Cities area along the Hennepin Canal Street. Largely used for recreation, the trail also State Trail and runs through Colona, Carbon connects many different neighborhoods to com- Cliff, and East Moline before connecting to the mercial districts, schools, parks, and other major Illinois portion of the MRT. It crosses the Mis- transportation corridors as it runs through the sissippi River at Arsenal Island, over the crossing heart of the Iowa Quad Cities Area. Plans are that was constructed in 2005. From there, it underway to extend the trail via on-road routes follows the MRT on the Iowa side west through and paved shoulders from Wisconsin Avenue to Davenport and Buffalo. Approximately 184 us- Buffalo Avenue/Y-48, a distance of two miles. ers per day on average traverse the Rock Island Viaduct bicycle and pedestrian crossing onto 5. Rock River Trail/Kiwanis Trail Arsenal Island. During warmer weather months (March through October), that number increas- The Rock River Trail in the Illinois Quad Cities es to 262 users per day on average. currently extends from the mouth of the Rock River through Milan on a path shared with the With the Buffalo section of the ADT under Hennepin Canal State Trail. It crosses the Rock construction in 2016, the last remaining section River at Veteran’s Memorial Bridge at Carr’s to complete in the Quad Cities is between the Crossing (West Rock River Bridge) and joins Hennepin Canal Trail in Colona and the MRT the Kiwanis Trail in Moline. The four-mile trail in East Moline. This section would require a through Milan is made up of weathered asphalt crossing of the Rock River, potentially along the from the Rock Island Conservation Club to existing Route 84 bridge, before turning north U.S. 61, and resurfaced asphalt from U.S. 61 to and west to connect to the MRT. Regional Veteran’s Memorial Bridge at Carr’s Crossing. efforts are underway to promote the ADT in eastern Iowa from Cedar Falls to Davenport as The Kiwanis Trail in Moline is a 5.85-mile part of a heritage trail covering over 150 miles, trail route along the north shore of the Rock roughly coinciding with the Silos and Smoke- River. The trail extends from Veteran’s Memo- stacks National Heritage Area. Opportunities rial Bridge to 60th Street. Much of the trail is exist to promote cultural and heritage signage shared access utilizing low-volume city streets and interpretive kiosks to tell the story of the and township roads with some separated cor- diverse communities living in eastern Iowa and ridor sections mainly through riverfront parks. the Quad Cities Area. Plans are to extend the trail east from 60th Street up-river to connect into the GRT, ADT, In early 2016, the Quad Cities was named the and the Hennepin Canal State Parkway Trail in national headquarters of the American Discov- Colona, most likely via 38th Avenue and John ery Trail by means of a memorandum of under- Deere Parkway. standing between the Quad Cities Convention and Visitors Bureau and the American Discovery 6. Hennepin Canal State Parkway Trail Trail Society. Efforts are being made in Con- The Hennepin Canal State Parkway in Milan gress to include the ADT in the National Trails extends approximately 7 miles from the mouth System. of the Rock River on the west to Milan’s eastern corporate limits near Case Creek. The levee 4. Duck Creek Parkway Trail has approximately 4.4 miles of trail. The trail The Duck Creek Parkway Trail, a hard-surface, picks back up in Colona as a rough surfaced separated multiuse corridor, runs parallel to trail, where it then extends east 60 miles to Bu- Duck Creek through Davenport, Bettendorf, reau Junction, Illinois. The Hennepin Canal State

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Trail is a 104.5 mile linear park that spans five provide opportunities for rural bicycling. counties. Utilization of the trail is mainly recre- The path will also extend west in the future ational, but its connection to the Kiwanis Trail in to provide access for the neighborhoods on Moline provides for access to commercial areas either side of First Street. north of the Rock River. The Hennepin Canal 8. Crow Creek Trail State Parkway is registered as a historic site by the State of Illinois and has been allocated fund- The Crow Creek Trail is a 1.5-mile long trail ing for surface improvements along the towpath. through Crow Creek Park and connects to the There are plans to extend the trail west to the Devil’s Glen Road and Middle Road sidepaths. Mississippi River, enhance connections to vari- The multiuse trail is mainly for year-round rec- ous public access areas along the Hennepin Ca- reational purposes. The Crow Creek Greenway nal State Parkway, and expand the trail network Trail is planned to extend from the Mississippi south of the Rock River. Additionally, the City of River northwest to Field Sike Greenway, a dis- Colona and Friends of the Hennepin Canal have tance of approximately four miles. proposed a pilot program for boat tours on the Hennepin Canal. Friends of the Hennepin Canal 9. Sidepaths/Separated Trails has proposed to construct a boat if an opera- a. Bettendorf tor can be found for tours from Lock 29 at the i. Middle Road: Running from the Duck Rock River to the first culvert on the canal 1.3 Creek Trail at Parkway Drive to 53rd miles inland. Avenue, the nearly-four-mile-long Middle 7. Cody Trail Road sidepath virtually bisects the City of Bettendorf. The trail connects to The Cody Trail is named after “Buffalo” Bill the Duck Creek Trail, Devil’s Glen Road Cody and is a tour of rural Scott County. The sidepath, Tanglefoot Lane bike lanes and signed trail meanders through rural communi- sidepath, Crow Creek Trail, and the 53rd ties and passes the Cody Homestead south of Avenue sidepath. Plans are to continue McCausland to tell the story of Scott County the Middle Road sidepath north toward heritage. The majority of the 25.5-mile shared Forest Grove Road, where it will con- access trail is outside of the MPA, although por- nect to a new sidepath that serves the tions are located in Eldridge and LeClaire, which new Forest Grove Park and school in the are in the MPA. Most of the route is composed rapidly growing section of the city. of signed, rural roads. Notable exceptions are the segments listed below. ii. Devil’s Glen Road: This 4.5-mile sidepath intersects every other trail or sidepath a. First Street Path: The First Street Path within the City of Bettendorf, with the runs adjacent to First Street from Iowa exception of the MRT. Located mostly Street in Eldridge for three miles to Grove on the east side of the road, it turns off Road in Long Grove. This is a major compo- of Devil’s Glen Road to follow Belmont nent of the Cody Trail and the only portion Road for a half mile where it connects that is separated trail. The hard surface trail to the Middle Road sidepath, which links connects communities, schools, businesses, back up with Devil’s Glen Road. This neighborhoods, and parks. slight detour avoids the possibly dan- a. Lester Matzen Bike Path: Located along gerous and busy intersection of Devil’s LeClaire Road in Eldridge, this multiuse Glen Road and Middle Road. The path trail is approximately one mile long. Run- provides access to many businesses and ning from 1st Street to 16th Avenue, the path neighborhoods, in addition to major provides safe access under U.S. 61 and could parks such as Crow Creek Park and be extended in the future to utilize space Devil’s Glen Park. along the shoulders of E. LeClaire Road to

180 Page Growing Bicycle and Pedestrian Networks

iii. Tanglefoot Lane: From Utica Ridge Road connects the neighborhoods on the bluff to Middle Road, Tanglefoot Lane features with the Riverfront Trail at Marquette a separated sidepath along the north side Street as well as Centennial Park and of the street. There is also an on-road Veteran’s Memorial Park. bike lane along this 2.5-mile corridor. ii. Jersey Ridge Road: The Jersey Ridge The area adjacent to the route is mostly Road bike lane stretches approximately residential and includes Bettendorf High 1.2 miles from Kimberly Road to just School. north of the Locust Street underpass. iv. 53rd Avenue: The sidepath along 53rd The route intersects with the Duck Avenue, currently approximately one mile Creek Trail Parkway and runs through long along the north side of 53rd Avenue mostly residential neighborhoods and between Middle Road and Devil’s Glen passes Eisenhower Elementary School. Road, is planned to be extended both Plans include striping the entire length east and west in the future. Currently, of Jersey Ridge Road from 11th Street to it connects to the Middle Road sidepath Veteran’s Memorial Parkway. and the Devil’s Glen Road sidepath. c. East Moline b. Davenport i. Kennedy Drive: Kennedy Drive currently i. Veterans Memorial Parkway: The develop- has two segments of on-road bike lanes, ing corridor of Veterans Memorial Park- which partially make up the western way includes a sidepath on the south side portion of East Moline’s North-South of the roadway, currently stretching just Interconnect. The first travels up the under three miles from Tremont Avenue bluff from 18th Avenue to 30th Avenue, to Jersey Ridge Road. Plans for the Vet- approximately 0.8 miles. The second is eran’s Memorial Parkway sidepath include from 33rd Avenue to just south of Avenue extending it to the Bettendorf boarder, of the Cities, a distance of approximately where it will continue along Forest Grove a half mile. Road, and west to Hillandale Road. d. Moline 10. City Bike Lanes i. MRT: There is a short distance between th th a. Bettendorf the 17 Street cul-de-sac and 19 Street that is part of the MRT in downtown Mo- i. Tanglefoot Lane: In addition to the side- line. This portion of the MRT is planned path along Tanglefoot Lane, the roadway to change its alignment in coming years also features a five-foot striped bike lane to better fit with the new I-74 Bridge and along both sides of the street between bicycle/pedestrian connection to Betten- Utica Ridge Road and Middle Road, a dorf. distance of approximately 2.5 miles. The bike lanes appeal to a different kind of bi- e. Rock Island cyclist than the sidepath does. While the i. Seventh Avenue (Mill Street to 20th sidepath lends itself well to slower, less Street): This segment of on-road bicycle experienced riders, as well as walkers and facilities consists of approximately 1.2 joggers, the more experienced bicyclists miles of five-foot striped bike lanes along may use the on-road bicycle lane for both sides of 7th Avenue. Plans are to transportation means. extend the trail east to the city limits of b. Davenport Moline. th i. Marquette Street: This mile-long bike ii. Seventeenth Street (40 Avenue Court to st lane runs from Centennial Park on the 31 Avenue): There is approximately one riverfront up the bluff to 15th Street. It mile of shared access trail consisting of

Page 181 Growing Bicycle and Pedestrian Networks

five-foot striped bike lanes along the east one or both sides of the street. Map 5.3 shows the and west sides of 17th Street. The city availability of sidewalks on collector streets and plans to continue this trail to the north above. Areas that have been built in the last few connecting to downtown Rock Island decades do not uniformly have sidewalks. Gaps in along 20th Street. the sidewalk network, and closing these gaps, were noted in public input for the LRTP. Individual com- Pedestrians and Sidewalks munities are largely responsible for the construction Pedestrian safety is becoming more imperative and maintenance of their sidewalk networks. Most across the country as pedestrian fatalities on large communities in the Quad Cities Area require roadways increase. As the most vulnerable users of sidewalks to be included in new subdivisions at the the transportation system, pedestrians have often time of construction or final build-out. Following is been overlooked in the development of the existing a description of sidewalk policies and programs in transportation system. According to the FHWA and the five largest Quad Cities communities. pedbikesafe.org, the average walking trip is 0.7 miles. Bettendorf Dense, mixed-use developments attract an array of trip purposes, making walking an attractive trans- • Snow removal: It is the responsibility of the portation option. Barriers, such as major thorough- abutting property owner to promptly remove fares, rail corridors, and rivers, break up the pedes- snow, ice, and accumulations from the sidewalks trian network, making walking less attractive as a within 48 hours of the snowfall. mode of transportation in spite of the many benefits • Sidewalks are required to be constructed in that pedestrian networks provide. new subdivision upon build out of individual lots. The speed of passing vehicles is one factor in pe- Davenport destrian safety. Fast-moving vehicles pose a much larger threat to pedestrians than slow traffic. The • Sidewalk Repair Program: Allows for the city FHWA has found that pedestrians who are struck to pay for 50% of the repair costs on residen- by vehicles travelling 40 miles per hour (mph) have tial properties. The work must be performed an 85% chance of being killed. At 30 mph, those by the city contractor to be eligible for cost- odds are reduced to 45% and at 20 mph, the pe- sharing. destrian fatality rate is 5%. Planners and engineers can reduce the negative effects of fast-moving traffic • Snow removal: Property owners are respon- through traffic calming techniques such as reducing sible for clearing snow and ice within ten hours the number and widths of travel lanes, speed humps, of the cessation of the event, according to the speed tables, and increased landscaping. The FHWA Municipal Code. promotes the implementation of proven safety East Moline countermeasures to reduce pedestrian fatalities and injuries. Lane reductions, or “road diets,” pedestrian • Property owners are responsible for all neces- crossing islands or medians, and pedestrian hybrid sary maintenance of sidewalks, including snow crossing beacons are among the proven strategies removal within a reasonable time, usually 24 promoted by FHWA. hours. Sidewalks offer residents and visitors the most • The city requires all new subdivisions to install fundamental of transportation options. Ubiquitous sidewalks as they are constructed. in historic urban centers, sidewalks are used for a Moline variety of purposes including transportation, recreation, and commerce in the form of outdoor seating • Sidewalk Replacement Program: The city offers at restaurants and sidewalk stalls. Many older sec- 75% of the cost to repair a hazardous sidewalk, tions of the Quad Cities, including both residential as defined in the Code of Ordinances. and commercial areas, have adequate sidewalks on

182 Page Growing Bicycle and Pedestrian Networks

• Snow removal: Sidewalks must be cleared by the to Improve Community Health (PICH) grant will property owner within 12 hours of the snowfall see more plans written for area schools to promote or after sunrise if the event occurred overnight. lifelong health through walking and biking to school. Various schools around the Bi-State Region have • All new development, subdivisions included, installed radar speed signs that display a vehicle’s requires the installation of sidewalks on both speed in an effort to slow down traffic adjacent to sides of the street. It may be possible to delay school property. the installation of the sidewalk until adjacent construction is completed so that the sidewalk is not damaged during construction. Mobility Alternatives Tomorrow Input received from the public has indicated the Rock Island desire to expand the bicycle and pedestrian facili- • 50/50 program: The 50/50 Sidewalk and Curb ties in the Quad Cities MPA. Sidewalks, where none Program allows property owners to pay just exist, ought to be added to allow for the most 50% of the cost to replace existing sidewalks fundamental transportation and recreation option and curbs in the public right-of-way that have within neighborhoods. Inter-neighborhood con- deteriorated. This program is offered each year nectivity improves overall pedestrian access for all and will continue as long as sufficient funds members of the community. Gaps, where present, are available. In 2015, the city offered sidewalk should be filled in to provide continuous access for replacements free of charge to property owners users. Existing sidewalks must be maintained to an on a first-come-first-served basis until the fund adequate level to allow pedestrians to use them was expended. without obstructions. • Snow removal: Rock Island does not have a Maintenance, as with roadways, must remain a prior- sidewalk snow removal ordinance. ity for pedestrian and bicycle facilities. Indicative of the need for continued maintenance, the sole bridge • New sidewalks are required by subdivision regu- to Sylvan Island in Moline was closed in Spring 2013 lations, but the city may also consider a request due to its insufficient structural integrity. The City not to install. of Moline was awarded an Illinois Transportation The City of Eldridge, one of the fastest growing Enhancement Program (ITEP) grant in late 2013 to communities in the MPA, requires individual builders replace the bridge, but access to the island has been on each lot to install sidewalks as the lot is devel- severely curtailed through the planning, engineering, oped. Safe Routes to School (SRTS) was previously and construction phases of the project. The new a stand-alone federal transportation program that bridge is not expected to be built until at least 2017. offered funds for projects that improved the acces- Improved awareness of existing trail facilities in the sibility and safety of transportation corridors leading Quad Cities will be enhanced through the launch to schools. The stand-alone program was folded of a new website, QCTrails.org. As a component into the new Transportation Alternatives Program of the same PICH grant noted above, the website st (TAP) under Moving Ahead for Progress in the 21 will provide users with the background of individual Century (MAP-21). SRTS projects are still eligible trails and their connections and nearby amenities. for funding under TAP, but must compete with other Users will also be able to upload photos of and alternative transportation projects such as bicycle notes about individual trails by creating an account facility construction. Locally, a partnership between through the website. the Quad City Health Initiative, Trinity Medical Cen- ter, Bi-State Regional Commission, and others began Bicycle and multi-use facilities between neighbor- a grant-funded project through the Centers for hoods and commercial districts allow users with Disease Control and Prevention (CDC) to produce multiple purposes for riding or walking to utilize al- three SRTS plans for area elementary schools under ternative modes of transportation for their trip. The Year One of the grant. Year Two of the Partnerships proposed bicycle and pedestrian connection via the

Page 183 Growing Bicycle and Pedestrian Networks new I-74 Bridge between the downtowns of Moline Among the proposed facilities, in-town, regional, and and Bettendorf, for instance, will vastly improve national trail corridors, such as the River-to-River connectivity in the regional network and provide Corridor in Moline, the improved and expanded connections between residential neighborhoods, Rock River Trail, and the Eastern Iowa ADT corri- commercial dor, will increase the alternative transportation and districts, and recreation mobility options available to residents of both segments and visitors to the Quad Cities MPA. Table 5.1 lists of the MRT. the proposed multipurpose trail and bicycle facilities Maintenance in the MPA. Other corridors or facilities may be of alternative identified as planning and engineering for individual transportation routes progresses. In addition, planned construction facilities will on various routes provides opportunities to expand become increasingly important as they age to the the alternative transportation network, as it is less point where resurfacing or reconstruction may be expensive to take advantage of a roadway that is necessary. Approximately 280 miles of new bicycle already under construction, for purposes of the and pedestrian facilities have been identified in the development of alternative transportation facilities. Quad Cities MPA, vastly expanding on the existing Table 7.5 provides a fiscally-constrained cost esti- network of various alternative transportation and mate of the proposed facilities noted in Table 5.1. recreation facilities.

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Growing Bicycle and Pedestrian Networks

Table 5.1 – Proposed Non-Motorized Transportation Facilities

Approximate Short Term Long Term Partially Type of Trail/Corridor Name Location Description Distance (miles) (2016-2025) (2026-2045) Complete facility

Bettendorf (53rd Avenue to Spencer Middle Road 1.7 X Separated trail Creek) Bettendorf (53rd Avenue to Field Crow Creek Trail Sike Greenway & Middle Road to the 1.8 X Separated trail Mississippi River Trail) Bettendorf (Pigeon Creek Park to the Pigeon Creek Greenway Trail 0.75 X Recreational trail Mississippi River Trail) Bettendorf-Scott County (Middle Road to Spencer Creek Trail 2.6 X Recreational trail Utica Ridge Road) Bettendorf (Mississippi River Trail to 53rd 18th Street Trail 3.6 X Bike Lane Avenue) Bettendorf (Veterans Memorial Parkway Forest Grove Drive in Davenport to 35th Street S.W. and 9 X X Separated trail Wisconsin Avenue in LeClaire) Bettendorf (Middle Road to Criswell Hopewell Avenue 1.5 X Separated trail Street) Bettendorf-Davenport (Welcome Way to Belle Avenue, Utica Ridge Road to Devils 53rd Avenue/53rd Street 4.1 X Separated trail Glen Road, and Middle Road to Pigeon Creek) Bettendorf-Davenport-Scott County Utica Ridge Road (Duck Creek Parkway Trail north of the 5.9 X Separated trail Urban Planning Area) Davenport (US 61/West River Drive to On-street bike Utah Avenue 7.5 X I-80) lane On-street bike Wisconsin Avenue Davenport (Telegraph Road to I-80) 5.6 X lane Davenport (Kimberly Road to Silver On-street bike Fairmont Street 1 X Creek) lane Waverly Road/Fairmont Street Davenport (3rd Street to Kimberly Road) 2.8 X Shared lane Telegraph Road/Fejervary Park/ Davenport (3rd Street to Division Street) 1.1 X Shared lane Davies Street/14th Street Davenport (14th Street to Veterans On-street bike Marquette Street 4 X X Memorial Parkway) lane Davenport (4th Street to Central Park Gaines Street 1.6 X Shared lane Avenue) Davenport (East 35th Street to Kimberly Fair Avenue 0.5 X Shared lane Road) Davenport (Kimberly Road to 46th Northpark Mall Multi-use Path 0.6 X Separated trail Street) Iowa Street/High Street/Farnam Davenport (2nd Street to Duck Creek 2.4 X Shared lane Street Parkway Trail) On-street bike Bridge Avenue Davenport (River Drive to Garfield Park) 1.6 X lane Davenport (12th Street to Veterans On-street bike Eastern Avenue 4 X Memorial Parkway) lane Davenport (Kimberly Road to Veterans On-street bike Jersey Ridge Road 1.9 X Memorial Parkway) lane Davenport (Middle Road to Duck Creek Marlo Avenue/Duck Creek Park 0.5 X Shared lane Parkway Trail) Davenport (Marquette Street to John Fell Rockingham Road 2.75 X Shared lane Drive) Davenport (Telegraph Road to River On-street bike 3rd and 4th Street 5.3 X Drive) lane Davenport (3rd Street/Elmwood Avenue On-street bike Telegraph Road 2.9 X X to Utah Avenue) lane

Page 187 Growing Bicycle and Pedestrian Networks

Approximate Short Term Long Term Partially Type of Trail/Corridor Name Location Description Distance (miles) (2016-2025) (2026-2045) Complete facility

Davenport (Division Street to Washington On-street bike 14th – 15th Street Street and Marquette Street to Bridge 4 X lane Avenue) Davenport (Bridge Avenue to Kimberly Kirkwood Boulevard/Middle Road 0.8 X Shared lane Road) Davenport (Lincoln Avenue to Main On-street bike Lombard Street 1.9 X Street) lane On-street bike Central Park Avenue Davenport (Emeis Park to Bridge Avenue) 4.2 X lane Davenport (Fairmount Street to Elmore Bike lane; Shared 49th – 46th Streets 5.5 X Avenue) lane Davenport (Utah Avenue to Wyoming On-street bike 60th Street 1.6 X Avenue) lane Davenport (Eastern Avenue to Utica Separated trail; Veterans Memorial Parkway Ridge Road and Brady Street to 3.5 X X Bike lane Marquette Street) Davenport (Credit Island Park to Concord Street 2.2 X Shared lane Telegraph Road) Davenport (Central Park Avenue to Duck Kelling Street 0.5 X Shared lane Creek Parkway Trail) Davenport (Central Park Avenue to Duck Western Street 0.7 X Shared lane Creek Parkway Trail) Davenport (Division Street to Brady On-street bike 35th Street 1.7 X Street) lane Davenport (Hickory Grove Road to Hillandale Road Silver Creek and 53rd Street to Veterans 2 X Shared lane Memorial Parkway) Davenport (Northwest Boulevard to Ridgeview Drive 0.7 X Shared lane Division Street/Goose Creek) Davenport (Waverly Road to Central On-street bike Lincoln Avenue 1.4 X Park Avenue) lane Davenport (Waverly Road to Central Clark Street 1.2 X Shared lane Park Avenue) Davenport (Duck Creek Parkway Trail to On-street bike Pine Street 2.25 X Northwest Boulevard) lane Davenport (Locust Street to Hillandale On-street bike Hickory Grove Road 0.9 X Road) lane Davenport (Harrison Street to Ripley On-street bike Northwest Boulevard 0.6 X Street) lane Davenport (Slattery Park to Hoover Brown Street-Appomattox Road 1.8 X Shared lane Road/65th Street) Davenport (Northwest Boulevard to Ripley Street 0.9 X Shared lane north of 53rd Street) Forest Road/Lorton Avenue Davenport (Middle Road to 53rd Street) 2.7 X Shared lane Davenport (Veterans Memorial Parkway Elmore Avenue to Davenport City Limits at East 2.9 X Separated trail Kimberly) Davenport (Jersey Ridge Road to East East 32nd Street 0.8 X Shared lane Kimberly Road) Davenport (Bridge Avenue to Jersey Ridge East 12th Street 0.75 X Shared lane Road) Davenport (Bridge Avenue to Forest Rusholme Street-Elm Street 1.3 X Shared lane Road) Grand Avenue Davenport (6th Street to High Street) 1 X Shared lane Davenport (Iowa Street to Oneida 6th Street 0.6 X Shared lane Avenue) Davenport (53rd Street to Northwest Goose Creek Trail 2.6 X Recreational trail Boulevard)

188 Page Growing Bicycle and Pedestrian Networks

Approximate Short Term Long Term Partially Type of Trail/Corridor Name Location Description Distance (miles) (2016-2025) (2026-2045) Complete facility

Davenport (Farnam Street to Eastern On-street bike 29th Street 0.8 X Avenue) lane East Moline (7th Street to Kennedy Drive On-street bike West N-S Inter-Connect 2.8 X X to Kiwanis Trail) lane East Moline (Archer Drive Butterworth Separated trail; East N-S Inter-Connect 1.5 X X Park to 34th Avenue) Bike lane East Moline (Kennedy Drive to Archer On-street bike Crosstown Inter-Connect 1.5 X Drive) lane East Moline (Mississippi River Trail to Sugar Creek Trail 1.8 X Separated trail Jacobs Park) East Moline (Sugar Creek and around Jacobs Park Trail 1 X Recreational trail perimeter of Jacobs Park) East Moline (Kennedy Drive to 34th Wiman Park Trail Spur 1.4 X Recreational trail Avenue Moline through Wiman Park) Breezy Hollow Trail East Moline (7th Street to 13th Street) 0.7 X Separated trail Moline (19th and 27th Streets from the River-to River Corridor Trail Mississippi River Trail to the Rock River 3.7 X X Separated trail and Kiwanis Trail Proposed Bikeways/Trails Moline (Various Roadways/Greenways) 81.65 X X Various Rock Island (Ben Williamson Park at 44th Separated trail; Cross Town Connector Trail Street to Sunset Park and the GRT at 31st 4.6 X On-street bike Avenue) lane On-street bike 38th Street Trail Rock Island (31st Avenue to 7th Avenue) 2 X lane Rock Island (31st Avenue to 1st Avenue On-street bike 17th – 20th Street Trail and Blackhawk Road to 40th Avenue 2.3 X X lane Court) Rock Island (7th Avenue to 51st Avenue/ On-street bike 9th Street Trail 2.5 X Blackhawk Road) lane Rock Island (20th Street to Moline On-street bike 7th Avenue Trail 1.78 X border) lane Rock Island (21st - 20 ½ - 20th Avenues On-street bike Mid-City Cross Town Route 2.2 X from 9th Street to 38th Street) lane On-street bike Black Hawk Road Trail Rock Island (24th to 38th Street) 1 X lane Rock Island (14th Street West to On-street bike Ridgewood Road Trail 0.25 X Andalusia Road/State 92) lane East Moline-Silvis-Carbon Cliff-Colona American Discovery Trail/Grand (Mississippi River Trail to Hennepin Canal 9 X Separated trail Illinois Trail State Parkway Trail) Separated trail; Mississippi River Trail/American Buffalo (Utah Avenue in Davenport to 4.6 X Shared road; Bike Discovery Trail Scott-Muscatine County line) lane LeClaire-Princeton-Scott County (244th Mississippi River Trail Street up-river to Scott-Clinton County 11.2 X X Separated trail line) Milan-Rock Island County-Moline-Colona (Hennepin Canal State Parkway Trail in South Rock River Trail 12.8 X X X Separated trail Milan to Hennepin Canal State Parkway Trail in Colona)

Avenue of the Cities Shared Use Silvis (Hospital Road to 12th Street) 0.5 X Separated trail Path

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