3 POLICIES & IMPLEMENTATION General Practices Trail Types Project Coordination Trail Amenities Funding 51
POLICIES & IMPLEMENTATION GENERAL PRACTICES In the realm of bicycle and pedestrian planning and design, best practices are still evolving as further research is pursued and lessons are learned from implemented facilities across the nation. The focus of this section is to provide a general framework for implementation of future multiuse trails in Forsyth County, with the goal of creating safer and more comfortable spaces for users of all ages, abilities, and backgrounds. Practices Buffered Multiuse Trails Supported by feedback from the public open house, the basic consensus on multiuse trail design maintains that the greatest comfort, safety, and flexibility is achieved by utilizing a facility that separates bicyclists and pedestrians from vehicular traffic, particularly on roadways with higher speeds and greater traffic volumes. These facilities, defined in this plan as buffered multiuse trails, exist primarily in the side path trail typology, but also on occasion when a greenway trail follows a roadway for a brief or extended portion of its alignment. Buffered multiuse trails are being successfully installed throughout the nation, specifically in various regions throughout Georgia. Local examples with similar conditions to the North Subarea employ a wide array of buffering methodologies, including landscape strips, vertical plantings of varying heights, grade separation, drainage swales, and fencing. These measures can be implemented as a part of trail system design and build-out, but are particularly timely to consider during routine roadway repaving projects or roadway capacity improvements — when they can be realized at a reduced total project cost. Examples of Buffered Multiuse Trails South River Trail, Atlanta, GA Dragonfly Trail, Columbus, GA 30A, FL (Seaside to Rosemary Beach) 52
Protected Intersections POLICIES & IMPLEMENTATION Another method appropriate at more densely developed intersections and at commercial nodes are protected intersections. These have proven to be an effective tool applied to enhance safety for cyclists and pedestrians at intersections and crossings. The aim of this method is to encourage slower turning movements and maintain clearer sight lines for vehicles. This can be achieved through a variety of interventions, including painted striping, vertical flex posts or bollards, planters, or bulb-out curbs. Examples of Protected Intersections Davis, CA San Francisco, CA San Francisco, CA Greenway Trails The term “greenway trail” or “greenway system” has become increasingly common in the greater Atlanta region as the area is experiencing growing levels of investment in these community assets. A greenway is essentially a continuous strip of land consisting of a trail surface and buffer on either side. The trail surface can be either hard or soft surface. A natural buffer on either side maintains trail visibility and allows access for trail maintenance. Greenway trails are commonly located in unused or underutilized land including utility easements, flood plain, or railroad corridors that have been phased out of use. Benefits of these trails include providing safer recreational areas for healthy living, boosting the local economy and community identity, improving air and water quality, and protecting lands along environmentally sensitive features, culturally rich sites, and historically valuable areas. Examples of Greenway Trails Arabia Mountain, Atlanta, GA Greenbelt, Carrollton, GA Nancy Creek Trail, Brookhaven, GA 53
POLICIES & IMPLEMENTATION TRAIL TYPES This plan proposes two different types of trail facilities—side path trails and greenway trails. The following pages include general details about these two trails types including purpose, location, surface material, width, buffer, and vegetation. Side Path Trails These facilities exist primarily within public right-of-ways and are intended to foster connectivity, encourage healthy activity, and provide alternative transportation options for pedestrians and bicyclists. Side path trails are major connectors throughout the Subarea, building a framework for spur trails and neighborhood connections to tie into the larger system. On occasion, when a greenway trail follows a roadway for a portion of its alignment, it will assume the side path trail design type characteristics. 2 1 / ’ 2 12’ 2 1/2’ 12’ *Graphics are intended to be illustrative in nature and are not finalized trail designs. These concepts show one potential option for the future trail and incorporate the types of investments that are consistent with the goals of this plan. 54
STANDARDS Hard-surface concrete or asphalt, including centerline striping POLICIES & IMPLEMENTATION Surfaces 10- to 12-foot minimum Width 10- to 20-foot on side adjacent to roadway, predicated upon roadway speeds and volumes*; 4- to 6-foot on side adjacent to other property Buffer Buffer to include vertical elements/amenities whenever possible (native plants, ornamental grasses and shrubs, understory tree species) Vegetation *10- to 20-foot along major roadways (state highways) and 4- to 6-foot along local, minor roadways. 10 to 12’ 4 to 6’ 10 to 20’ 55
POLICIES & IMPLEMENTATION Greenway Trails These facilities are located in commercial, residential, and agricultural districts or on government-owned land and function to connect green spaces and key destinations in the Subarea primarily by utilizing flood plain and undeveloped land. Like side path trails, greenway trails also foster connectivity and encourage healthy activity, but do so in a way that is truly separated from vehicular traffic. On occasion, when a greenway trail follows a roadway for a brief or extended portion of its alignment, it will assume the side path trail design type characteristics before transitioning back to a true greenway, as defined below: STANDARDS Hard-surface concrete or asphalt, or wood boardwalk or similar elevated surface in flood plain. Hard-surfaces to include centerline striping. Surfaces 12-foot minimum Width 4- to 6-foot on both sides Buffer Buffer may include native plants, ornamental grasses and shrubs, understory tree species Vegetation *Graphics are intended to be illustrative in nature and are not finalized trail designs. These concepts show one potential option for the future trail and incorporate the types of investments that are consistent with the goals of this plan. 56
4 to 6’ 57 12’ 4 to 6’ POLICIES & IMPLEMENTATION
POLICIES & IMPLEMENTATION Design Standards As mentioned in the “Practices” section previously, the buffered multiuse trail has seen success as an iteration of bicycle and pedestrian trail design by placing a specific focus on safety and user comfort. This plan utilizes this concept as a basis for design, building upon it to specify a typical trail section for two primary trail conditions: side path trails and greenway trails. The following pages contain the standards for each trail type, including proposed materials, path widths, and relationships to existing roads. While these standards are not definitively context-specific and actual trail segments will vary slightly due to site constraints, every effort to adhere to these standards will ensure a complete trail system that is cohesive, safe, and provides successful bicycle and pedestrian connections throughout the County. Surface Materials There are several factors to consider when selecting trail surfaces for the trail types discussed in this section. The Rails to Trails Conservancy identifies the following: • User acceptance and satisfaction • Accessibility • Cost to purchase and install materials • Cost of maintaining the surface • Life expectancy • Availability of material There are advantages and disadvantages of hard surfaces and soft surfaces. Hard-surface trails are more comfortable for a range of age and abilities, require less maintenance, and are more durable, however, are also significantly more costly to construct. Soft-surface trails cost on the front-end, but as a general rule do not wear well under heavy use or in extreme weather conditions. HARD SURFACES Asphalt • Works well for bicycle commuters, recreational cyclists, and pedestrians • Not conducive to equestrian use • Requires regular, minor maintenance such as crack patching • Life expectancy of 7 to 15 years • Possibility of environmental contamination during construction Concrete • Works well for bicycle commuters, recreational cyclists and pedestrians • Not conducive for runners or equestrian use (taxing on joints/limbs) • Appropriate for areas with severe climate swings and a susceptibility to flooding • Possibility of adjacent soft-surface treads to accommodate runners and equestrians where concrete is necessary for the main trail • One of the most expensive surface treatments • Life expectancy of 25 years or more when well-maintained. 58
Crushed Stone POLICIES & IMPLEMENTATION • Able to accommodate nearly every trail user (exception of in-line skaters and roadway bikes) • Must be crushed and compacted properly to function adequately • Can be made of a variety of rock types, making it available and affordable • Possibility of stone erosion and necessary periodic replacement Boardwalk • Surface solution for trails that traverse wetlands/flood plain • Allows adequate drainage • Minimal footprint on the ecosystem when compared to other surface treatments • Can be slippery when wet posing a barrier to use by all ages and abilities • Costly to install and maintain SOFT SURFACES Natural Earth • Use depends widely on perception and user acceptability • Inexpensive to maintain and minimal impact on environment • Maintenance examples include drainage solutions, erosion repair, and vegetation trimming/landscaping Planted Buffer In general, understory trees, ornamental grasses, low-lying shrubs and groundcover vegetation are common choices for planted trail buffers. Using a combination of these plant categories ensures a balance between prioritizing trail user safety and trail beautification while maintaining roadway safety such as clear driver sight-distances, access along the right-of-way for public safety and emergency vehicles, and routine roadway maintenance. The following is an example plant palette that has proven successful in other similar multiuse trail applications in north Georgia, particularly in situations within a power transmission right-of-way where plant heights are restricted: • Pampas Grass Many benefits exist to making an effort • Knockout Roses to use native plant species, particularly in • Miscanthus Grass greenway trail sections. Native plants are • Arborvitae (on the edge of the ROW) cost-effective as they require less water, • Camilla (specific varieties) saving time and money. Further, they • Tonto Crape Myrtles contribute to the natural environment and • Cleyra provide a habitat for local wildlife species. • Clarissa Holly • Anise 59
POLICIES & IMPLEMENTATION PROJECT COORDINATION There is a tremendous opportunity in the Forsyth County North Subarea to begin taking steps toward implementing project segments identified in this plan for the purpose of better connecting the community and its assets. Coordination between the public sector and private development community, as well as seizing appropriate opportunities to leverage utility easements and connect to interior trails within residential subdivisions will be essential components to the future success of this trail system. Roadway Projects The Forsyth County Comprehensive Transportation Plan (CTP, 2018) was reviewed early in this process to understand ongoing and upcoming roadway improvements including new roadway connections, intersection improvements, restripings, widenings, and other capacity improvements in the Subarea. Several roadway projects overlap with this plan’s trail network, highlighting the need for coordination between the plans to realize opportunities to consolidate efforts, reduce costs, and leverage momentum. While many of the trail segments identified in this plan have been included in the County’s CTP, it is important to note that the previous plans may not have had the same design intent or associated policy found in this plan. For example, the Keith Bridge Link and Browns Bridge Trail segments are both included in the CTP as a part of widening projects, specified to be 8-foot paved surfaces buffered from the travel lanes with a 2-foot buffer separation. However, this plan recommends all multiuse trails be designed to conform to the enhanced standards in the policy guidance detailed on the facing page. An updated time-frame recommendation for projects that appear both in this plan and the CTP may also need to be made. For example, Sawnee Mountain Greenway is included in the CTP as Long-Range priority project. However, as a part of this planning process it was realized that Sawnee Mountain Greenway is one of the top desired trail segments by the community, moving it to a higher priority for the trail network. 60
POLICY GUIDANCE POLICIES & IMPLEMENTATION • To ensure coordination with roadway investments is successful, it is recommended that all future vehicular connections and improvement projects should consider and incorporate the trail segments identified in this plan. Presently, the County’s Department of Traffic and Transportation Engineering includes sidewalks and/or multiuse trails on all major widening projects and requests these facilities on Georgia Department of Transportation projects as well. • Roadway projects should reference the side path trail type design guidelines section (pp. 60-61) to understand desired design details and trail types. This includes a typical 12-foot multiuse trail. Where possible, a 14- to 16-foot width is preferred, especially in areas where trail use is forcasted to be the greatest. However, it is recognized that the trail width may need to be decreased due to topography or other conditions on a case-by-case basis for roadway projects. • Trails should include centerline striping and a buffer that incorporates some vertical elements/amenities (such as landscaping or other vertical physical buffer) and ranges in width to match the speed and volume on the roadway. Major corridors, particularly Highway 369/Matt Highway will require a 10- to 20-foot buffer, while local roads are specified to receive a 4- to 6-foot buffer. • Standards for landscape buffers, and recommended associated amenities* should conform to the guidelines expounded in the side path trail type design guidelines section. • Collaboration at the county-level between the Department of Traffic and Transportation Engineering and Planning and Community Development is expected to be the primary channel through which this coordination occurs. *Amenities vary based on location, project type, and existing physical conditions. This could include a planted vegetative buffer, seating, or wayfinding and signage. More information is available on pages 70-71. 61
POLICIES & IMPLEMENTATION Private Development Projects Property located adjacent to this plan’s trail network varies with respect to land use and development, with much of the land being characterized as either low-density residential, undeveloped agriculture, or other uses that could in the future experience development. As an illustration of the level of change that could occur in future years, the Consultant Team mapped area parcels that exceed 20 acres and are currently zoned residential or agriculture. This criteria was used based on the required land acreage to build a financial feasibility major subdivision and applied to land listed as currently vacant in the County’s GIS data. Large parcels can be found throughout the Subarea, notably along Highway 369, particularly in the northwest, around Matt, and towards GA 400. These appear in the map below in pink. LEGEND Undeveloped Tract > 20 Ac. POLICY GUIDANCE Given the potential likelihood of development of this corridor and others like it in the coming years, it is important for this plan to address the implementation of this trail system within a framework of change that occurs over a period of time, and not necessarily in a linear pattern geographically. 62
INTENT POLICIES & IMPLEMENTATION • Promotion of dedicated space identified as suitable for a network of trails and green spaces on private property as a part of development and redevelopment projects. • Balancing preservation of and connection to existing neighborhoods. • Promotion of increased recreational and healthy living opportunities for residents. • Anticipating and supporting quality development in and around the trail system that leverages the trail as a community asset to complement future growth. WHO There are several factors to consider when determining the responsibility of new developments to construct critical connections within the trail system. The following list distinguishes zoning categories that are included in this policy section: Included: Excluded: • Residential, Single-Family Detached* • Agriculture • Residential, Single-Family Attached* • Industrial • Residential, Multi-Family* • Communications/Utilities • Commercial** • Office *Applies to residential with greater than 6 lots **Applies to commercial buildings greater than 10,000 square feet New developments within 2,500 feet (1/2 mile) of the trail system should be required to fund and construct trail infrastructure on their property consistent with trail types defined in the trail design guidelines. RESIDENTIAL SUBDIVISION INTERIOR TRAILS For major subdivisions (greater than 6 lots), the owner/developer is responsible for funding and constructing the following: • Dedication of a 20-foot right-of-way and required easements for a buffered multiuse trail in keeping with the requirements for private development projects • 10-foot wide multiuse spur connecting the subdivision’s amenity area to the nearest branch of the trail system • System of pedestrian sidewalks consistent with County standards found in the Forsyth County subdivision ordinance 63
POLICIES & IMPLEMENTATION Utility Easements Utility power easements are important to consider in trail planning and implementation due to the nature of the property which has already been cleared and at times, under- programmed. Use of utility easements will vary greatly with ownership and particular owners have different rules and conditions pertaining to trail systems located within their easements. Two easements are incorporated into this plan. The first is located at the eastern portion of the Coal Mountain Loop; the second is a northbound connection branching off the Coal Mountain Loop, continuing toward North Forsyth High School and beyond (letter “E” in the map below). This second easement pertains to a future project planned by Atlanta Gas Light (AGL) to construct a new regional gas line. POLICY GUIDANCE • The County is encouraged to pursue trail opportunities along utility easements with a 12-foot minimum width and a maintenance easement on each side of that width. In total, the County will need to negotiate a 20- to 24-foot wide easement to accommodate both the trail surface and associated buffers. • The County will need to work with utility companies to understand and clarify specific stipulations related to clearance from utility structures (underground and above ground), allowable trail surface materials, and maintenance and access needs. • Historically, the County has constructed trails on public right-of-way instead of in easement property for liability purposes. This plan maintains that although utility easements pose a unique opportunity for trails, each opportunity will need to be evaluated on a case-by-case basis, and right-of-way is preferred over easements. POTENTIAL GAS LINE EASEMENT Opportunities • Provides an alternative to the Highway 9 section of the Coal Mountain Loop north of Spot Road, which is more challenging due to setback distances • Easement could provide a future connection to the Appalachian Trail and beyond • Potential to connect with the Coal Mountain Connector Road by routing through North Forsyth High School property Challenges • Timeline is not solidified at present; could complicate implementation of the east-west trails included in this system • Vertical buffering/landscape buffering potential could be limited due to policies 64 stipulated by the utility company
Other Regional Connections While this plan is focused on envisioning trail connections in the North Subarea of the County, POLICIES & IMPLEMENTATION the Stakeholder Committee, County staff, and general public all voiced a shared desire to represent regional destinations for future trail connectivity. The map below depicts these connections with conceptual lines, reinforcing the potential for a larger-scale network of bicycle and pedestrian paths across multiple counties. These connections are aspirational in nature and will require significant collaboration from neighboring jurisdictions and organizations. Regional Destinations North: East: • Dawson Forest (Dawson County) • Lake Lanier (to Gainesville, Hall County) • Hampton Community West: • Amicalola (Wildcat Creek, Burnt Mountain) • City of Ball Ground • Appalachian Trail • Cherokee County South: • City of Cumming • Big Creek Greenway (to Alpharetta, Fulton County) 65
POLICIES & IMPLEMENTATION TRAIL AMENITIES Re-envisioned Amenities Trail amenities are supporting facilities that are placed along the trail system at regular intervals to improve trail functionality and user access, safety, and comfort. The 2015- 2018 portion of the trail master plan included concept designs and a broad range of recommendations for trail amenities. As a part of this effort’s trail network, these recommendations were reviewed and updated to reflect desires voiced by the Project Management Team, Stakeholder Committee, and general community members. Trailheads In order to determine how many new trailheads would be necessary to support the recommended trail network, the Consultant Team performed an analysis by overlaying the system with existing facilities already in place in the Subarea at County facilities including parks, fire stations, community centers, and schools. This enabled the existing mileage between facilities to be calculated and gaps in the system to be identified that could benefit from additional supporting facilities. The rule of thumb of placing a trail head every 2 to 3 miles was established through comparison to other similar trail systems and supported by public feedback. The Amenity Analysis Map below shows the relative distances between amenities and recommended areas to construct new trailhead circled in red. A full size map is included in the appendix of this document (Volume 2). LEGEND COMMUNITY DESTINATIONS LEGEND COMMUNITY DESTINATIONS COMMUNITY AMENITIES COMMUNITY AMENITIES TRAIL NETWOTRRKAIL NETWORK AMENITY ANALYSIS TRAIL HEADS APPROXIMATE DISTANCE TRAIL HEADS ETOWAH GREENWAY BETWEEN TRAIL AMENITY * FIRE STATIONS LOCATIONS * FIRE STATIONS POOLE’S MILL LINK * COMMUNITY CENTERS APPROXIMATE LOCATION * COMMUNITY CENTERS ** SCHOOLS OF NEW TRAIL AMENITY ** SCHOOLS SAWNEE MOUNTAIN GREENWAY AREA PARKS PARKS SAWNEE / THALLEY CREEK LINK INTERIOR PARK TRAILS INTERIOR PARK TRAILS SETTINGDOWN CREEK TRAIL 369 SPINE TRAIL WALLACE TATUM LINK COAL MOUNTAIN LOOP KEITH BRIDGE LINK BROWNS BRIDGE TRAIL TRAIL TYPE OTHER PLANNED PROJECTS* *CONNECTING TO THIS CONCEPT TRAIL SYSTEM GREENWAY ** SIDE PATH Sawnee Mountain Preserve 66
Other Supporting Facilities POLICIES & IMPLEMENTATION PARKING AREAS This plan recommends an approach that is based on the idea of identifying existing parking lots suitable for trail parking, and as the area further develops, constructing a new trail head complete with parking and other amenities. However, in the earlier phases of trail build-out, it is not essential to construct new parking. WAYFINDING AND SIGNAGE This plan recommends that signage and wayfinding should occur at regular intervals throughout the trail system. Reinforcing the branding of the trail and of the County should be a priority, as well as identifying how signage should impact/improve user safety. Possible examples could include roadside signage, directional signage, mile markers, and streetlight banners at more commercial intersections. To reinforce a cohesive trail system, this approach recommends establishing a consistent design palette rather than dividing the trail into subareas, incorporating the County logo and other relevant information into the new design. The County Parks and Recreation Department is beginning the development of a signage and wayfinding Plan, which should set a baseline of new standards for all trail signage moving forward. Furthermore, the County should consider opportunities for interpretive trail signage— particularly along the greenway route from Eagle’s Beak Park to Sawnee Mountain Preserve— to highlight the area’s history as well as serve local schools as an educational asset. SEATING, SHADE, AND OTHER AMENITIES This plan recommends a scaled approach to seating and other amenities that leverages the existing facilities and investments along the trail system. Focusing first on bridging gaps in the system by concentrating on the four red circles on the Amenity Analysis Map will help the County prioritize facilities as funds become available over time to construct and maintain additional items. Other supporting recommendations that have been identified throughout the entirety of the trails plan process included bicycle racks, bike share systems, bicycle changing stations, shade canopies, water bottle filling stations, dog-friendly drinking fountains, trash and recycling facilities, restrooms, benches, picnic tables, seating walls, and paved viewing areas. 67
PLAN DEVELOPMENT FUNDING Potential Funding Sources Traditionally, construction of a trail network is a large undertaking, spanning multiple years and involving a large financial investment. However, there are many tools and funding sources that can assist communities with diffusing the cost. Through the life of the development of the trail network, a combination of different strategies and funding sources will likely be used to successfully implement the full system. More detail regarding common funding tools and unique tools available in Forsyth County are listed below. It is recommended that those in the County that are responsible for pursuing funding remain in regular contact with the state coordinators to obtain the most current information due to regularly evolving federal legislation. State & Federal Level MAP-21 The largest source of federal funding for trails is through MAP-21, the most recent federal transportation funding law. This law includes many programs that were previously funded as part of SAFETEA-LU. These are now included in the Transportation Alternatives (TA) Program. Activities eligible for TA funds include Pedestrian and Bicycle Facilities, Safe Routes for Non- Drivers/SRTS (Safe Routes to School) and Conversion of Abandoned Railway Corridor to Trails. Minimum award amount is $250,000 not to exceed $1,000,000. TA projects typically require a 20% local matching funds contribution which may be met through in-kind materials and services. The TA Program is administered at the state level. RECREATIONAL TRAILS PROGRAM (RTP) The Recreational Trails Program (RTP) is included within MAP-21, however it is a distinct source of funding that is administered through the Department of Natural Resources (DNR) in Georgia. RTP allocates approximately $1.4 million annually in the state. The maximum grant for non-motorized diverse and single use trail projects is $200,000. A 20% local match is required. CONGESTION MITIGATION AND AIR QUALITY PROGRAM (CMAQ) CMAQ is administered by FHWA and the Federal Transit Administration with funds allocated to state departments of transportation for projects that help improve air quality. This can include improvements to pedestrian and non-recreational bicycle transportation infrastructure projects that result in reducing the use of single-occupant vehicles. New Bike/Ped facilities in Georgia that provide direct access to existing transit and/or schools are considered high priority projects for project selection by GDOT. LIVABLE CENTERS INITIATIVE (LCI) The Livable Centers Initiative is a grant program offered by the Atlanta Regional Commission (ARC) encouraging local jurisdictions to plan and implement strategies that link transportation improvements with land use development strategies in order to create sustainable, livable 68
communities, reducing the reliance on single-occupancy automobiles for all trips. ARC PLAN DEVELOPMENT established the program in 1999 and commits $1 million annually of federal transportation funds to complete land use and transportation studies. Additionally, the program dedicates $500 million to fund transportation projects identified in those studies. Through grants and technical assistance, LCI encourages local jurisdictions to implement development strategies that connect residents via sidewalks, bicycle facilities, and transit, rather than strictly by constructing new roadways. County Level REVENUE AND GENERAL OBLIGATION BONDS (GREEN SPACE AND TRAILS BOND) Typically considered to be a financing mechanism rather than a revenue source, bonds and the given debt service they entail should be given consideration before this method of funding is pursued. When bond packages are presented for voter approval, they are tied to a specific facility or program improvement. In this respect, this would be an identified pedestrian or bicycle project in this Plan, clearly defined in legal language in the ballot questions for the bond. SPECIAL PURPOSE LOCAL OPTION SALES TAX (SPLOST) A SPLOST is a 1% sales tax used to fund capital outlay projects proposed by the county government and participating qualified municipal governments. SPLOST is levied by a “special district,” which is comprised of the entire territory of the county calling for the SPLOST, enabling the revenue of a county tax to be constitutionally shared with participating municipalities. The tax is imposed when the board of commissioners calls a local referendum vote and that referendum subsequently passes by the voters in that special district. A SPLOST may be levied for up to five years (at times, six years), before a new referendum must be passed to avoid a gap in fund collection prior to SPLOST expiration. COUNTY SOLID WASTE FUND This fund consists of state-mandated host fees that are paid to the County from two private landfills. These monies are part of the Solid Waste and Recycling Department enterprise fund and may be used for trail projects through the following allocation: “Acquisition of property adjacent or in reasonable proximity to the facility to serve as beautification, environmental, buffering or recreational purposes.” COUNTY PARKS AND RECREATION IMPACT FEES Impact Fees imposed by the County can be collected for new or proposed development activity on the basis of compensating for the impact of the development on an existing area and helping to pay for additional public services or off-site capital improvements, reducing the economic burden on the County. Legislation is in place for the Department of Parks and Recreation to allocate funding from impact fees to the implementation of this Plan’s Trail Network in the future. It is important to recognize the distinction between the Parks and Recreation Impact Fees and Transportation Impact Fees, as Transportation Impact Fees are currently limited by County legislation and cannot be used toward stand-alone pedestrian projects. 69
COMPLETED IN COLLABORATION: JULY 2019 VOLUME 1 70
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