R-3717-11-19 RESOLUTION NO.3717-11-19(RJ
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF ALLEN, COLLIN
COUNTY, TEXAS, ADOPTING THE CITY OF ALLEN TRAILS AND BIKEWAYS
MASTER PLAN, ATTACHED HERETO AS EXHIBIT"A"; AND PROVIDING FOR
AN EFFECTIVE DATE.
WHEREAS, the Parks and Recreation Board has reviewed the City of Allen Trails and Bikeways Master
Plan and recommends that the Allen City Council adopt the City of Allen Trails and Bikeways Master
Plan; and,
WHEREAS, the Allen City Council has determined that the adoption of the City of Allen Trails and
Bikeways Master Plan would be in the best interest of its citizens.
NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF ALLEN,
COLLIN COUNTY,TEXAS,THAT:
SECTION 1. The Allen City Council herby adopts the City of Allen Trails and Bikeways Master Plan,
attached hereto as Exhibit"A."
SECTION 2. This Resolution shall become effective immediately from and after its passage.
DULY PASSED AND APPROVED BY THE CITY COUNCIL OF THE CITY OF ALLEN, COLLIN
COUNTY,TEXAS, ON THIS THE 12TH DAY OF NOVEMBER 2019.
APPROVED:
eillii.41145)
Stephe errell,MAYOR
ATTEST:
Shelley B.Geor ,TRMC,CIT SECRETARY
CITY OF ALLEN
OCTOBER 2019
TRAILS & BIKEWAYS MASTER PLAN
TRAILS & BIKEWAYS MASTER PLAN
CITY OF ALLEN
ACKNOWLEDGMENTS
The following individuals are recognized for their significant contributions to the preparation
of the City of Allen Trails & Bikeways Master Plan.
CITY COUNCIL
Stephen Terrell - Mayor
Kurt Kizer - Place No. 1
Carl Clemencich - Place No. 2
Lauren Doherty - Place No. 3
Chris Schulmeister - Place No. 4
Gary L. Caplinger - Place No. 5, Mayor Pro Tem
Baine Brooks - Place No. 6
CITY STAFF
Eric Ellwanger - City Manager
Tim Dentler - Assistant City Manager
Brian Bristow - Assistant Director of Parks & Recreation
Matt McComb - Park Planning and Development Manager
CONSULTANT TEAM
Halff Associates, Inc.
Lenny Hughes, PLA - Principal In-Charge
Letora Anderson, PLA - Project Manager
Mark Witte - Graphic Designer
Kendall Howard, AICP - Senior Planner
Kelsey Ryan - Planner
PARKS AND RECREATION BOARD
Michael Smiddy - Place No. 1, Chair
Geoben Johnson III - Place No. 2, Vice-Chair
Terrance Thomas, Place No. 3
LaReeda Rentie, Place No. 4
Victoria States, Place No. 5
John Holley, Place No. 6
Like Hollingsworth, Place No. 7
Carl Clemencich, City Council Liaison
COMMUNITY DEVELOPMENT CORPORATION MEMBERS
Shahmeen Khan - Place No. 1
George Chrisman - Place No. 2, President
Antoinette Vincent - Place No. 3
Ron Alexander - Place No. 4
Stacy Gonzales - Place No. 5, Secretary
Tommy Baril - Place No. 6, Vice President
Kurt Kizer - Place No. 7
TABLE OF CONTENTS
1 5
2 6
3 7
4EXECUTIVE SUMMARY
7 Introduction
10 City of Allen Goals
11 Overall Recommendations
INTRODUCTION
17 Background & Purpose
20 Vision
20 Goals & Objectives
22 Planning Process
COMMUNITY CONTEXT
25 Development Context
28 Demographic Profile
32 Regional Connections
34 Existing Trail Network
TRAIL NEEDS
39 Introduction
39 Defining the Need for Trails
40 Public and Community Input
42 Regional Benchmarks
TRAIL NETWORK
45 Introduction
46 User Groups
48 Trail Types
48 Trail Destinations
54 Trail Opportunities and Constraints
TRAIL DESIGN STANDARDS
59 Introduction
60 Allen Trail Design Recommendations
66 Trail Signage & Markings
70 Trail Features | Amenities
IMPLEMENTATION
77 Safety and Property Value Impacts
80 Infrastructure Development
96 Miscellaneous Projects
98 Funding Sources
APPENDICES
104 Glossary
110 Survey Results
• INTRODUCTION
• CITY OF ALLEN GOALS
• ALLEN TRAILS SNAPSHOTEXECUTIVE
SUMMARY
EXECUTIVE SUMMARYBrand | Recreate | Connect | Transform7
INTRODUCTION
The City of Allen is a friendly suburban community located in
the northeastern corner of the Dallas-Fort Worth Metroplex. The
history, culture, and scenic greenbelts in this fast-growing city have
resulted in national attention with several “Best of” rankings from
The Dallas Morning News, Family Circle, D Magazine, WalletHub,
Niche, SafeWise, Forbes, and Money Magazine. The high quality
of life Allen offers to families is achieved through employment
and education opportunities and a great parks and recreation
system. The City of Allen’s Trails and Bikeways Master Plan analyzes
how the City’s trail system enhances this quality of life element
and serves as a blueprint for future improvements.
TRAIL CONNECTIONS TO PARKS AND OPEN
SPACE
With major creek corridors flowing north-south, the City of Allen
has taken advantage of these linear greenbelt corridors for the
development of high-quality trails interconnected with parks,
neighborhoods, schools, and key city destinations. Future trail
recommendations for this network will serve as a catalyst for
redevelopment of existing trails that are undersized and do not
meet current standards in older areas. This will also address trail
and bikeway opportunities in undeveloped portions of the city,
strategically acquiring right-of-way for trail connections as soon as
possible, making this vision a reality.
“VISION” FOR ALLEN
The concept for the City of Allen Trails and Bikeways Master Plan
is “Brand | Recreate | Connect | Transform.” This phrase reflects
the vision of the community to enhance the quality of life for all
residents by providing a high-quality, connected trail system
that is accessible to all, serving as a catalyst for recreation,
transportation and future Trail Oriented Development (TOD). As a
whole the phrase simplifies the vision; however, each word within
the phrase relates to a specific component of the vision.
8 | City of Allen Trails and Bikeways Master Plan
BRAND
GREENBELT CORRIDORS
The City of Allen’s greenbelt trails system located along major
creek corridors serves as the “spine” or backbone of the system
connecting to nearby neighborhoods, parks, commercial retail,
and the Central Business District. These connections are created
by a hierarchical network of loop and connector trails allowing for
multiple access point throughout the network. Signage, improved
paths, on-street connections, and signature trailheads should be
implemented along these routes to help define and enhance the
brand of the City’s trail system.
RECREATE
PARKS + RECREATION
Besides being a safe, dedicated place to walk and bike, trails
should be an enjoyable and scenic aspect of recreation. Using
a trail system should include creative opportunities for adventure
and exploration for all user groups. The trail system should provide
access to nature, parks, recreation, services, and/or citywide
destinations. Overall the trail network should improve the City’s
overall quality of life. ECONOMIC DEVELOPMENT + TRAIL ORIENTED DESIGNPARKS
GREENBELT
(FLOODPLAIN & CREEKS)
TRAILS ALONG MAJOR
THOROUGHFARES
SCHOOLS
EXECUTIVE SUMMARYBrand | Recreate | Connect | Transform9
TRANSFORM
DESTINATIONS
With increased traffic congestion and the growing desire for
people to have more active lifestyles, it is important to consider
trails, sidewalks, and bikeways in major destinations within Allen.
This will encourage more active lifestyles and transform these
areas into walkable centers. This plan recommends trail, sidewalk,
and bikeway improvements within the Central Business District, in
major retail areas, and along major thoroughfares.
CONNECT
TRAILS + SIDEWALKS + BIKEWAYS
Meaningful trail connections between parks and neighborhoods
and to various destinations and services throughout the city
enhances the user experience and allows access to multiple
destinations. Regardless of age and ability, trail users have the
desire to utilize the trail system as a low-cost, healthy way to travel
and recreate throughout the City. Continuous connections and
linkages across US 75 and to fill in existing trail gaps should be
implemented to improve mobility and accessibility.
MAJOR RETAIL AREAS
PARKS
TRAILS & BIKEWAYS
MAJOR
THOROUGHFARES
CENTRAL BUSINESS
DISTRICT
10 | City of Allen Trails and Bikeways Master Plan
CITY OF ALLEN GOALS
It is important to note that this is one of several planning efforts
currently underway in Allen. To successfully realize the vision of the
City there must be a unified front which embraces one common
vision shaping the future. Thus, City Council has adopted 7
overarching goals to guide the development of this great city in
the coming years – most of which can be strongly supported by
Parks and Recreation.
The City’s overarching goals (as adopted by the City Council in
2019) include:
1 |Continue to ENHANCE community livability & safety
2 | CULTIVATE regional alliances and partnerships with
agencies and governmental units that affect Allen
3 |SIGNIFY, ENHANCE and COMMUNICATE Allen's identity to
the region and the nation
4 | Systematically INVEST in public infrastructure
5 | MAINTAIN operational excellence in City government
services
6 | PROVIDE economic investment that increases
employment opportunity, the tax base, and provides
desired goods and services for residents and
contributes to the community character and identity
7 | Proactively work to PROTECT the environment and
CONSERVE water resources
EXECUTIVE SUMMARYBrand | Recreate | Connect | Transform11
ALLEN EXISTING TRAILS SNAPSHOT
+/- 78 miles of Existing Trails
+/- 12 miles of 12’ wide Trails
+/- 20 miles of 10’ wide Trails
+/- 33 miles of 8’ wide Trails
+/- 13 miles of 6’ wide Trails
29 Existing Trailheads & Access Points
15 Trailheads
14 Access Points
OVERALL RECOMMENDATIONS
The following figures quantify the overall recommendations
in this Master Plan including new trails and bike routes. These
recommendations are based on a planning process of public and
staff input, analyzing current trends and understanding projected
growth. Allen has continuously made major investments in trail
development and improvements, and continues to identify and
prioritize future projects in order to serve the growing population
within the City while meeting current Federal and local design
standards.
12 | City of Allen Trails and Bikeways Master Plan
CREATING AN INTERCONNECTED NETWORK OF
TRAILS AND BIKEWAYS
The City of Allen strives to preserve much of their natural creek
systems that traverse north and south, providing trails and trail
access along several greenbelt corridors such as Watters Creek,
Cottonwood Creek and Rowlett Creek. On-street connections to
parks and schools are also very important. Strategically providing
public easements where possible will allow these connections to
occur.
OVERALL RECOMMENDATIONS SNAP SHOT
CONTINUED INVESTMENT | Over the next 10 years, continue to
expand and enhance existing trails to meet current federal and
regional trail safety and mobility standards.
GREENBELT SPINE TRAILS |Develop over 17 miles of paved trails
along creek corridors.
ON-STREET SPINE TRAILS | Develop over 14 miles of paved trails
adjacent to city streets.
BIKEWAYS | Develop over 41 miles of on-street bicycle
accommodations throughout the City.
TRAILHEADS | Construct 28 trailheads and 28 access points to
signify trail entrances.
PROPOSED TRAIL & BIKE ROUTE RECOMMENDATIONS
+/- 40 miles of Proposed Trails
+/- 15 miles of Enhanced Existing Trails
+/- 23 miles of Proposed Signed Bike Routes
13 Proposed Trailheads & 14 Access Points
EXECUTIVE SUMMARYBrand | Recreate | Connect | Transform13
MAJOR PLAN RECOMMENDATIONS
Implementation of this plan will occur over the next two decades,
therefore high (1-5 years), medium (6-10 years), and low (10+ years)
priority actions are identified as a part of a phased implementation
plan. High priority items include addressing ADA issues, acquiring
key land for trail expansion, and making renovations to existing
trails. Recommendations were developed using the following
facility classifications:
GREENBELT SPINE TRAILS: Trail infrastructure developed or renovated
as a part of this network should be at widths of 10’ to 12’ or more
to meet current federal, state, and regional transportation safety
standards. The regional standards for NCTCOG Regional Veloweb
is a minimum of 10’-16’ and 12’ is the preferred width.
SPINE TRAILS: Trail infrastructure developed or renovated as a part
of this network should be widths of 10’ to 12’ or more. Segments
of spine trails connected to key destinations such as the Central
Business District and Watters Creek, should be developed with
paving enhancements and on-street bicycle facilities.
LOOP TRAILS: Most facilities built as a part of this network should be
widths of 8’-12’. Segments of loop trails connected to the Central
Business District should be developed with paving enhancements
and on-street bicycle facilities. This refers to trails throughout the
larger trail system and does not apply to internal trail loops.
NEIGHBORHOOD CONNECTOR BIKE ROUTES: Bike routes developed
as a part of this network should be either a bike lane or shared
roadway where roads have adequate widths, low speeds, and
limited on-street parking.
14 | City of Allen Trails and Bikeways Master Plan
REPORT OUTLINE
(CHAPTER 1) | INTRODUCTION
In addition to defining the purpose of this Master Plan and the
process by which it has been produced, this chapter also reflects
Allen’s vision and goals for the development of the trails within the
city and connections to adjacent cities.
(CHAPTER 2) | COMMUNITY CONTEXT
Chapter 2 examines the internal and external factors influencing
Allen’s trails and bikeway system including the city’s history,
natural resources, and other defining elements of the city. The
demographics of the community are analyzed as well as the
City’s previous trail plan to better understand the past, present,
and future of Allen.
(CHAPTER 3) | TRAIL NEEDS
Chapter 3 focuses on the community outreach and public
involvement aspects that are core components of the planning
process. The summary of this input directly relates to the
recommendations of the Master Plan. In addition, regional
benchmarks are considered and used to determine additional trail
and bikeway mileage needed to accommodate Allen’s growing
population. Regional and local trail connections are analyzed
to determine the Level of Service (LOS) and “connectedness” to
Allen’s trails and bikeways network.
(CHAPTER 4) | TRAIL NETWORK
This chapter defines trail typologies and identifies where the most
feasible proposed routes would occur on- and off-street. The
opportunities and constraints of the existing trail network are also
analyzed as are the importance of proposed trails and bikeways.
(CHAPTER 5) | TRAIL DESIGN STANDARDS
The focus of this chapter is the development of a set of design
guidelines that will help the City achieve safety, access, and
constructability for trails and bikeways. The chapter includes an
analysis of existing and proposed trail types in the City and an
overview of trail elements, destinations and features.
(CHAPTER 6) | IMPLEMENTATION
The final chapter focuses on trail implementation and strategic
policy recommendations. A trails and bikeways implementation
plan is presented along with prioritized trail segments and
potential sources of funding. In addition, a summary of the key
priorities resulting from this Master Plan and the associated costs
are provided.
EXECUTIVE SUMMARYBrand | Recreate | Connect | Transform15
INTRODUCTION • BACKGROUND & PURPOSE
• VISION
• PLANNING PROCESS
1 | INTRODUCTION17Brand | Recreate | Connect | TransformBACKGROUND & PURPOSE
BACKGROUND
The City of Allen is a fast-growing community located at the
northeastern edge of the Dallas-Fort Worth Metroplex in Collin
County. Part of what makes Allen unique is its rich heritage and
expansive greenbelts. Allen was originally developed as a railroad
town with the construction of the Houston & Texas Central Railway
Line and has experienced significant population growth within
the last 50 years. Since the 1980’s, Allen population has grown
consistently, nearly doubling in population every ten years. As this
growth occurs, the demand for trails and bikeways will increase.
The city continues to create a quality trails and bikeways system
that attracts residents and businesses to the community. This plan
numerous opportunities to improve existing trails and bikeways
and construct trail amenities within the city to improve its overall
quality of life.
ECONOMIC VALUE OF TRAILS
When people are looking for a new place to live, access to
quality trails is often a major deciding factor. To set Allen apart
from other communities in the DFW Metroplex, an enhanced trail
system should be a priority as new development occurs in Allen.
The obvious, tangible benefits that trails have are improvements
to physical health, mental health, and social interaction, but the
less tangible benefits are economic.
In the City of Dallas, for every $1 invested in trails, the city sees a
return on investment of $50 and for every $1 invested in parks, the
city sees a $15 return on investment.1 A recent study done for the
City of Plano by the Trust for Public Land revealed that proximity
to parks and trails increase property value of nearby homes, and
could potentially increase total property value of these homes to
$337 million and property tax revenue to $608 million a year.
Attract new
residents/
businesses
Retain
residents
Result
in fiscal
sustainability
Encourage
economic
development
1Dallas Park and Recreation Department Comprehensive Plan.
https://www.dallasparks.org/DocumentCenter/View/5267/Park-and-
Recreation-Comprehensive-Plan-Final-20160318
18 | City of Allen Trails and Bikeways Master Plan
PURPOSE
Communities should plan for trail facilities similar to how they
plan for new housing developments or schools. This involves a
comprehensive process to develop and consistently update
a trails and bikeways system master plan. City leaders in Allen
recognize this need and have embarked on an update to the
city’s original trail master plan, which was prepared in 2002.
The purpose of this report is to inventory and assess the current trail
system, gather stakeholder input, and develop implementation
actions for the City of Allen’s trail and bikeway network. More
specifically, this report serves as a blueprint for enhancing the
City’s trail network through identifying existing and future trail
needs, areas of improvement for existing trails, and future trail
phasing.
Prioritize improvements to existing trails
THE KEY OBJECTIVES OF THIS PLAN ARE TO:
Develop concepts and implementation
plans for trail and bikeway connections
Update standard plan components to
be eligible for grant funding
Establish policies to streamline
maintenance
1 | INTRODUCTION19Brand | Recreate | Connect | TransformRECOMMENDATIONS OF THIS PLAN:
TRAIL ALIGNMENTS: Proposed trail locations should be determined
based on priority, feasibility, and available access for various user
groups.
TRAIL REDEVELOPMENT: Updates to existing trails should be
developed to meet regional standards of a width of 10’ to 12’ or
more.
DESIGN STANDARDS: Trail design standards should be continually
updated to reflect the most recent NACTO and AASHTO design
standards.
MAINTENANCE GUIDELINES: Trail upkeep is essential to provide
continued safety and ADA access. Trail maintenance should be
scheduled to ensure longevity and durability of trail infrastructure.
POTENTIAL FUNDING SOURCES: There are a variety of funding
sources available for master plan implementation. Typical funding
sources and opportunities from the city, county, state and federal
level should be pursued for future trail development.
SPECIAL TRAIL PROJECT IDENTIFICATION: Key trail routes and
opportunities that tie into the Central Business District should be
identified and developed with enhanced paving design and
promote Trail Oriented Development (TOD).
ACCESS TO ADJACENT COMMUNITIES: Allen is borderd by Plano,
McKinney, Parker, Lucas and Fairview. Many of these cities have
existing and proposed trails that Allen should tie into to provide a
regional connection across the Dallas-Fort Worth Metroplex.
20 | City of Allen Trails and Bikeways Master Plan
VISION
The overall vision for the City of Allen’s Trail Master Plan is to
enhance the quality of life for all residents by providing a high-
quality, connected trail system that is accessible to all, serving as
a catalyst for recreation, transportation and future Trail Oriented
Development (TOD). In order to achieve this overarching vision,
the following goals have been developed. Each goal is supported
by specific, achievable objectives that encourages Trail Oriented
Development and adds value to the City of Allen.
GOALS & OBJECTIVES
GOAL 1 | ENHANCE MOBILITY
Create a multi-functional trail system that meets
the needs of both recreation and transportation
users, provides a multi-modal active transportation
network, and enhances recreational opportunities.
OBJECTIVE 1: Provide well-designed trail and
bikeway facilities that effectively serve both
recreation and transportation functions.
OBJECTIVE 2: Improve user mobility and
access, enable active transportation, minimize
traffic congestion, and provide an intermodal
transportation system.
OBJECTIVE 3: Establish a unified bicycle route and
pedestrian trail system that connects to on- and
off-street facilities.
OBJECTIVE 4: Use the City’s rights-of-way and
available crossings to build a better-connected
network of pedestrian and bicycle trails.
GOAL 2 | ENHANCE TRAIL &
BIKEWAY EXPERIENCES
Create an exemplary trail system that
improves mobility and accessibility through
continuous connections and linkages east
and west across US 75, along the City’s
greenbelt, between parks, schools, retail,
housing, and adjacent cities.
OBJECTIVE 1: Create linkages between
schools, parks, neighborhoods, shopping,
and employment areas.
OBJECTIVE 2: Fill in trail gaps along the
existing and proposed trails in scenic
locations and natural areas whenever
possible for residents to explore and
experience nature and open space.
OBJECTIVE 3: Connect the trail network
to adjacent communities such as Plano,
McKinney, Fairview, Lucas, and Parker to
create long regional routes for user groups.
OBJECTIVE 4: Enhance trail and bikeway
experiences by providing necessary
trailhead amenities for recreation users
such as benches, water fountains, bike
racks, and shade at trailheads, parks and
other key destinations and access points.
OBJECTIVE 5: Reflect the identity and
history of the City of Allen through trail
design and theming.
1 | INTRODUCTION21Brand | Recreate | Connect | TransformGOAL 3 | ENHANCE/ENSURE
ACCESSIBILITY AND MAINTENANCE
Enhance/Ensure Accessibility and Maintenance
OBJECTIVE 1: Address ADA issues and concerns
with existing trail facilities and provide ADA
accessibility, bringing all trails to current standards.
OBJECTIVE 2: Provide maps, wayfinding signs, trail
heads and trail access points evenly distributed
across the City to help guide people to and along
trail routes.
OBJECTIVE 3: Build upon the existing network of
trail loops to included needed segments that tie
into nearby neighborhoods.
OBJECTIVE 4: Develop a maintenance schedule
to ensure that all trails are in superior condition.
GOAL 5 | ENHANCE SAFETY
Create a safe hike and bike trail
environment.
OBJECTIVE 1: Prioritize improvements to
existing outdated trails in an equitable
manner to ensure user safety.
OBJECTIVE 2: Develop passive and active
security tools for the safety of all citizens
OBJECTIVE 3: Eliminate barriers for cycling
and improve existing streets through the
provision of signage, striping, and surface
condition improvements.
OBJECTIVE 4: Limit pedestrian/bicycle
conflicts with automobiles.
OBJECTIVE 5: Adopt trail design standards
that dictate facility types, widths,
construction methods, signage, and other
facets of trail, sidewalk, and bicycle facility
development.
OBJECTIVE 6: Educate users on trail safety
and bicycling etiquette, and provide easy
to understand mapping tools along trails
and bikeways such as signage, wayfinding
signs, and accessible trailheads.
GOAL 4 | PROMOTE SUSTAINABLE
PRACTICES
Develop in a manner that is sensitive to the natural
and built environment.
OBJECTIVE 1: Implement a trail system that has
minimum impact on the natural environment.
OBJECTIVE 2: Develop standards for trailside
maintenance that consider trail user safety
and promote conservation of the city’s natural
resources.
22 | City of Allen Trails and Bikeways Master Plan
PLANNING PROCESS
The development of the Trails and Bikeways Master Plan was
guided by the Parks and Recreation Board, City Council, staff, and
input from citizens of Allen. The analysis performed as part of this
Master Plan and the resulting recommendations and priorities are
based on the needs of the citizens as identified through a wide-
reaching public involvement process. Included in this document
is an implementation plan, which includes specific items to be
addressed in phases with applicable costs and timeframes.
6 | Determine NEEDS
8 | Determine PRIORITIES
10 | Plan IMPLEMENTATION
7 | Develop
RECOMMENDATIONS
4 | Measure
CITIZEN
DEMAND
5 | Analyze
STANDARDS /
BENCHMARKS
3 | Identify
CULTURAL &
NATURAL
RESOURCES Community Outreach2 | Develop VISION & GOALS
1 | Inventory & Analysis
1 | INTRODUCTION23Brand | Recreate | Connect | Transform
COMMUNITY
CONTEXT
• DEVELOPMENT CONTEXT
• DEMOGRAPHIC PROFILE
• REGIONAL CONNECTIONS
• EXISTING TRAIL NETWORK
2 | COMMUNITY CONTEXT25Brand | Recreate | Connect | TransformDEVELOPMENT CONTEXT
The City of Allen is located along US 75 in the southwestern portion
of Collin County. It is approximately 15 miles north of the intersection
of Interstate 635 and US 75 and 20 miles north of Downtown Dallas.
The city is bordered by the City of Plano to the south and west,
McKinney to the north, Lucas and Parker to the southeast, and
Fairview to the northeast. US 75 creates both a physical and visual
east/west divide of the City but also provides key vehicular access
to the rest of the Dallas-Fort Worth Metroplex.
HISTORICAL BACKGROUND
Historically, Native Americans were the original inhabitants of
the City of Allen. The Caddos, Kiowas, and Comanches were
the primary inhabitants. In the early 1840’s, European immigrants
began to travel to the area via roads constructed by the Texas
Republic: Texas Road and Central National Road. By 1874 this
area attracted residents with the construction of the stone dam,
water tower, and pump house on Cottonwood Creek for the
Houston and Central Texas Railway. The stone dam provided
water for storage tanks adjacent to the railroad used to refill the
steam engines every 7 to 10 miles. This railroad corridor became
the center of commerce for residents and local farmers.
The area was later surveyed in 1876 for documents filed by the
Houston & Texas Central Railway creating a village named
after Ebenezer Allen, a former Republic Attorney General and a
promoter of the Houston & Texas Central Railway. The village was
later incorporated AS the City of Allen in 1953.
Houston & Texas Central
Railway Depot
Texas Electric Railway Depot
(Interurban)
26 | City of Allen Trails and Bikeways Master Plan
CONTEMPORARY SETTING
Over the last 40 years, Allen has consistently experienced
significant increases in population and corresponding growth in
commercial and residential development. Incoming residents
are attracted to the City’s reputation for its great schools which
is comprised of Allen Independent School, Lovejoy Independent
School District, Plano Independent School District, and McKinney
Independent School District. Many schools have parks located
adjacent to them.
Recent development within the City has also spurred growth
and economic development such as the Stacy Green Mixed-Use
project at US 75 and Stacy Road. This 73-acre project includes
restaurants, retail space, urban style apartments and townhomes.
Other retail destinations include the Allen Premium Outlets, Twin
Creeks Village, and Watters Creek at Montgomery Farms.
Allen’s Central Business District located in the core of the City
encompasses the downtown area along with major civic, cultural,
and historic destinations.
2 | COMMUNITY CONTEXT27Brand | Recreate | Connect | TransformThe following awards show the national attention the City of
Allen has received for being an attractive community with a high
quality of life for families, young professionals, and retirees:
MONEY’s #2 Best Place to Launch a Career (March 2018)
CNBC Make It Best Suburbs in America (February 2018)
AreaVibes #1 Best Place to Live in America (November 2017)
MONEY’s #1 Best Place to Live in the South (November 2017)
2017 Digital Cities Survey Winner (November 2017)
TOMA Award for Best Creative Project: Cottonwood Creek Trail
Bridge (February 2017)
5 Friendly Cities for Young Families (January 2017)
NRPA Gold Medal Award for Excellence in Park and Recreation
Management (October 2016)
WalletHub Allen Is the 4th Best Texas City for Families (July 2016)
Governor’s Community Achievement Award (June 2016)
Niche 2016 Best Places to Live in Texas (June 2016)
ApartmentList.com Best Cities for Young Families (February 2016)
ApartmentList.com Best Cities for Young Families (December 2014)
Nerd Wallet Best Places for Young Families (October 2014)
D Magazine Best Suburbs (June 2014)
Family Circle 10 Best Towns for Families (June 2013)
Money Magazine Best Places to Live (August 2012)
Forbes.com Best Places to Move (July 2009)
28 | City of Allen Trails and Bikeways Master Plan
DEMOGRAPHIC PROFILE
Collin County is one of the fastest growing counties in the Dallas-Fort
Worth Metroplex. Located in the southwestern part of the county,
Allen’s trail system along the Regional Veloweb (discussed later
in the chapter) and the proposed DART line, positions it as major
transportation connector. As the county grows, an understanding
of the demographic make-up of a city is an integral part of the
trail planning process. Community characteristics can provide
an idea of the potential trail and bikeway user groups in the City
based on age and average commuting time. Demographic
information and projected populations are provided by the
2010 decennial Census, the 2016 American Community Survey
Five-Year Estimates, and the North Central Texas Council of
Governments (NCTCOG).
POPULATION GROWTH
Since the 1980’s, the population has grown consistently, nearly
doubling in population every ten years. In 1980, the population
was 8,314; in 1990, the population was 19,371; in 2000, the
population was 43,576; and in 2010 the population was 84,246.
That’s an approximately 100% population increase on average
every 10 years. Today, the population is 104,636. For purposes of
this plan, the 2030 population of 138,464 will be used to assess trail
and bicycle needs and future trail miles level of service. Table 2:1
shows the historic population over time.
AGE AND GENDER
Evaluating age and gender is important to ensure that a
community has an appropriate mix of trails and bicycle facilities.
In Allen, the largest population group is individuals aged 40 to
49 years old, followed by 5 to 19 years old. A young population
indicates that it is a growing community. Figure 2:1 depicts both
age and gender of the current population.
RACIAL AND ETHNIC CHARACTERISTICS
Evaluating racial and ethnic characteristics is also important to
establish an existing profile of a community. Table 2:2 shows the
changes in race and ethnicity over time.
Table 2:1 – Allen Population Growth (1950-2020)
Figure 2:1 – Allen Population Pyramid (2016)
Source: U.S. Census Bureau, Population Division
Source: U.S. Census Bureau, 2012-2016 American Community Survey 5-Year
Estimates
120,000
100,000
80,000
60,000
40,000
20,000
0
1950 1960 1970 1980 1990 2000 2010 2020
15% 10% 5% 0% 5% 10% 15%
10 - 14 years
15 - 19 years
20 - 24 years
25 - 29 years
30 - 34 years
35 - 39 years
40 - 44 years
45 - 49 years
50 - 54 years
55 - 59 years
60 - 64 years
65 - 69 years
70 - 74 years
75 - 79 years
80 - 84 years
85 +
5 - 9 years
Under 5 years
ALLEN, TX
2 | COMMUNITY CONTEXT29Brand | Recreate | Connect | TransformTable 2:2 – Race & Ethnicity (2013-2016)Table 2:3 – Household Characteristics (2000-2016)
HOUSEHOLD CHARACTERISTICS
Another important component of a population profile is household
characteristics which can indicate the type of trail facilities or
trail amenities residents may demand. The percentage of renter-
occupied homes has increased approximately 240% since 2000.
Additionally, the median household income in 2016 was $102,215,
which is much higher than the regional median. Table 2:3 shows
additional household characteristics over time.
Source: U.S. Census Bureau, American Community Survey
COMMUTE TIME
According to the Population Division of the Census Bureau, the
average commute time ranged from 20 to 24 minutes and 30 to 34
minutes for approximately 12,000 to 14,000 of Allen’s residents. In
2016, the most common commute time was 20-24 minutes (15.5%)
followed by 30-34 minutes (14.9%). Additionally, 23% of employed
residents have a commute time of 10 to 19 minutes. These figures
show that most of Allen’s residents work near Allen if not within the
city limits itself. Shorter commute times may indicate a potential to
switch to alternative commutes like cycling. Figure 2:2 shows the
changes in commute times from 2013 to 2016.
Figure 2:2 – Commute Time (2013-2016)
Source: U.S. Census Bureau, Population Division
15% 10% 5% 0% 5% 10% 15%
Race 2013 2014 2015 2016
White 55,690 57,878 58,211 59,061
Asian 10,318 11,883 12,880 13,377
Latino/Hispanic Ethnicity 9,791 9,692 10,229 10,018
Black 8,272 7,088 7,994 9,198
Native American/Alaska
Native
465 538 400 298
Hawaiian/Pacific Islander 140 88 55 34
Other Race 278 267 239 264
2 or More Races 2,259 2,411 2,494 2,460
2000 2010 2016
Total Housing Units 15,227 27,176 31,028
% Occupied 93%95%99%
% Owner Occupied 85%81%75%
% Renter Occupied 15%19%25%
% Vacant 7%5%1%
Average Household Size 3.07 3.02 3.09
Single-Person Households 11.9%15.8%7.1%
Median Home Value $142,400 $192,100 $234,600
Median Gross Rent $887 $1,111 $1,299
Median Household Income $78,924 $107,006 $102,215Source: U.S. Census Bureau, American Community Survey
30 | City of Allen Trails and Bikeways Master Plan
PREVIOUS PLAN GOALS AND OBJECTIVES
The Allen Consolidated Alternative Transportation and Recreation
Trail Plan prepared in 2002 worked as a guide for development of
a citywide network of alternative transportation. It also served as a
basis for design decisions regarding a Consolidated Trail Plan and
its phased implementation. The master plan for the Consolidated
Alternative Transportation and Recreation Plan goals were the
following:
1. Establish A Continuous Loop System
2. Establish Transportation And Recreation Routes
3. Create A Legible System
4. Function As A Component Of A Larger Network
5. Integrate Consolidated Trail Plan Within City
6. Create A Trail System With Community Identity
7. Utilize Trail To Preserve And Protect Natural Amenities
The plan was structured in three phases spanning over a period of
years establishing a network of trails and bike routes that responds
to needs of pedestrians within the community. Figure 2:3 on the
facing page shows the trails master plan from 2002. The proposed
2018 City of Allen Trails and Bikeways Master Plan expands on
and updates many of the goals of the previous master plan, yet
remains consistent with the overall intent envisioned in 2002.
2 | COMMUNITY CONTEXT31Brand | Recreate | Connect | TransformFigure 2:3 – Allen Trails Master Plan (2002)
32 | City of Allen Trails and Bikeways Master Plan
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Dallas County 2040 Bikeway Network in Collin County
DRAFT: 7/13/2016
DRAFT: 7/13/2016
: I:\Sustainable_Development\ArcGIS\Bike_Ped\RegionalFacilities\2040 Detailed County Working Maps\Detailed Collin County Anno Map.mxd
The Regional Veloweb and Community Shared-Use Path network does not include recreational paths/loops, private
paths, equestrian or nature trails, or wide sidewalks less than 10 feet in width.
On-street bikeways in the urbanized area include separated or protected bike lanes/cycle tracks, bike lanes,
marked shared lanes, and marked bicycle boulevards. On-street bikeways in the urbanized area do not include
signed bike “routes”, signed “share the road”, unmarked wide outside lanes, or signed wide shoulders.
The use of wide shoulders is included on various roadways linking rural communities outside of the urbanized area.
Facility recommendations indicate transportation need. Corridors specific alignment, design, and
operational characteristics for the Regional Veloweb system will be determined through ongoing
project development.
Rail Line
Major Roads
0 2 4 6 8 101Miles
I2 Rail Stations
Legend
Community Shared-Use Paths and Bikeways
Off-Street, Existing
Off-Street, Funded
Off-Street, Planned
On-Street, Existing
On-Street, Funded
On-Street, Planned
Rural Paved Shoulders, Existing
Rural Paved Shoulders, Planned
Regional Trails
K
2040 Regional Veloweb
March 2016
REGIONAL CONNECTIONS
Allen’s existing trail network links to neighboring communities
including Plano, McKinney, Lucas, Fairview, and Parker; creating
a regional system of trail and bikeway connections.
THE REGIONAL VELOWEB
The Regional Veloweb is a network of planned off-street shared-
use paths designated by NCTCOG. As part of the Mobility 2045
Plan, the Veloweb includes 1,876 linear miles of planned paths
stretching across 10 counties and 105 cities in North Central Texas.
The identification of alignments for the Veloweb is a result of
cooperative planning between NCTCOG and local jurisdictions.
While NCTCOG provides varying levels of assistance in constructing
Veloweb route segments, it is in effect the responsibility of each city
to identify funding and construct their segment of the Veloweb.
Allen is located within the Dallas to McKinney corridor of the
Regional Veloweb and has existing, funded, and planned trail
segments. Cottonwood Creek Trail, Watters Branch Trail, and
Rowlett Creek Trail are major segments located on the Veloweb
within Allen. Furthermore, the old DART railroad system east of US
75 is also a major planned Veloweb corridor in Allen.
COLLIN COUNTY REGIONAL TRAILS MASTER
PLAN
The 2011 Collin County Regional Trails Master Plan (RTMP) is a
collaborative county-wide system of trails between cities and
towns within Collin County. The master plan’s purpose was to
build upon the Regional Veloweb, the Six Cities Plan, and the
individual planning efforts of cities and towns within the County.
Significant components of the plan defined priority trail corridors
and identified trail gaps between cities. The City of Allen Trails and
Bikeways Master Plan builds upon those recommendations while
providing updated trail alignments and linkages that account for
recent development and growth.
Figure 2:4 – Regional Veloweb
2 | COMMUNITY CONTEXT33Brand | Recreate | Connect | TransformSIX CITIES PLAN
Used as a basis for the Collin County Regional Trail Master Plan,
this plan was a collaboration between the cities of Allen, Plano,
McKinney, Richardson, Frisco, and Garland. The plan was a
blueprint that provided a regional trail system connecting these
neighboring cities.
ADJACENT CITIES
PLANO | The City of Plano has approximately 70 miles of off-street
trails, and several more miles planned for additional connectivity.
Significant trail systems include Preston Ridge, Legacy, Bluebonnet,
Chisholm, Breckenridge, Shady Brook, and trails within Oak
Point Nature Preserve, Bob Woodruff, and Arbor Hills parks. Trail
connections to other cities include Allen, The Colony, and Murphy.
MCKINNEY | The City of McKinney trail system includes
approximately 59 miles of bikeways and trails that primarily consist
of 8’-12’ wide paved trails along roadways.
PARKER | The City of Parker has an 8’ wide trail network that flows
into the core of the city connecting into nearby cities such as
Plano, Allen, Murphy, and Lucas.
FAIRVIEW | The City of Fairview is developing their parks and open
space master plan. The City has destinations such as the Village
at Fairview that is adjacent to Allen’s Stacy Trail.
LUCAS | The City of Lucas located east of Allen is a smaller City
with approximately four parks.
Figure 2:5– Regional Veloweb Context (Dallas to McKinney)
34 | City of Allen Trails and Bikeways Master Plan
EXISTING TRAIL NETWORK
The City of Allen has a strong network of trails for a variety of users.
The trails are divided between on-street and/or parallel to streets,
shared-use paths along utility rights-of-way and greenbelts, signed
bike routes, and a sidewalk network. Several large sections of trails
were constructed recently. The following section describes the
City’s primary spine and loop trails.
CELEBRATION PASS is a 2.70 mile spine trail
that begins at Stacy Road ending at Maxwell
Creek at the City of Allen boundary adjacent to
the City of Parker. Existing off-street portions of
the trail segments are widths of 12’ and 8’. Major
proposed portions of the trail begins on-street at
Celebration Park, ending at Bethany Drive. The
other proposed portion connects the existing on-
street portion that begins at County Brook Lane
along Angel Pkwy to Stacy Road.
STACY TRAIL is a 1.92 mile on-street spine trail
from Ridgeview Drive to Goodman along Stacy
Road. Stacy trail is a 10’ on-street trail that begins
at Ridgeview Dr ending at Angel Pkwy. Proposed
portions of the trail are adjacent to Allen Premium
Outlets and an undeveloped tract located on
the corner of North Watters Road and Stacy
Road.
RIDGEVIEW TRAIL is a 1.68 mile 12’ wide on-
street spine trail from Custer Road to Central
Expressway (US75). Located on the northern
side of Ridgeview Drive, the trail is mostly
composed of proposed trail segments that run
adjacent to undeveloped tracts of land of future
development opportunities.
BEL AIR TRAIL is a 2.27 mile park loop trail that
travels from Fire Station 2 to Lakeway Baptist
Church. The on-street trail is primarily built out
and has widths that vary from 6’-12’. An access
point to the trail is located within Watters Crossing
Park on Bel Air Drive.
EAST ROWLETT TRAIL is a 2.14 mile
greenbelt trail that begins at Twin Creeks
Golf Course along the Rowlett Creek
Tributary and continues to Ridgeview
Drive. The existing 8’ wide segment of
the trail runs within the Twins Creeks
neighborhood ending at W. Exchange
Pkwy. The proposed portion of the trail
will begin at W. Exchange Pkwy ending
at Ridgeview Drive.
ROWLETT CREEK TRAIL is a 3.55 mile
greenbelt trail that runs from Frisco/
Plano/Molsen Farm along Rowlett Creek
to Custer Road in Plano. Rowlett trail’s
existing segments widths varies ranging
from 8’-12’ wide. A major proposed
portion of the trail begins at McDermott
Drive connecting into the existing
segments within The Trails at the Woods.
Other proposed segments are located
near Custer Road and Ridgeview Drive.
COTTONWOOD TRAIL is a 5.02 mile
greenbelt trail with segments of various
widths of 8’, 10’, and 12’. The concrete
trail runs along Cottonwood Creek from
Chapparal Road to Ridgeview Drive.
Cottonwood trail is a major spine trail
connecting into the core of the City. It is
also designated as a regional trail within
the Regional Veloweb network.
2 | COMMUNITY CONTEXT35Brand | Recreate | Connect | TransformWATTERS TRAIL is a 3.94 mile greenbelt trail
that runs parallel to Watters Creek. The first
segment begins at Ridgeview Drive and ends
at Exchange Parkway. The second segment
starts at Exchange Parkway and runs south
through the Day Spring Nature Preserve and
ends at W. McDermott Drive. The third segments
begins under W. McDermott Drive running south
towards W. Bethany Drive where the fourth
segment begins, ending at the Watters Creek at
Montgomery Farm shopping center.
MUSTANG CREEK TRAIL is a 2.77 mile
greenbelt trail that begins in south Allen at the
intersection of Chaparral Road and Brook Ridge
Avenue. The 10’ wide concrete trail runs north
along Mustang Creek and serves as a major
recreational connector to various parks within
east Allen. Mustang Trail starts with an access
point at Heritage Park and connects to Bethany
Ridge Park, Bethany Lakes Park, Shadow Lakes
Park, Reed Park East, Greenville Heights Park,
and the Bluffs at Lost Creek. There is also access
to the trail facility from Gene Reed Elementary
School and Marion Elementary School.
EXCHANGE TRAIL is a 2.05 mile street side trail
from Cottonwood Trail to Ridgeview Drive. The
trail changes in width and gaps exist along the
north and south sides of W. Exchange Parkway.
Once completed, the trail could provide a
connection to Rowlett Creek Trail, Glendover
Park, Waterford Park, and nearby residential and
commercial development.
CELEBRATION TRAIL LOOP is a 1.55
mile, 8’ wide loop trail that loops around
Celebration Park. A baseball park and
trailhead exist within the park connecting
into the trail.
ALLEN STATION TRAIL is a 1.67 mile
greenbelt trail that begins within Allen
Station Park to Stacy Road with width of
8’ and 10’ in various part of the trail. Allen
Station trail is an staple trail within the
historic Allen Old Stone Dam location.
URBAN CENTER is a 1.68 mile 10’ wide
on-street spine trail beginning at Watters
Trail along Bossy Boots Drive, Raintree
Circle, Junction Drive, Bray Central Drive
and ends back at Watters Trail.
SHALLOWATER TRAIL is a 1.91
mile greenbelt trail the begins at the
intersection of Glenmere Drive and
Lufkin Drive. The initial existing segment
ends at Shallowater Drive and Bent Horn
Drive. Then it starts again only fronting
Fire Station #5. The remaining proposed
portion runs south within undeveloped
tracts ending at the Rowlett Creek Trail.
36 | City of Allen Trails and Bikeways Master Plan
SCHOOLS
NORTH 1¼
Miles
0 ½Figure 2:6 – Existing & Planned Trails Map
Allen Station Trail
Allen Trail
Bel Air Trail Loop
Bethany Lakes Trail
Celebration Pass
Comet Trail
Cottonwood Trail
East Rowlett Trail
Exchange Trail
Mustang Trail
Ridgeview Trail
Rowlett Trail
Shallowater Trail
Stacy Trail
Urban Center Loop Trail
Watters Trail
LEGEND
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
Beverly Elementary School
Ereckson Middle School
Kerr Elementary School
Green Elementary School
Dr ET Boon Elementary School
Frances E Norton Elem. School
Boyd Elementary School
Allen High School
Lowery Freshman Center
Vaughan Elementary School
Ford Middle School
Rountree Elementary School
Gene Reed Elementary School
Marion Elementary School
Anderson Elementary School
Curtis Middle School
Story Elementary School
Olson Elementary School
Carlena Chandler Elem. School
Evan Elementary School
Beverly Cheatham Elem. School
Jenny Preston Elem. School
S.T.E.A.M. Center
20
21
22
23
Supporting Trails
Primary Trails
2 | COMMUNITY CONTEXT37Brand | Recreate | Connect | TransformTable 2:4 – Existing Bike and Trail Lengths
BIKE AND TRAIL LENGTHS - EXISTING
Trail Name Length
in miles
Length
in Linear
Feet
Width Surface
1 Allen Station Trail 1.67 8,835 8', 10'Concrete
2 Celebration Pass 2.37 12,502 10'Concrete
3 Cottonwood Trail 5.02 26,514 8', 10', 12'Concrete
4 Exchange Trail 2.05 10,836 10'Concrete
5 Mustang Trail 2.77 14,600 10'Concrete
6 Ridgeview Trail 1.68 8,861 12'Concrete
7 East Rowlett Trail 2.14 11,301 10'Concrete
8 Rowlett Trail 3.55 18,760 12’Concrete
9 Stacy Trail 1.92 10,133 10', 12'Concrete
10 Shallowater Trail 1.91 10,082 10'Concrete
11 Watters Trail 3.1 16,305 8', 10'Concrete
12 Connector Trail 31.1 164,208 8', 10'Concrete
SUB-TOTAL 59.28 312,937
Trail Loops Length
in miles
Length
in Linear
Feet
Width Surface
1 Urban Center 1.68 8,867 10'Concrete
2 Bel Air 2.27 11,991 8'Concrete
3 Celebration 1.55 8,165 10'Concrete
SUB-TOTAL 5.5 29,023
Note: 13.86 miles of concrete trails not
including 6’ wide “trail”
GRAND TOTAL LENGTH 64.78 341,960
Of the existing trails in Allen, the majority are concrete. There are
additional soft-surface nature trails that prohibit bicycle traffic, so
they are not included in this listing. The use of concrete makes
these trails suitable for all weather, which increases the overall
usability and lowers the impact of weather events, such as heavy
rains and flooding, from interfering with accessibility. Additionally,
Allen has many trails that are, or have sections that are, 10’-12’,
which provides enough space for walkers, joggers, bicyclists,
strollers and wheelchair users to easily navigate and share the
trail. A discussion of current and future level of service needs is
included in the ‘Trail Needs’ Chapter on page 42.
TRAIL NEEDS • DEFINING THE NEED FOR TRAILS
• PUBLIC & COMMUNITY INPUT
• REGIONAL BENCHMARKS
3 | TRAIL NEEDS39Brand | Recreate | Connect | TransformINTRODUCTION
Determining the need for trails is essential before trail quantities,
location, and specific characteristics can be defined. Three
primary methods used in this plan to assess the need for trails
and bikeways are 1) public and community engagement, 2)
community survey tools, and 3) benchmark analysis which
compares Allen with peer cities. This qualitative and quantitative
approach can help to formulate a comprehensive assessment of
the need for bicycle and pedestrian facilities in Allen.
DEFINING THE NEED FOR TRAILS
To determine specific recommendations for the location and
character of future trails, the overall need for trails in Allen must
be understood. The Halff Planning Team utilized three primary
methods to collect this critical information:
Each of these three methods have their inherent strengths and
weaknesses, however collectively, they paint an accurate picture
of trail needs in Allen.
1 | Public Meeting
2 | Online Survey
3 | Benchmark Analysis
40 | City of Allen Trails and Bikeways Master Plan
Identify important DESTINATIONS,
obstacles and hazards
PUBLIC AND COMMUNITY INPUT
To create a vision for the trails master plan it is important to first
consider the input of those who use the trail system on a daily
basis. This information was collected through a public open house
held in conjunction with a Parks Board meeting as well as an
online survey.
PUBLIC MEETING AND OPEN HOUSE
PRESENTATION
The Halff Planning Team presented an overview and initial
assessment of the Allen trails system at the May 14, 2018 Parks
Board meeting. This Board meeting was open to the public
and was advertised as an open house to encourage citizen
involvement. Information presented included a discussion of the
overall purpose of the Trails Master Plan, observed opportunities
and constraints, potential special projects that could result from
the Master Plan, and the general content of the document.
Over 100 people attended the meeting and provided feedback
through a written questionnaire, open forum discussion, and
comments on specific presentation boards during the open house
session.
The goals of this Park Board meeting and open house
were to:
Understand typical USER TYPES in Allen who
commonly ride bikes or walk;
Understand the location of CRUCIAL MISSING
LINKAGES throughout the trail system;
3 | TRAIL NEEDS41Brand | Recreate | Connect | TransformMEETING RESULTS
ONLINE SURVEY
Surveys performed in the past, specifically for the 2015 Parks &
Recreation Master Plan, have revealed the public’s strong desire
for Allen to implement an accessible and usable trail system. The
planning team utilized an online survey to capture additional
input from a wider range of citizens. Questions were developed to
better understand what issues citizens would like to see addressed
in Allen. These included questions of which trails and parks were
most commonly used, the desirability of on-street versus off-street
bike facilities, and the overall importance of trails and bikeways.
The survey was open in May 2018 and received a total of 373
responses from Allen residents.
Top 3
beautification
enhancements
chosen by residents:
Trailheads,
Wayfinding/Kiosks,
Lighting
Most residents
looking to FILL
TRAIL GAPS
for on-street
facilities
SAFE TRAIL
CROSSINGS
needed in a number
of locations
Most popular trail
access points
Celebration Park 59%*
Allen Station Park 37%*
At least 20% respondents
access trails through
Ford Park, Dayspring
Nature Preserve, Twin
Creeks Park*
Most popular trails
Cottonwood Trail 57%*
Watters Trail 48%*
Exchange Trail 36%*
Stacy Trail 29%*
Important Priorities over the next 5-10 years
1. Focus on improvements to reduce or eliminate key
existing barriers or gaps*
2. Development of one or two long-distance, major
routes that have a high ease of use for the average
user*
3. Provide bicycle facilities throughout the city
4. Add to current standards so that new development
has superior bicycle facilities planned from the
beginning*
ONLINE SURVEY RESULTS
14% of respondents
COMMUTE BY BICYCLE*
86% use OTHER
TRANSPORTATION
methods*
Main purpose for
cycling
RECREATION 49%*
FITNESS 46%*
*Percentages are based on results from survey responses
42 | City of Allen Trails and Bikeways Master Plan
REGIONAL BENCHMARKS
When determining the overall need for trails, it is important to
compare Allen’s trail system with those of peer cities. The following
section includes an analysis of the trail systems of several cities
similar or close to Allen, an assessment of Allen’s current trail
system in meeting the community’s needs, and a target level of
service for the amount of trails in the city.
Six benchmark cities were chosen to compare to Allen’s existing
trail system. Each of these cities are either adjacent to Allen or are
comparable to Allen in terms of the cities’ development status
(that is, they are close to build-out and have an above average
amount of natural amenities). The following comparison considers
only existing hard-surface and soft-surface trails.
In Figure 3:1, the number of existing miles of trail in Allen is compared
to each city’s current population. This results in a population-
per-mile benchmark by which each city can be compared. A
lower population-per-mile benchmark figure means that there
are more miles of trail per capita in that city, indicating a higher
level of service (LOS). In simple terms, a lower population-per-
mile benchmark figure is better (note that these figures consider
only the quantity of each city’s trails, not the quality). For the DFW
Region, a regional benchmark of 1 mile of trail for every 1,200
residents has been established; this LOS figure will serve as the
goal for Allen in this analysis.
2015 LEVEL OF TRAIL SERVICE (LOS) COMPARISON
1 mile per 2,910 residents
Population: 116,783
Existing Trail Mile: 40
City Area: 18,562 Acres
1 mile per 3,070 residents
Population: 181,330
Existing Trail Mile: 59
City Area: 40,256 Acres
1 mile per 1,850 residents
Population: 42,721Existing Trail Mile : 23
City Area : 10,079 Acres
1 mile per 1,340 residents
Population: 100,685
Existing Trail Mile: 75City Area: 17,344 Acres
1 mile per 5,990 residents
Population: 41,941
Existing Trail Mile: 7City Area: 9,408 Acres
1 mile per 1,800 residents
Population: 53,982Existing Trail Mile: 30
City Area: 40,256 Acres
1 mile per 3,530 residents
Population: 286,143
Existing Trail Mile: 81City Area: 46,229 Acres
COPPELLALLEN
THE COLONY
RICHARDSONMCKINNEY
PLANO
GRAPEVINE
Figure 3.1 - Level of trail service comparison information compiled
from the North Central Council of Governments (NCTCOG) and
various city website and trail master plans based on 2010 Census Data
2030 LOS GOAL
1,200 (POPULATION PER TRAIL MILE)
Estimated population projection (2.36%) : 138,464
Trail Mileage needed : 115 TOTAL
(75 miles existing trails + 40 miles future trails
needed to meet goal)
City Area : 17,344 Acres (current city acreage)
This information reveals that Grapevine, The Colony, and Allen
provide between one mile for every 1,340 to 1,850 people;
representing a higher level of service for their citizens than the
other benchmark cities. In addition, Allen stands out as having
the highest level of service of the communities compared. Today,
Allen needs approximately 9 additional miles of trail to meet the
LOS goal of 1 mile for per every1,200 residents. In 2030, with the
anticipated population growth, the deficit increases to 40 miles of
trail to meet the LOS goal of 1 mile per every 1,200 residents.
3 | TRAIL NEEDS43Brand | Recreate | Connect | Transform1 mile per 2,910 residents
Population: 116,783
Existing Trail Mile: 40
City Area: 18,562 Acres
1 mile per 5,990 residents
Population: 41,941
Existing Trail Mile: 7City Area: 9,408 Acres
1 mile per 1,800 residents
Population: 53,982Existing Trail Mile: 30
City Area: 40,256 Acres
8’ wide trail
(Existing)
6’ wide trail
(Existing)
LEGEND
SCHOOLS
NORTH 1¼
Miles
0 ½Figure 3:2 – Existing Undersized Trails
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
Beverly Elementary School
Ereckson Middle School
Kerr Elementary School
Green Elementary School
Dr ET Boon Elementary School
Frances E Norton Elem. School
Boyd Elementary School
Allen High School
Lowery Freshman Center
Vaughan Elementary School
Ford Middle School
Rountree Elementary School
Gene Reed Elementary School
Marion Elementary School
Anderson Elementary School
Curtis Middle School
Story Elementary School
Olson Elementary School
Carlena Chandler Elem. School
Evan Elementary School
Beverly Cheatham Elem. School
Jenny Preston Elem. School
S.T.E.A.M. Center
20
21
22
23
Another critical trail system need in Allen is for wider
trails to meet the demands of varied trail users. Many
of the existing trails are 6’-8’ in width, which does not
meet current regional standards of 12’ for shared-
use trails. Moving forward, the city standard should
be 12’ wide trails with the exception of loop trails
within parks, which can be 6’-8’ in width. Figure 3:2
identifies the existing undersized trails in Allen.
TRAIL NETWORK • USER GROUPS
• TRAIL TYPES
• TRAIL DESTINATIONS
• TRAIL OPPORTUNITIES & CONSTRAINTS
4 | TRAILS NETWORK45Brand | Recreate | Connect | TransformINTRODUCTION
The City of Allen’s trail network is comprised of hierarchical
trail facilities that provide connectivity and access to various
destinations throughout the City. Trail users have the option to
travel on any facility type based on their preference and physical
capabilities. Consequently, multi-use trails and bikeways utilized
as alternative modes of transportation coupled with diverse
recreational opportunities requires careful consideration of the
diverse needs of various user groups. Accessibility, continuity,
and comfort are key desires of trails users who regularly utilize
them. When trail gaps are minimized and continuous on-street
and off-street trails are connected into the City’s core and key
destinations, the trail system’s framework is reinforced through a
“spine” of connected trails. Users have the option to experience
multiple destinations without maneuvering to unsafe conditions
along their route, thereby increasing their confidence due to safe,
uninterrupted connectivity within the trail network.
46 | City of Allen Trails and Bikeways Master Plan
USER GROUPS
Dynamic trail systems that meet the needs of the entire community
require an understanding of multiple user group’s characteristics,
preferences, challenges, and limitations. While it is important
to consider and attempt to meet the unique needs of all user
groups, the City’s primary goal should be to identify the shared
and overlapping needs of those groups and build a trail system
that most efficiently meets those needs.
WALKERS
In general, trails are utilized by pedestrians for
the recreational experience they provide and
typically most users fall within the walkers category.
Walking is a great way to enjoy passive recreation
due to affordability and accessibility. Therefore,
it is important that trails also provide connectivity
between neighborhoods and nearby destinations.
The primary consideration when developing
trails for pedestrians is that they are enjoyable,
attractive, safe, and comfortable.
RUNNERS/JOGGERS
Trail systems also provide opportunities in sports,
leisure and fitness for both runners and joggers
alike. Spine trails and multi-use trails with minimum
widths of 12’-14’ provide space for runners and
joggers to pass walkers and space for running
groups and meet-ups.
BICYCLISTS
Bicyclists consists of three groups, the occasional
riders (children and seniors), the recreation rider
(basic), and the more experienced on-street/off-
street rider (advanced). A connected on-street
and off-street trail system provides mobility for
commuters and access to destinations and parks
for the recreational rider.
4 | TRAILS NETWORK47Brand | Recreate | Connect | TransformADVANCED
Experienced bicyclists typically see riding as a mode of
transportation and are more comfortable with riding on-street
with adjacent motor vehicle traffic. They are confident on the
roadway and are undeterred by various roadway conditions.
However, bike lane and bikeway networks are preferred and are
supported by these riders. Users within this group may be a part of
a cycling club or a commuter within the City of Allen. If advanced
users do ride on trails, speed control is needed so as to not create
a conflict with other trail users.
BASIC
Bicyclists who ride for leisure and recreation prefer off-street
bike trails and shared-use paths adjacent to roadways. This user
group is less likely to ride as a mode or transportation since this
user group is less confident. However, they will more likely ride on-
street within residential neighborhoods and within parks and open
space areas.
CHILDREN & SENIORS
Both youth and seniors are the most vulnerable user groups. They
require easily accessible trail routes that are simple and easy to
navigate.
48 | City of Allen Trails and Bikeways Master Plan
TRAIL TYPES
The City of Allen trail network is comprised of a hierarchal system
of trail as mentioned earlier in the chapter. Three main trail types
exist providing local and regional connectivity throughout the
City. Existing and proposed connections established in the plan
create a unified system of trails linking into parks, neighborhoods,
employment centers and civic destinations.
PRIMARY TRAILS
Primary trails serve as a main linkage across the City to parks
and facilities, trail loops and neighboring cities. Primary trails can
be greenbelt spine trails or sidepaths adjacent to roadways.
Typical trail widths would be 10’ or wider. Currently, Allen has
approximately 44 miles of primary trails such as Watters Trail,
Cottonwood Creek Trail, Rowlett Trail, and Mustang Trail.
TRAIL LOOPS
Loop trails are generally 8’ or wider closed trails within parks that
provide connections to primary trails and city parks and facilities.
There is approximately 6 miles of trail loops within the City. These
loops are the Bel Air Loop, Urban Center Loop, and Celebration.
CONNECTOR TRAILS
Connector trails, usually 1 mile or less in length, can be accessed
by sidewalks and connect to adjacent primary trails
Figure 4:1-4:5 depict opportunities for additional trails and
bikeways in Allen.
TRAIL DESTINATIONS
Trails serve as a mode of travel and connection to places and
spaces around the City. As a part of trail system planning,
key facilities, locations, and services have been identified
as destinations. These facilities and parks also act as passive
trailheads serving as opportunities for parking and trail access.
PARKS AND OPEN SPACE
The City of Allen trail network serves as a point of connection
between the city’s park system, greenbelts, and creeks. For
instance, Watters Trail connects Waterford Park and Dayspring
Nature Preserve. Although gaps exist within the Cottonwood
trail, it connects Allen Station Park, Ford Park, and Heritage Park.
Mustang Trail provides access to Bethany Ridge Park, Bethany
Lakes Park, Shadow Lakes Park, and Reed Park.
CIVIC AND RECREATIONAL FACILITIES
The city has a variety of facilities located throughout the
City’s Central Business District. The CBD encompasses several
destinations including the Allen Public Library located west of US
75, Allen Heritage Village, Allen Senior Recreation Center, Allen
Station Park, and Don Rodenbaugh Natatorium.
MAJOR RETAIL AREAS
Pedestrians and bicyclists need safe, continuous trails and
bikeways connecting to and traversing major retail areas such as
Watters Creek at Montgomery Farm. This is a major destination for
residents, that includes a mixed-use shopping center with retail,
restaurants, offices, residential lots, public art, events, and a large
village green. The shopping center borders Watters Creek and
the nearby Watters Creek Trail.
Twin Creek Village is a shopping center that includes shops,
restaurants, and other services located near Watters Creek Trail
on the northwest corner of US 75 and W. McDermott Drive. The
Villages at Allen, located in close proximity to Cottonwood Creek
North Trail on the southeast corner of US 75 and Stacy Road, and
Allen Premium Outlets.
4 | TRAILS NETWORK49Brand | Recreate | Connect | Transform
50 | City of Allen Trails and Bikeways Master Plan
12’ wide trail
(Existing)
10’ wide trail
(Existing)
8’ wide trail
(Existing)
6’ wide trail
(Existing)
Proposed On-Street Trail
LEGEND
SCHOOLS
Figure 4:1 – On-Street Trails Map NORTH 1¼
Miles
0 ½
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
Beverly Elementary School
Ereckson Middle School
Kerr Elementary School
Green Elementary School
Dr ET Boon Elementary School
Frances E Norton Elem. School
Boyd Elementary School
Allen High School
Lowery Freshman Center
Vaughan Elementary School
Ford Middle School
Rountree Elementary School
Gene Reed Elementary School
Marion Elementary School
Anderson Elementary School
Curtis Middle School
Story Elementary School
Olson Elementary School
Carlena Chandler Elem. School
Evan Elementary School
Beverly Cheatham Elem. School
Jenny Preston Elem. School
S.T.E.A.M. Center
20
21
22
23
4 | TRAILS NETWORK51Brand | Recreate | Connect | Transform12’ wide trail
(Existing)
10’ wide trail
(Existing)
8’ wide trail
(Existing)
6’ wide trail
(Existing)
Proposed On-Street Trail
LEGEND
SCHOOLS
NORTH 1¼
Miles
0 ½
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
Beverly Elementary School
Ereckson Middle School
Kerr Elementary School
Green Elementary School
Dr ET Boon Elementary School
Frances E Norton Elem. School
Boyd Elementary School
Allen High School
Lowery Freshman Center
Vaughan Elementary School
Ford Middle School
Rountree Elementary School
Gene Reed Elementary School
Marion Elementary School
Anderson Elementary School
Curtis Middle School
Story Elementary School
Olson Elementary School
Carlena Chandler Elem. School
Evan Elementary School
Beverly Cheatham Elem. School
Jenny Preston Elem. School
S.T.E.A.M. Center
20
21
22
23
Figure 4:2 – Off-Street Trails Map
52 | City of Allen Trails and Bikeways Master Plan
On-street Bikeways
(Existing)
On-street Bikeways
(Proposed)
LEGEND
SCHOOLS
Figure 4:3 – Existing & Proposed Bikeways Map
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
Beverly Elementary School
Ereckson Middle School
Kerr Elementary School
Green Elementary School
Dr ET Boon Elementary School
Frances E Norton Elem. School
Boyd Elementary School
Allen High School
Lowery Freshman Center
Vaughan Elementary School
Ford Middle School
Rountree Elementary School
Gene Reed Elementary School
Marion Elementary School
Anderson Elementary School
Curtis Middle School
Story Elementary School
Olson Elementary School
Carlena Chandler Elem. School
Evan Elementary School
Beverly Cheatham Elem. School
Jenny Preston Elem. School
S.T.E.A.M. Center
20
21
22
23
NORTH 1¼
Miles
0 ½
4 | TRAILS NETWORK53Brand | Recreate | Connect | Transform LEGEND
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
Beverly Elementary School
Ereckson Middle School
Kerr Elementary School
Green Elementary School
Dr ET Boon Elementary School
Frances E Norton Elem. School
Boyd Elementary School
Allen High School
Lowery Freshman Center
Vaughan Elementary School
Ford Middle School
Rountree Elementary School
Gene Reed Elementary School
Marion Elementary School
Anderson Elementary School
Curtis Middle School
Story Elementary School
Olson Elementary School
Carlena Chandler Elem. School
Evan Elementary School
Beverly Cheatham Elem. School
Jenny Preston Elem. School
S.T.E.A.M. Center
SCHOOLS
Figure 4:4 – Overall Trailheads Map
20
21
22
23
NORTH 1¼
Miles
0 ½
Primary Trail
(Existing)
Primary Trail
(Proposed)
Trail Loops
(Existing)
Trail Loops
(Proposed)
Connector Trails
(Existing)
Connector Trails
(Proposed)
On-street Bikeways
(Existing)
On-street Bikeways
(Proposed)
Existing
Trailheads
Existing
Trail Access Points
Proposed
Trailheads
Proposed
Trail Access Points
54 | City of Allen Trails and Bikeways Master Plan
TRAIL OPPORTUNITIES AND
CONSTRAINTS
Allen has a variety of both on-street and off-street trail
opportunities throughout the City. The existing greenbelt spine
trails and on-street spine trails serve as the primary trail framework.
The connector trails provide additional linkages and connectivity
to nearby neighborhoods and destinations. To maximize this trail
network, opportunities and constraints have been identified.
CONSTRAINTS
Outdated Trail Design Standards: Many of the older existing 6’-8’
trails within the network are outdated and need to be converted
to meet AASHTO and regional size, width, curve radius, bridge
widths. and ADA requirements.
Limited East-West Connectivity: A strength of the trail network is
the north/south connectivity via the major exiting trails within the
City. However, there’s an opportunity to provide east/west on-
street connectivity via major roads such as W. Exchange Parkway,
E. Main Street, W. Bethany Drive, and Stacy Road.
US 75 Barrier: Thoroughfares act as both visual and physical barriers
dividing the City into corridors. US 75 for example, practically
divides the city in half, east and west and limits connectivity to
smaller streets and creek corridor crossings.
OPPORTUNITIES
Central Business District Trail Connections (CBD)
Trail connections into the CBD at access point locations such
as Main Street at Cottonwood Creek and grade separated
pedestrian crossings could improve pedestrian connectivity into
the City core.
Large Undeveloped Tracts
Gaps exist where land is undeveloped; some trails require
developers to partner with the City to fill in those segments. This will
allow the City to provide input on required trail widths and routes.
Old Railroad (DART) ROW
The existing abandoned DART rail system corridor begins at
Rowlett Creek near US 75 and extends to Stacey Road. This route
provides a rails-to-trails access with trail gateways along an
abandoned R.O,W. that connects the shops in Allen/Fairview to
Allen’s downtown and to Molsen Farm.
This corridor has also been identified on the Regional Veloweb
as a major transportation/mobility corridor and should be
coordinated with Plano, McKinney, Richardson, Fairview, Melissa,
Anna, NCTCOG, and DART.
Neighborhood Streets
Allen has an active community with a population that enjoys
both on-street and off-street bikeways. Proximity of the existing
trail routes presents a favorable circumstance for connection via
existing on-street bikeway facilities, linking residents to local parks
and trail destinations.
Continuous Creek Corridor Connections
Allen has dedicated routes for trail spine opportunities within their
continuous creek corridors. These natural green spaces provide
a connection to nature as well as a pedestrian promenade
where the trail navigates next to pedestrian development. These
corridors also offer opportunities for Trail Oriented Development
that responds to retail and restaurant user demand.
4 | TRAILS NETWORK55Brand | Recreate | Connect | TransformFigure 4:5 – Overall Opportunities Map
Primary Trail
(Existing)
Primary Trail
(Proposed)
Trail Loops
(Existing)
Trail Loops
(Proposed)
Connector Trails
(Existing)
Connector Trails
(Proposed)
On-street Bikeways
(Existing)
On-street Bikeways
(Proposed)
LEGEND
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
Beverly Elementary School
Ereckson Middle School
Kerr Elementary School
Green Elementary School
Dr ET Boon Elementary School
Frances E Norton Elem. School
Boyd Elementary School
Allen High School
Lowery Freshman Center
Vaughan Elementary School
Ford Middle School
Rountree Elementary School
Gene Reed Elementary School
Marion Elementary School
Anderson Elementary School
Curtis Middle School
Story Elementary School
Olson Elementary School
Carlena Chandler Elem. School
Evan Elementary School
Beverly Cheatham Elem. School
Jenny Preston Elem. School
S.T.E.A.M. Center
SCHOOLS
20
21
22
23
NORTH 1¼
Miles
0 ½
56 | City of Allen Trails and Bikeways Master Plan
Pedestrian Bridge/Gateway Opportunity Concept
The image above represents a perspective view of potential pedestrian gateway bridge opportunity.
4 | TRAILS NETWORK57Brand | Recreate | Connect | TransformThis page is intentionally left blank.
TRAIL DESIGN
STANDARDS
• ALLEN TRAIL DESIGN
RECOMMENDATIONS
• TRAIL SIGNAGE MARKINGS
• TRAIL FEATURES|AMENITIES
5 | TRAIL DESIGN STANDARDS59Brand | Recreate | Connect | TransformINTRODUCTION
The City of Allen’s current trail network is comprised of varying
widths, and in may instances widths vary along the same trail. Trail
design standards, such as width, are an important component for a
successful trail system. These standards outline the recommended
minimum requirements for safety, convenience of users, and to
meet regional transportation goals.
All trails, bikeways, and sidewalks should at a minimum meet
the American Association of State Highway and Transportation
Officials (AASHTO) standards, and should exceed those standards
where possible. To facilitate future development of trails in Allen,
customized design standards in written and graphic formats
are included in this chapter. These standards should be made
available to all applicable builders and developers. Listed below
are sources for the most commonly used standards for trail design;
the recommended standards in this plan complies with these
sources:
• AASHTO (American Association of State Highway and
Transportation Office)
• ADAAG (American with Disabilities Act Accessibility Guidelines)
• ITE (Institute of Transportation Engineers)
• NACTO (National Association of City Transportation Officials)
• TAS (Texas Accessibility Standards)
• TMUTCD (Texas Manual on Uniform Traffic Control Devices)
• TTI (Texas Transportation Institute)
• TxDOT (Texas Department of Transportation)
• NCTCOG (North Central Texas Council of Governments)
Upon adoption of this plan, the Allen Land Development Code
should incorporate updated standards for trails and bikeways
based on the design criteria outlined in this chapter.
60 | City of Allen Trails and Bikeways Master Plan
Figure 5:1 Standard Trail Section
3:1
m
ax
4:1 ty
p
.
ALLEN TRAIL DESIGN
RECOMMENDATIONS
The following set of design standards has been developed to
ensure that Allen’s trail system is developed with a high level of
safety, quality, and user comfort for all trail users and shall follow
mandated city, state, and national standards (AASHTO, NACTO,
ADAAG, TAS, ITE, TTI, TXDOT, and TMUTCD). When fully implemented
there shouldn’t be any 8’ wide trails remaining, except for internal
park loops.
OFF-STREET TRAILS (PAVED)
DESIGN OBJECTIVES
• Off-street trail alignments should preserve the natural terrain
and vegetation to the greatest extent possible. The alignment
should follow the contours of the land and its natural drainage
patterns. The trail should not appear to be carved out of the
terrain.
• Off-street trails can be curvilinear and may include a
combination of curved and straight segments. Serpentine
(extreme curves) or sinuous (straight) trail alignments are
not desirable and should be limited to instances where tree
preservation or other obstructions necessitate such alignments.
Meanders in trails should be purposeful and should not be
haphazard or irregular.
• Off-street trail intersections with other trails should be located
where sightlines are not obscured at natural focal points such
as scenic vistas and convenient access points.
• Where conditions apply, off-street trails should align with
existing and future crosswalks at streets. These intersections
must incorporate handicap accessible ramps that meet the
design criteria of ADAAG and TAS.
PAVEMENT STRUCTURE
Standard off-street trail pavement should be 6” thick reinforced
Portland cement concrete with a traverse light broom finish.
Redwood full depth expansion joints should be placed in the
trail at an interval of 40’ for 10’ wide trails and 50’ to 60’ for 12’
wide trails. Expansion joints should be topped and sealed with a
self-leveling elastomeric join compound and should be flush with
the top surface of pavement on both sides of the joint. Control
joints should be placed at intervals equal to the trail width and
Note: Refer to current NACTO and AASHTO guidelines when developing bicycle
facilities to determine required sign placement and trail design.
Existing ground line
Slopes, shoulders, and any area disturbed
by construction operation to be prepared
and seeded with hydromulch. Area to be
seeded beyond the clearing area shall be
considered incidental.
Grade to drain
Scarify and recompact to depth as
determined by engineer.
See regulatory sign detail
Fill material as determined by engineer
Provide 6” thick reinforced concrete with or
City approved sub-base preparation, 5’ soft
shoulders with prepared sub-base
clearing area varies
2% max cross slope
hike & bike trail min.min.
5’- 0”
4’- 0”- 6’- 0”4’- 0”- 6’- 0”varies5’- 0”10 ’- 0” - 12’- 0” typ.
5 | TRAIL DESIGN STANDARDS61Brand | Recreate | Connect | Transform
.
Note: Refer to current NACTO and AASHTO guidelines when developing bicycle
facilities to determine required sign placement and trail design.
the depth should be one-fourth of the pavement thickness. The
joints should be saw-cut and ¼” wide. For optimum user comfort,
the finished surface of trails should not vary more than ¼” from the
lower edge of an 8’ long straight edge when laid on the surface
in any direction.
WIDTH & CLEARANCE
Off-street hard surface trails within the City’s system should be
a minimum of 10’ in width and 10’-12, for greenbelt and spine
trails in accordance with AASHTO standards. This applies to
trails that will accommodate a mix of bicycles, pedestrians,
maintenance vehicles, and other non-motorized transportation
traffic. The minimum width of a shared-use trail should be 10’-12’
to accommodate maintenance access and passing room for
bicyclists. The optimum vertical clearance of obstructions over a
trail is 10’ or higher, which accommodates maintenance, patrol,
and emergency vehicle access. All underpasses and tunnels
should be a minimum of 8’ in height. If vertical clearances under
bridges and other structures are less than 10’, warning signage
should be clearly posted to alert approaching trail users of low
clearance.
DESIGN SPEED
In general, the minimum design speed of 20 miles per hour (mph)
should be used when trail grades do not exceed 5% slope. In those
instances where strong prevailing tail winds exist or trail grades
may exceed 5%, a design speed of 30 mph is advisable. Speed
bumps are similar surface obstructions intended to slow down
bicyclists that would pose a trip hazard for other trail users and
should never be used. In instances where it is desirable to slow the
speed of bicyclists, chicanes may be used.
DRAINAGE
The cross-slope of areas adjacent to trail shoulders should be a
minimum of 2% slope to allow for adequate drainage away from
the trail. Trail pavement surfaces should have a cross slope of 1%
to maintain compliance with ADAAG and TAS standards.
SHARED-USE PATHS (TRAILS)
Shared-Use Paths, also referred to as multi-use trails, are intended
to be used by both bicyclists and pedestrians. Shared-use paths
typically occupy corridors that are completely separated from
the street such as utility rights-of-ways, streams and greenbelt
corridors, parks, and open space.
Figure 5:2 Standard Construction Limits of Trail Typical
Notes:
1. Trails shall be aligned in such a way that tree removal or disturbance is
minimized.
2. All vegetation within limited clearing area for trail shall not be removed or
damaged unless tree trimming or grading is required. Only trees directly
conflicting with construction shall be removed, only at the direction of the
City, and when no better alignment is feasible.
3. Contractor should enter wooded construction area from designated access
points as approved by the City.
4. Contractor should limit construction equipment to working/clearing area
only, to prevent damage to remaining trees.
5. The contractor shall construct temporary barricades along working area to
protect existing vegetation, as required by the project manager.
Grade to ensure drainage
Trim branches rather than remove tree. Cut
at branch collar.
All stumps from removed trees shall be
completely removed
clear | remove | replace area
10’- 0” min. clearance15’ max.10’-0” - 12’0”
hike & bike trail
5’-0”
min.
5’-0”
min.
62 | City of Allen Trails and Bikeways Master Plan
PEDESTRIAN FACILITIES
STANDARD SIDEWALKS
Although cities are increasingly implementing shared-use paths,
sidewalks remain the type of facility used exclusively for pedestrian
travel. A sidewalk refers to a paved route that is necessary to
establish a pedestrian network. The typical sidewalk, unlike other
transportation facilities, is intended to serve all people regardless
of age or ability. Sidewalks generally connect residential areas
to surrounding services and employment and to adjacent
neighborhoods. Sidewalks are located within or parallel to a street
right-of-way and are designated for pedestrian use only; since
pedestrian and bicyclists travel at different speeds, sidewalks are
typically too narrow to accommodate both users.
INTERSECTION TREATMENT
Intersections between sidewalks and roadways should consider
traffic flow and aesthetics. The corner radius for 90-degree
intersections should typically be 15’. Smaller radii (10’ minimum)
may be appropriate in special circumstances such as acute or
obtuse angle intersections at which sidewalks intersect at planting
beds, signage or other focal points.
Figure 5:3 Typical Intersection Treatment
Figure 5:4 Fully Signalized Trail Crossing
Note: Refer to current NACTO, TMUTCD and AASHTO Guidelines when
developing bicycle facilities to determine required sign placement and trail
design. Note: Refer to current NACTO and AASHTO Guidelines when developing
bicycle facilities to determine required sign placement and trail design.
Trail signage as
needed typ.
Minimum 8’ wide
pedestrian/bicyclist
refuge island (or
median opening)
Crosswalk pavement
markings
Signal loops (optional)
10’ - 12’
concrete trail
5’ shoulder
(min.)
Removable bollards
Trails curves to slow
bicyclists
5 | TRAIL DESIGN STANDARDS63Brand | Recreate | Connect | TransformFigure 5:5 – Spine Trail Pavement Section MEDIUM BROOM FINISHED CONCRETE AT 4000 PSI PERPENDICULAR TO THE FLOW OF TRAFFIC UNLESS OTHERWISE NOTED
SPINE TRAIL CORRIDORS
DESIGN OBJECTIVES
• Spine trails are the primary trails in the a hierarchy of trails and
create a sense of place within Allen.
• Alignments should follow the landscape topography and
natural drainage patterns to minimize retaining walls and
steep slopes.
• Spine trails can be curvilinear and may include a combination
of curving and straight segments. Serpentine (extreme curves)
or sinuous (straight) trail alignments are not desirable and
should be limited to instances where tree preservation or other
obstructions necessitate such alignments.
• Spine trails should align with existing and future crosswalks at
streets where conditions may apply. These intersections should
incorporate handicap accessible ramps that meet the design
criteria of ADAAG and TAS.
PAVEMENT STRUCTURE
The thickness of spine trail segments should be 6” minimum depth
wherever heavy maintenance vehicles are expected to cross
over the trail.
WIDTH & CLEARANCE
Hard surface spine trails within the City’s system, which include
a mix of bicycle, pedestrian, other non-motorized transportation,
and maintenance vehicle traffic, should be 10’-12’ in width. The
optimum vertical clearance of obstruction over a trail is 10’ or
higher, to accommodate maintenance, patrol, and emergency
vehicle access.
2% MINIMUM TO DRAIN
12”#36”
64 | City of Allen Trails and Bikeways Master Plan
ON-STREET TRAILS & BIKEWAY FACILITIES
SHARED-USE PATHS
Shared-use paths are located adjacent to roadways, and usually
within the street right-of-way. Unlike sidewalks, shared-use paths
are typically wider with a minimum width of 10’ and are intended
for use by both pedestrians and bicyclists. When larger volume of
pedestrian traffic is anticipated, the co-location of a shared-use
path and sidewalk may be appropriate. Shared-use paths may
be used on streets that are heavily trafficked and/or contain high
vehicle travel speeds where bicycle and pedestrian interaction
won’t create continual conflict. They also accommodate two-
way bicycle flow on one side of the street and are suitable on
corridors without a high number of driveway crossings.
Benefits: Shared-use paths remove bicyclists from the roadway,
while keeping them connected to the overall street network. This
increases the users’ sense of safety and comfort and encourages
a wide variety of users.
Planning Estimated Costs (2018): Costs range from $600,000 per
mile for a shared-use path without border curbs to $970,000
per mile for an asphalt surface with a separate sidewalk, $1.2
million per mile for greenbelt spine trails (not including bridges
or boardwalks), and $1.5 million per mile for existing trail removal
and new trail construction.
CYCLE TRACK Table 5.1 On-Street Route Guidelines
Route
Width Signed Routes: no specific widthShared Lanes: 14.5’ minimum outside lane (not including gutter)Bike Lanes: 4’ minimum (not including gutter); 5' preferred Buffered Bike Lane; 4’ minimum with 2' buffered striping; 5' preferred with buffer stripingCycle Tracks: 7.5’ minimum
Surface All Routes: pavement surfaces should be smooth, uniform in width and free of utility covers/lids, wide cracks, or longitudinal joints. Utilize bicycle-safe grates without longitudinal openings. Concrete or asphalt preferred. Brick, pavers, or stamped concrete is not recommended.
Other
Facilities
Provide “No Parking” signage where appropriate. Provide directional, informational signage and pavement markings in the rights-of-way.
Note: These guidelines are in addition to AASHTO standards.
Figure 5:6 – Shared Bike Lane
SHARED LANE
Streets where a travel lane is specifically designated to serve both bicyclists
and motor vehicles are called shared lanes. The combination of modes is
accompanied with pavement markings and signage. This application is
usually used on streets where there is insufficient width for a bicycle lane
but where bicycle travel is common. The shared lane marking suggests
the general location within the lane of travel where bicycles may likely be
found but does not necessarily confine the bicyclists to a rigidly defined
path.
Benefits: Shared lanes are relatively inexpensive to implement. They
provide guidance to bicyclists and contribute to wayfinding within the
street cross-section. Motorists are also made aware of the presence of
bicycles within the travel lane.
Planning Estimated Costs (2018): Costs for shared lane markings are
typically $50,000 per mile for markings and signage on an existing street
surface. Additional paving costs are not included in this estimate.
Note: Refer to current NACTO, TMUTCD and AASHTO Guidelines when
developing bicycle facilities to determine required sign placement, pavement
warnings and trail design. 112”72”40”
.
SHARROW MARKING ENLARGEMENT
4’-0” Min.
While sharrow markings
should be min. 5’ from
gutter, it is often preferable
to place them along the
centerline of the lane to
minimize wear and tear.
signed bike
route
sharrow
markings
shared
lane
5 | TRAIL DESIGN STANDARDS65Brand | Recreate | Connect | TransformFigure 5:8 – Typical Bicycle Lane
TYPICAL BICYCLE LANE
Bicycle lanes are designated by a lane stripe, pavement
markings, and signage clearly defining areas of travel for
bicyclists and motorists. Bicycle lanes promote the orderly flow
of traffic by establishing specific lines of demarcation between
lanes exclusively for bicyclists and lanes to be occupied by motor
vehicles. Typically, the solid stripe of the bicycle lane is either
eliminated or dashed prior to and through intersections, to allow
for turning movements.
Benefits: Bicycle lanes provide separation between bicyclists and
pedestrians, therefore increasing the perception of a safe space
for cycling.
Planning Estimated Costs (2018): Bicycle lane costs range from
$55,000 per mile for markings and signage on an existing street
surface to $635,000 for markings, signage, and new paving as an
addition to the roadway.
Note: Refer to current
NACTO, TMUTC and
AASHTO Guidelines
when developing
bicycle facilities to
determine required
sign placement,
pavement warnings
and trail design.
Bike land
markings
12’ - 0”
lane
5’ bike lane
(4’ min.)
Figure 5:7 – Separated Bike Lane
Note: Refer to current
NACTO, TMUTC and
AASHTO Guidelines
when developing
bicycle facilities to
determine required
sign placement,
pavement warnings
and trail design.
12’ - 0”
lane
3’ buffer lane
(3’ min.)
5’ bike lane
(4’ min.)
signed
bike route
flexible
delineator
post or
bollards.
bike lane
marking
SEPARATED BICYCLE LANE
Separated bicycle lanes must be a minimum of 4’ wide, (preferred width
of 5’) not including the curb and gutter. Bicycle lanes are for one-way
travel and should be indicated as such through pavement markings in
accordance with TMUTCD. Bike lane markings should be placed at the
bike lane centerline and should be a reflective, non-skid material. Bike
lanes should be continuous along a corridor and should not terminate or
merge at major intersections. On major roads, bike lanes should terminate
into off-street trails, cycle tracks, or bike lanes on intersecting streets. On
minor roads, bike lanes can terminate into shared lanes or signed routes.
Benefits: The designated buffer area between the roadway and the
bike lane increases distance between vehicles and bicyclists, thereby
improving the perception of safety and comfort for bicyclists. The lane
also increases the space available for bicyclists to maneuver to either
pass other bicyclists or avoid hazards.
Planning Estimated Costs (2018): From $75,000 per mile for markings and
signage on an existing street surface to $770,000 for markings, signage,
and new paving as an addition to the roadway.
66 | City of Allen Trails and Bikeways Master Plan
TRAILS SIGNAGE & MARKINGS
TRAIL MARKER DESIGN STANDARDS
Trail markers are used to designate trail distance and a point of
demarcation for safety and emergency situations. Trail markers
should be installed at each trailhead, trail access point, and
major trail intersection. Trail markers should also be installed along
trails where they are visible from major roadways to increase the
visibility of Allen’s trail system.
MILEAGE MARKERS
Mileage markers inform trail users of the distance traveled and
allow users to determine whether their goals have been reached.
They also help users identify trail locations for emergency services.
BIKE ROUTE SIGNAGE
Bike route signs should be used on roadways with shared lanes,
bike lanes, and cycle tracks as well as on shared-use paths where
applicable. Route signs should include the route number and
destination information and be readable to bicyclists in motion.
Route signs should be located at all intersections where the bike
route changes direction. Additional signs should be located in
accordance with AASHTO and TMUTCD standards.
5 | TRAIL DESIGN STANDARDS67Brand | Recreate | Connect | TransformTRAFFIC CONTROL SIGNAGE
Crossing features for all roadways include warning signs for vehicles
and trail users, based on facility type and location, and other
criteria identified in the TMUTCD. Adequate warning distance is
based on vehicle speeds and line of sight. Signage should be
highly visible; capturing the attention of motorists accustomed
to roadway signs may require additional alerting devices such
as flashing warning beacons, roadway striping, or changes in
pavement texture. Signage for trail users must include a standard
stop sign and pavement marking; these traffic control devices are
sometimes combined with other features such as bollards or bike
lane markings in the trail to alert bicyclists of oncoming vehicular
traffic. Care must be taken not to place too many signs or other
traffic control devices at crossings as they tend to overwhelm the
user and lose their impact.
Directional signage may be useful for trail users and motorists
alike. For motorists, a sign reading “Bicycle Trail X-ing” along with
the Allen trail emblem helps warn motorists and also can promote
use of the trail. For trail users, directional signs and street names at
crossings help direct people to their destinations. Various striping
patterns have emerged over the years to delineate trail crossings.
A median stripe on the trail approach to a crossing will help to
organize and warn trail users of an approaching intersection.
COMMONLY USED BIKEWAY SIGNAGE
R9-7
THE SHARED-USE PATH RESTRICTION
Location: Installed on facilities that are to be shared by
pedestrians and bicyclists
D4-3
BICYCLE PARKING AREA
Location: Installed where it is desirable to show the
direction to a designated bicycle parking area. The
arrow may be reversed as appropriate.
R9-5
USE PEDESTRIAN SIGNAL
Location: At crosswalk
Size: 12"x18" (min. for trails)
R9-6
BICYCLE YIELD TO PEDESTRIAN
Location: At crosswalk
Size: 12"x18" (min. for trails)
D11-1
BIKE ROUTE
Location: At the beginning of each route and at
intersections
Size: 24"x18" (min. for trails)
68 | City of Allen Trails and Bikeways Master Plan
R3-17
BIKE LANE
Location: Sign spacing should be determined by
engineering judgment based on prevailing speed of
bicycle and other traffic, block length, distances from
adjacent intersections, and other considerations
R3-17A
AHEAD
Location: Should be mounted directly below a R3-17
sign in advance of the beginning of a marked bicycle
lane
R3-17B
ENDS
Location: Should be mounted directly below a R3-17
sign at the end of a marked bicycle lane
M4-11, 12, 13, M7-1,2,3,4,5,6,7
BIKE ROUTE SUPPLEMENTAL PLAQUES
Location: Where bike lanes begin, end, or change
direction
Size: 12"x4", 12"x9" (min. for trails)
D1-1B, D3-1
DIRECTIONAL SIGNS
Location: At intersections where access to destinations
are available
Size: 24"x6" (min. for trails)
W11-1
BICYCLE WARNING
Location: Orientated toward motorists at trail
crossing
Size: 18"x18" (min. for trails)
W11-2
PEDESTRIAN WARNING
Location: Orientated toward motorists at trail
crossing
Size: 18"x18" (min. for trails)
W16-1
SHARE THE ROAD
Location: Where there is a need to warn
motorists to watch for bicyclists traveling along
the highway
R5-3
NO MOTOR VEHICLE
Location: Entrance to trail
Size: 24"x24" (min. for trails)
BIKE MAY USE FULL LANE
5 | TRAIL DESIGN STANDARDS69Brand | Recreate | Connect | TransformR1-1
STOP
Location: At trail intersections and crossings
Size: 18"x18" (min. for trails)
R1-2
YIELD
Location: At trail intersections and crossings
Size: 18"x18"x18" (min. for trails)
W3-1
STOP AHEAD
Location: Where stop sign visibility is obscured
Size: 18"x18" (min. for trails)
W3-2
YIELD AHEAD
Location: Where yield sign visibility is obscured
Size: 18"x18" (min. for trails)
W3-3
SIGNAL AHEAD
Location: Where traffic signal visibility is
obscured
Size: 18"x18" (min. for trails)
TRAIL REGULATIONS/RULES OF THE TRAIL
Location: Entrances to trail
Size : 18" x 18" (minimum dimensions for trails)
W1-1,2,3,4,5
TURN & CURVE WARNING
Location: At turns and curves which exceed design
speed criteria
Size: 18"x18" (min. for trails)
W2-1,2,3,4,5
TRAIL INTERSECTION WARNING
Location: At trail intersections where no stop or yield
sign is required; locations with limited sight lines
Size: 18"x18" (min. for trails)
TRAIL CLOSED: NO ENTRY UNTIL MADE ACCESSIBLE & SAFE FOR PUBLIC
USE
Location: Where trail or access points are closed due to hazardous
conditions or construction
Size : 18" x 18" (minimum dimensions for trails)
PLEASE STAY ON TRAIL
Location: In environmentally-sensitive areas of where
the trail travels near wildlife and heavy vegetation
Size: 12" x 18" (minimum dimensions for trails)
70 | City of Allen Trails and Bikeways Master Plan
TRAILS FEATURES | AMENITIES
Adding appropriate trail features to a trail system enhances the
user experience. As identified during the community workshop,
citizens would like to see a variety of trail amenities throughout the
City. The following is a summary of the trail amenities that should
be considered throughout Allen’s trail system. The Parks and
Recreation Department will need to consider construction and
maintenance costs associated with each and determine what
the overall recreation and programming goals are for each trail.
BIKE RACKS
Parking for bicycles along trails and at key destinations was
expressed as an important trail amenity by participants in the
community workshop. As the community-wide trail system
provides connections to many key city destinations, bike parking
should be included to allow trail users to safely secure their bikes
if they wish to stop along the way at parks and other desirable
destinations. An ordinance should be developed requiring all
commercial areas and public facilities to provide bike racks.
BIKE REPAIR STATIONS
Bike repair stations are self-service stations that are placed
near bike parking where they are needed most. Repair stations
generally include tools necessary to perform basic bike repairs
and maintenance, from changing a flat tire to adjusting brakes
and derailleurs.
FITNESS STATIONS
Fitness stations provide trail users with an opportunity to stretch,
warm up, and cool down at a convenient location next to a trail.
These fitness stations also provide users an opportunity to get more
out of their workout with machines or static equipment that target
different muscles.
DRINKING FOUNTAINS
Water fountains allow trail users and their pets to remain hydrated
and fill up their water containers. Where feasible, drinking fountains
should be located at all trailheads.
5 | TRAIL DESIGN STANDARDS71Brand | Recreate | Connect | TransformPET AMENITIES
Where appropriate, dog waste pickup bag dispensers should be
placed at trailheads and key neighborhood access points along
trails. Additionally, signs requesting dog owners to pick up after
their dogs and keep them on their leash at all times should also
indicate that pet waste stations are not located along the actual
trails.
REST AREA / SHADE
Rest areas should be relaxing places containing shelter, shade,
benches, and other places to sit. These areas may also contain
enhanced landscaping, drinking fountains, trash receptacles, and
informational signage. Rest areas should be strategically located
to make trails more enjoyable and usable for all user groups.
TREES
Trees at or adjacent to trailheads should be provided as one
(1) canopy tree per two (2) parking spaces (if the trailhead has
parking) or a minimum of eight (8) total canopy trees. Three (3)
ornamental trees are equivalent to one (1) canopy tree if desired.
SIGNAGE / MAPS / KIOSKS
To assist users in navigating the trail system, directional signage,
maps and/or kiosks should be provided that contain important trail
information. Such features can inform trail users of their location,
the length of the trail, the location of trail amenities, and what to
anticipate further along the trail.
WAYFINDING SIGNAGE
Wayfinding signage should be provided at each major and minor
trailhead and should include a map of the City’s trail system at a
minimum.
INFORMATIONAL SIGNAGE
Informational signage can provide a variety of useful information
to the trail user. Information displayed can range from historical
and environmental features to facts about native wildlife and
habitat near the trail. Informational signage enhances the user
experience and provides interesting information.
72 | City of Allen Trails and Bikeways Master Plan
PARKING
For trail access points that are not in parks, parking should be
provided at trailheads when feasible. Parking at trail entrances
is convenient for those living further from the trail network and
provides a place to park for those that transport their bicycle to a
trail entrance with their truck or car.
LIGHTING
Pedestrian-scale lighting improves safety and enables the trail
to be used for longer hours year-round. It can also enhance the
trail’s aesthetic beauty. Considerations should be given to the
time of day that the lights are used and whether they should have
a motion sensor or photo-electric cell controller to reduce energy
costs. Areas designated for trail lighting will be determined on a
case-by-case basis.
BRIDGES & LOW WATER CROSSINGS
All bridge designs are to be sealed by a registered Texas
Professional Engineer and should meet the City of Allen Engineering
Guidelines. Low water crossings should not exceed 4’ from path
to flowline of the waterway or ravine unless approved by the City
Engineer. Low water crossings should have a widened shoulder
to 5’ on both sides of the trail. The headwall structure under the
trail should have gently sloping wing walls constructed with the
headwall no steeper than 8:1. The pipe ends shall be finished at the
same repose of slope as the wing walls. Any crossing exceeding
this 4’ vertical separation shall require construction of a bridge to
permit the construction of ADAAG and TAS-compliant trail.
CULVERT OUTFALL STRUCTURES
Existing culvert pipe structures may need modification to meet
trail safety and aesthetic standards. Culvert outfalls should occur
on the downhill side of trails. Outfall structures should feature stone
veneer or concrete form liners to provide a more aesthetically-
pleasing appearance.
TRAIL SAFETY RAILING
Railings should be decorative, safe, meet AASHTO standard, and
placed between the trail and embankments or other vertical
displacements when such topographical features are within 5’ of
the trail shoulder. The top of railings, fences, or barriers on either
5 | TRAIL DESIGN STANDARDS73Brand | Recreate | Connect | Transformside of a trail structure should be 4’ higher than the trail surface.
Railing ends should be angled downward and flared away from
the trail at both ends to prevent injury. Railing rungs should be
horizontal in orientation so as not to catch bicycle handlebars.
The bottom rung of a railing should be 4” from the finished trail
grade. Trail safety railings should also be in accordance with the
2015 International Building Codes.
TRAIL OVERLOOKS
Overlooks should typically be placed in scenic areas such as
creeks, rivers, lakes, prairie landscapes, and areas of cultural or
historical importance. It is preferable to site overlooks so that the
removal of existing trees is not required. Ideally, overlooks should
be situated every one to three miles along major trail corridors.
The design of individual overlooks can vary based on unique site
conditions such as topography and drainage.
TRASH RECEPTACLES
Trash and recycling receptacles play an essential role in maintaining
the cleanliness of a trail system. The receptacles allow trail users
to dispose of any trash or other refuse and should be located at
regular intervals along the trail, as well as trail intersections, rest
areas, fitness stations, trailheads, and parking areas.
GATEWAY ENHANCEMENTS
Creating enhanced trailheads and entry gateways at key
locations along trails is important as markers in the system. These
gateways signify access points and can be added as the trail
system grows and connects to more areas.
TRAILHEADS
Trailheads (for major trails) serve as a primary access point to
the trail system. Trailhead stations should provide trail users with
information such as trail rules and regulations. Trailhead amenities
should also be considered such as parking areas, restrooms,
drinking fountains, trash receptacles, information kiosks (maps
and points of interest), and destination signage with mileage.
74 | City of Allen Trails and Bikeways Master Plan
TRAILHEADS & ACCESS POINTS
DESIGN OBJECTIVES
• Provide transition between motorized and non-motorized
transportation and recreational systems.
• Create a unique entry to the trail system through hardscape
and landscape features that support aesthetic guidelines
established in these standards.
• Encourage utilization of trail and bicycle routes as alternative
transportation paths within the city.
• Provide access to a variety of destinations, streets, and trails.
• Utilize existing facilities such as schools, civic facilities (library,
city hall, etc.), and parks as trailheads.
• Establish a hierarchy of major trailheads, minor trailheads, and
access points.
• Encourage shared use of parking when appropriate and
when such shared use would not have a negative impact on
the primary parking lot user.
TRAILHEAD DESIGN STANDARDS
• TRAIL MARKERS: A minimum of one (1) trail marker shall be provided
at each major and minor trailhead in a location that indicates it as a
primary trail access point.
• PARKING: A minimum of fifteen (15) parking spaces and one (1)
handicap space shall be provided at major trailheads. A minimum
of ten (10) spaces and one (1) handicap space shall be provided at
minor trailheads. In both instances, the handicap parking space must
be van accessible. Sidewalks shall connect handicap spaces to the
trails and the parking lot shall be signed for trailhead usage.
• BIKE RACKS: Bike racks approved by the City shall be provided at
a ratio of one (1) bike space for every two (2) car parking spaces.
No less than five (5) bike spaces shall be provided in a rack at any
trailhead.
• DRINKING FOUNTAINS: One (1) drinking fountain approved by the
City shall be provided within 30’ of benches and bike racks. Drinking
fountains shall comply with City standard specifications.
• BENCHES: One (1) bench approved by the City for every three (3)
parking spaces shall be provided, with minimum of five (5) benches
provided at major trailheads and three (3) benches provided at minor
trailheads.
• LIGHTING: Parking lots and trail intersections shall be lighted to a
minimum of ½ footcandle with appropriate commercial light fixtures
and no spillover to adjacent properties. Solar powered lighting is
encouraged.
• TRAIL TERMINATION: Trails that terminate at trailheads shall be designed
with landscape traffic control measures for buffering and guiding the
direction of pedestrian and bicycle traffic.
• TREES: Trailheads shall provide one (1) canopy tree per two (2) parking
spaces with a minimum of eight (8) trees required. Three (3) ornamental
trees shall equal one (1) canopy tree. (See Landscape Ordinance for
minimum sizes and specifications for shade and ornamental trees).
• IDENTIFICATION: Trailheads shall be identified by trail markers.
• SIGNAGE: Directional and wayfinding signage shall be provided at
each major and minor trailhead and shall include a map of the City’s
trail system at a minimum.
5 | TRAIL DESIGN STANDARDS75Brand | Recreate | Connect | TransformTRAIL GATEWAY ACCESS POINT DESIGN STANDARDS
• TRAIL MARKERS: One (1) trail marker shall be provided at each access
point.
• PARKING: Off-street parking is not required at trail access points given
that they are often located in neighborhoods and users will primarily
arrive via bicycle or by foot.
• BIKE RACKS: One (1) bike rack (holding capacity of five bikes) shall be
provided at all trail access points.
• DRINKING FOUNTAINS: No drinking fountains are required at access
points.
• BENCHES: One (1) bench approved by the City shall be provided.
• TRASH RECEPTACLE: One (1) trash receptacle approved by the City
shall be provided.
• TRAIL TERMINATION: Trails that terminate at trail access points shall
receive landscape traffic control measures for buffering and direction
of pedestrian and bicycle traffic.
IMPLEMENTATION • SAFETY & PROPERTY VALUE IMPACTS
• INFRASTRUCTURE DEVELOPMENT
• MISCELLANEOUS PROJECTS
• FUNDING STRATEGIES
6 | IMPLEMENTATION77Brand | Recreate | Connect | TransformSAFETY AND PROPERTY VALUE
IMPACTS
This chapter provides guidance to the city for the effective
implementation of the on and off-street trails and bikeways
and bike routes. The focus of this chapter is to prioritize the trail
segments, establish phasing, estimate system-wide costs, and
provide guidance on funding strategies, maintenance issues,
safety and security concerns.
Concerns over public safety and detrimental impacts to property
values are common when discussing new trail developments.
These concerns include loss of privacy by residents adjacent to the
trail, vandalism, litter, arson, assault and even wild animal attacks.
In response to these concerns, several relevant documents were
reviewed. This included the following:
1. Evaluation of the Burke-Gillman Trail’s Effect on Property Value
and Crime, by the Seattle, WA Engineering Department
2. The Impact of Brush Creek Trail on Property Values and Crime,
by Michelle Miller Murphy of Sonoma State University
3. The Effect of Greenways on Property Values and Public Safety,
by Colorado State Parks
Each of these studies was prompted by citizen concerns that
trails may negatively impact adjacent properties. Each of the
studies involved surveys of residents living adjacent to trails, law
enforcement officers that patrol trails and real estate agents
actively involved with selling of homes adjacent to trails.
Real estate agents often view trails as an amenity that helps to
attract buyers and assist in shortening marketing time for homes
close to trails. People who live along trails and greenways consider
them lifestyle amenities. Though trails are not crime free, claims that
trails are a detriment to public safety are not substantiated by these
studies. The general consensus of these studies is that trails provide
numerous benefits to the neighborhoods around them, and they
increase the desirability of property close to the trail and provide
space for people to recreate. Though these studies conclude that
trails have an overall positive benefit to a community, this by no
78 | City of Allen Trails and Bikeways Master Plan
means implies that just building a trail automatically translates
into a successful trail. Developing trail regulations, effective law
enforcement, management, maintenance and building a strong
sense of community ownership of a trail are essential to a trails
success.
DEVELOPING TRAIL REGULATIONS
The purpose of trail regulations is to promote user safety and
enhance the enjoyment of the trail by all users. It is imperative
that before a trail is opened, it must include posted trail use
regulations at trailheads and other key access points. Trail maps
and informational materials should include these regulations as
well. Establishing trails as a regulated traffic environments like
other public rights-of-way is critical for compliance and often
results in a facility requiring minimal law enforcement. The City
may also desire to post penalties for violators. The City should
review proposed trail regulations with their City’s legal advisor
for consistency with existing ordinances and enforceability. The
proposed recommendations are outlined below:
• Motorized vehicles prohibited (except emergency,
maintenance vehicles, and approved ADA mobility devices)
• Keep pets on a leash and pick up after them
• Stay to the right except when passing
• Give a clear, audible warning signal before passing
• As a courtesy to other trail users and neighbors, refrain from
loitering near adjacent homes
• Bicyclists yield to pedestrians/slow when approaching and
passing
• Help keep the trail clean
• Exercise caution and obey all traffic laws at all intersections
This set of rules, when posted at trailheads, should include a curfew
(typically with a sunset to sunrise closure policy). These rules should
be posted conspicuously at trailheads and other major access
points along the trail. A trail brochure with a map and trail rules
should be developed and updated as new trails are added.
Additionally, to adapt to modern modes of transportation such
as electric bikes and scooters, policies should be implemented to
regulate their use on trails.
6 | IMPLEMENTATION79Brand | Recreate | Connect | TransformENVIRONMENTAL IMPACTS
Trails have the capacity to change the timing, quantity, and
quality of runoff by “short-circuiting” the natural hydrologic system
and delivering both sediments and water directly to streams,
wetlands and riparian resources. Accurately accounting for
wetlands, streams and riparian areas in physical proximity to the
trail is an important element of trail planning. The location of these
potential “receiving resources” for trail drainage and associated
sediments will affect decisions about placement of trail drainage
structures, maneuvering of maintenance equipment, season of
work, interception and infiltration of trail drainage and disposal of
earth materials generated during maintenance activities. For this
reason, care should be taken to minimize the impacts of trails on
these resources. Practices to achieve this protection include:
• Identify and map water resources within 200 feet of the trail
system
• Minimize channel crossings and changes to natural drainage
patterns
• Minimize the hydrologic connectivity of trails with streams,
wetlands and other water resources
• Avoid operating heavy equipment on trails when they are wet
• Retain a buffer between trails and water resources by
establishing riparian and streamside management zones,
within which the impacts of trails such as drainage and
disturbance are minimized
• Post signs that explain the impact of and prohibit the use of
natural surface trails by mountain bikes and horses during wet
condition
80 | City of Allen Trails and Bikeways Master Plan
INFRASTRUCTURE DEVELOPMENT
SPINE TRAIL PROJECTS
The individual spine segments identified in this section represent
the primary priority trail projects for the City of Allen. Due to their
prominence and regional connectivity, these spine segments
have been identified. However, during the implementation of this
Trails & Bikeways Master Plan, the City may identify minor facility
segments in other locations that justify being given priority over
certain spine segments based on their ease of implementation
or degree of connectivity. Recommendations focus on building
spine trails with other minor connections as the community
requires. Figure 6:1 represents all of the recommended trails
and existing trails. Figure 6:2 on page 82 represents the priority
segments.
PHASING
In addition to the priority rankings discussed in the trail segment
descriptions that follow, the trail segments have been assigned
as priority segments for installation or reconstruction. Each set of
segments, which—once fully implemented—will achieve a major
milestone in the completion and enhancement of the City’s trail
system. As such, it is recommended that the segments in each
phase be implemented in rapid succession where possible.
6 | IMPLEMENTATION81Brand | Recreate | Connect | TransformFigure 6:1 – Allen Trail Plan*
LEGEND
NORTH 1¼
Miles
0 ½
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
Beverly Elementary School
Ereckson Middle School
Kerr Elementary School
Green Elementary School
Dr ET Boon Elementary School
Frances E Norton Elem. School
Boyd Elementary School
Allen High School
Lowery Freshman Center
Vaughan Elementary School
Ford Middle School
Rountree Elementary School
Gene Reed Elementary School
Marion Elementary School
Anderson Elementary School
Curtis Middle School
Story Elementary School
Olson Elementary School
Carlena Chandler Elem. School
Evan Elementary School
Beverly Cheatham Elem. School
Jenny Preston Elem. School
S.T.E.A.M. Center
SCHOOLS
20
21
22
23
Existing Trails
Proposed Trails
Existing On-Street
Bikeways
Proposed on Street
Bikeways
Existing Trailheads
Existing Access Points
Proposed Trailheads
Proposed Trail Access
Points
*Map includes private trails.
82 | City of Allen Trails and Bikeways Master Plan
Figure 6:2 – Overall Recommendations Phasing Map
Existing Trails
Proposed Trails
Existing On-Street
Bikeways
Proposed On-Street
Bikeways
Existing 12’ Trails (OR Future
12’ Trails)
Proposed 12’ Trails
Existing Priority Trails
Proposed Priority Trails
Existing Trailheads
Existing Access Points
Proposed Trailheads
Proposed Trail Access Points
LEGEND
NORTH 1¼
Miles
0 ½
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
Beverly Elementary School
Ereckson Middle School
Kerr Elementary School
Green Elementary School
Dr ET Boon Elementary School
Frances E Norton Elem. School
Boyd Elementary School
Allen High School
Lowery Freshman Center
Vaughan Elementary School
Ford Middle School
Rountree Elementary School
Gene Reed Elementary School
Marion Elementary School
Anderson Elementary School
Curtis Middle School
Story Elementary School
Olson Elementary School
Carlena Chandler Elem. School
Evan Elementary School
Beverly Cheatham Elem. School
Jenny Preston Elem. School
S.T.E.A.M. Center
SCHOOLS
20
21
22
23
6 | IMPLEMENTATION83Brand | Recreate | Connect | TransformThis page is intentionally left blank.
84 | City of Allen Trails and Bikeways Master Plan
SEGMENTS A & B
Description:
Segment A is a proposed northern segment of Rowlett Trail that will begin
at the south right-of-way of Ridgeview Drive west of Rowlett Creek. The
proposed 12’ wide off-street trail will serve as point of connection from the
existing trail segment north of Ridgeview Drive to Segment B at W Exchange
Parkway. East of the proposed segment location is an existing trail access
point within the Cumberland Crossing neighborhood that will provide
trail entry from the existing bridge crossing and trail route adjacent to the
neighborhood development east of Rowlett Creek.
Segment B is an existing 8’ wide trail segment of Rowlett Trail that traverses
through the Twin Creeks Gold Course, beginning at W. Exchange Pkwy west
of Rowlett Creek, ending at W. McDermott Drive near Bolin Park where an
existing trailhead is located.
Width and Type:
Segment A - Proposed 12’ width, Off-Street Trail
Segment B - Existing 8’ width (future 12’ wide trail), Off-Street Trail
Trail Type Length Estimated
Cost
Segment A - Off-street Trail +/- 3,830 LF | .72 mi $864,000.00
Segment B - Off-street Trail (Existing)+/- 7,831 LF | 1.48 mi $2,220,000.00
Total +/- 11,661 LF | 2.20 mi $3,084,000.00
Existing Trails
Proposed Trails
Existing 12’ Trails
Proposed 12’ Trails
Existing Priority Trails
Proposed Priority Trails
Existing On-Street Bikeways
Proposed On-Street Bikeways
Utility Easements
Existing Trailheads
Existing Trail Access Points
Proposed Trailheads
Proposed Access Points
Park
Schools
MILESNORTH
0 1/4 1/2 1 RIDGEVIEW DRIVEW EXCHANGE PKWY
W MCDERMOTT DR
LEGEND
6 | IMPLEMENTATION85Brand | Recreate | Connect | TransformSEGMENTS C-1, C-2, C-3
Description:
Segment C-1 and Segment C-2 are proposed southern segments of Rowlett
Trail that will begin at W McDermott Drive connecting into the existing 8’
wide trail segments of Rowlett Trail to the south.
Segment C-3 is a proposed 12’ wide trail that will connect into an existing
10’ wide segment located east of Russell Creek. The segment will serve as
a continuation of the Russell Creek Greenbelt trail located in Plano, ending
at Hedgcoxe Rd (the City of Allen and Plano border).
Width and Type:
Segment C-1 - Proposed 12’ width, Off-Street Trail
Segment C-2 - Proposed 12’ width with a 10’ existing segment (10’ segment
shall remain), Off-Street Trail
Segment C-3 - Proposed 12’ width, Off-Street Trail
Trail Type Length Estimated
Cost
Segment C-1 Off-street Trail +/- 4,013 LF | .76 mi $996,000.00
Segment C-2 - Off-street Trail +/- 4,839 LF | .92 mi $1,104,000.00
Segment C-3 - Off-street Trail +/- 770 LF | .14 mi $168,000.00
Total +/- 8,974 LF | 1.69 mi $2,268,000.00
Existing Trails
Proposed Trails
Existing 12’ Trails
Proposed 12’ Trails
Existing Priority Trails
Proposed Priority Trails
Existing On-Street Bikeways
Proposed On-Street Bikeways
Utility Easements
LEGEND
Existing Trailheads
Existing Trail Access Points
Proposed Trailheads
Proposed Access Points
Park
Schools
MILESNORTH
0 1/4 1/2 1
W MCDERMOTT DR
86 | City of Allen Trails and Bikeways Master Plan
SEGMENT D
Description:
Segment D is the existing northern segment of Watters Trail that begins
at Ridgeview Drive ending at Exchange Parkway. The trail runs west of
Watters Creek but can be accessed of the creek via a pedestrian bridge
near Waterford Park. Adjacent to the existing trail is a proposed trailhead
at Spirit Park and a proposed trail access point for the neighborhood west
of Segment D.
Width and Type:
Segment D - Existing 8’ width (future 12’ width), Off-Street Trail
Existing Trails
Proposed Trails
Existing 12’ Trails
Proposed 12’ Trails
Existing Priority Trails
Proposed Priority Trails
Existing On-Street Bikeways
Proposed On-Street Bikeways
Utility Easements
Existing Trailheads
Existing Trail Access Points
Proposed Trailheads
Proposed Access Points
Park
Schools
Trail Type Length Estimated
Cost
Segment D - Off-street Trail +/- 6,672 LF | 1.26 mi $1,890,000.00
Total +/- 6,672 LF | 1.26 mi $1,890,000.00
MILESNORTH
0 1/4 1/2 1
LEGEND
6 | IMPLEMENTATION87Brand | Recreate | Connect | TransformSEGMENT E
Description:
Segment E is an existing trail segment of Watters Trail that begins at W.
Exchange Parkway, east of Watters Creek, eventually crossing via a
pedestrian bridge to the west of Watters Creek. This segment serves as a
point of connection for Dr. E.T. Boon Elementary School, Dayspring Nature
Preserve, and the adjacent residential neighborhoods.
Width and Type:
Segment E - Existing 8’ width (future 12’ width), Off-Street Trail
Existing Trails
Proposed Trails
Existing 12’ Trails
Proposed 12’ Trails
Existing Priority Trails
Proposed Priority Trails
Existing On-Street Bikeways
Proposed On-Street Bikeways
Utility Easements
Existing Trailheads
Existing Trail Access Points
Proposed Trailheads
Proposed Access Points
Park
Schools
Trail Type Length Estimated
Cost
Segment E - Off-street Trail +/- 6,144 LF | 1.16 mi $1,740,000.00
Total +/- 6,144 LF | 1.16 mi $1,740,000.00
MILESNORTH
0 1/4 1/2 1
LEGEND
88 | City of Allen Trails and Bikeways Master Plan
SEGMENT F
Description:
Segment F is the southern 8-12’ wide portion of Watters Trail. The existing trail
begins at McDermott Drive ending at Bethany Drive. The proposed portion
of the trail picks up at Bethany Drive, terminating at the existing Bluebonnet
Trail that connects into Plano. There are two existing trailheads providing
access to the route that need to be evaluated for future improvements.
Width and Type:
Segment F - Existing 8 -12’ widths (future 12’ width), Off-Street Trail
Existing Trails
Proposed Trails
Existing 12’ Trails
Proposed 12’ Trails
Existing Priority Trails
Proposed Priority Trails
Existing On-Street Bikeways
Proposed On-Street Bikeways
Utility Easements
Existing Trailheads
Existing Trail Access Points
Proposed Trailheads
Proposed Access Points
Park
Schools
Trail Type Length Estimated
Cost
Segment F - Off-street Trail (Existing)+/- 6,424 LF | 1.21 mi $1,815,000.00
Segment F - Off-street Trail (Proposed)+/- 3,003 LF | 0.56 mil $672,000.00
Total +/- 9,427 LF | 1.77 mi $2,487,000.00
MILESNORTH
0 1/4 1/2 1
LEGEND
6 | IMPLEMENTATION89Brand | Recreate | Connect | TransformSEGMENTS G & H
Description:
Segments G and H are located within the southern portion of Cottonwood
Trail that begins in Allen’s Central Business District (CBD), through Ford Park
to Bethany Drive. There is an existing trail gap adjacent to the CBD that the
proposed part of Segment G will complete. Within this corridor, there are
two segments of the trail with varying widths of 8 to 12 feet, that has been
identified as a priority trail that needs to be converted to 12 feet overall.
Width and Type:
Segment G - Existing 8 - 10’ width (future 12’ width), Off-Street Trail
Segment H - Existing 8 - 12’ width (future 12’ width), Off-Street Trail
Existing Trails
Proposed Trails
Existing 12’ Trails
Proposed 12’ Trails
Existing Priority Trails
Proposed Priority Trails
Existing On-Street Bikeways
Proposed On-Street Bikeways
Utility Easements
Existing Trailheads
Existing Trail Access Points
Proposed Trailheads
Proposed Access Points
Park
Schools
Trail Type Length Estimated
Cost
Segment G - Off-street Trail (Existing)+/- 1,956 LF | .37 mi $555,000.00
Segment G - Off-street Trail (Proposed)+/- 1,542 LF | .29 mi $348,000.00
Segment H - Off-street Trail +/- 7,239 LF | 1.37 mi $2,055,000.00
Total +/- 10,737 LF | 2.03 mi $2,958,000.00
MILESNORTH
0 1/4 1/2 1
LEGEND
Potential “Gateway”
Pedestrian Bridge
90 | City of Allen Trails and Bikeways Master Plan
SEGMENT I
Description:
Segment I is a proposed extension of Allen’s Celebration Trail. The trail
segment will begin at Angel Parkway, connecting to the existing 12’ wide
existing trail. This segment will fill in an important trail gap while providing
continuous connectivity along eastern Allen, from Celebration Park to the
nearby neighborhoods to the south.
Width and Type:
Segment I - Proposed 12’ width, Off-Street Trail
Existing Trails
Proposed Trails
Existing 12’ Trails
Proposed 12’ Trails
Existing Priority Trails
Proposed Priority Trails
Existing On-Street Bikeways
Proposed On-Street Bikeways
Utility Easements
LEGEND
Existing Trailheads
Existing Trail Access Points
Proposed Trailheads
Proposed Access Points
Park
Schools
Trail Type Length Estimated
Cost
Segment I - Off-street Trail +/- 8,351 LF | 1.58 mi $1,896,000.00
Total +/- 8,351 LF | 1.58 mi $1,896,000.00
MILESNORTH
0 1/4 1/2 1
6 | IMPLEMENTATION91Brand | Recreate | Connect | TransformSEGMENT J
Description:
Segment J is the northern segment of a proposed temporary surface trail
located along the DART ROW of the old railroad track. The rails-to-trails route
will provide connectivity between Fairview, Allen’s Central Business District,
and the existing trails in south Allen and Plano. Segment J begins at Stacy
Rd adjacent to a proposed trailhead east of the trail. The trail segment will
run to Exchange Parkway near an existing trailhead at Allen’s Historic Dam.
Width and Type:
Segment J - Proposed 12’ width, Off-Street Trail
Existing Trails
Proposed Trails
Existing 12’ Trails
Proposed 12’ Trails
Existing Priority Trails
Proposed Priority Trails
Existing On-Street Bikeways
Proposed On-Street Bikeways
Utility Easements
LEGEND
Existing Trailheads
Existing Trail Access Points
Proposed Trailheads
Proposed Access Points
Park
Schools
Trail Type Length Estimated
Cost
Segment J - Off-street Trail +/- 5,882 LF | 1.11 mi $1,332,000.00
Total +/- 5,882 LF | 1.11 mi $1,332,000.00
MILESNORTH
0 1/4 1/2 1
92 | City of Allen Trails and Bikeways Master Plan
SEGMENT K
Description:
Segment K is another northern segment of a proposed temporary surface
trail located on the old railroad track. The rails-to-trails route will provide
connectivity between Fairview, Allen’s Central Business District, and
the existing trails in south Allen and Plano. Segment K begins near the
existing Historic Dam trailhead and continues to multiple sports fields and
destinations within the Central Business District.
Width and Type:
Segment K - Proposed 12’ width, Off-Street Trail
Existing Trails
Proposed Trails
Existing 12’ Trails
Proposed 12’ Trails
Existing Priority Trails
Proposed Priority Trails
Existing On-Street Bikeways
Proposed On-Street Bikeways
Utility Easements
LEGEND
Existing Trailheads
Existing Trail Access Points
Proposed Trailheads
Proposed Access Points
Park
Schools
Trail Type Length Estimated
Cost
Segment K - Off-street Trail +/- 5,334 LF | 1.01 mi $1,212,000.00
Total +/- 5,334 LF | 1.01 mi $1,212,000.00
MILESNORTH
0 1/4 1/2 1
6 | IMPLEMENTATION93Brand | Recreate | Connect | TransformSEGMENT L
Description:
Segment L is another central segment of a proposed temporary surface
trail located on the old railroad track. The rails-to-trails route will provide
connectivity between Fairview, Allen’s Central Business District, and the
existing trails in south Allen and Plano. Segment L begins in the southern
Central Business District on Main Street ending at Bethany Drive.
Width and Type:
Segment L - Proposed 12’ width, Off-Street Trail
Existing Trails
Proposed Trails
Existing 12’ Trails
Proposed 12’ Trails
Existing Priority Trails
Proposed Priority Trails
Existing On-Street Bikeways
Proposed On-Street Bikeways
Utility Easements
LEGEND
Existing Trailheads
Existing Trail Access Points
Proposed Trailheads
Proposed Access Points
Park
Schools
Trail Type Length Estimated
Cost
Segment L - Off-street Trail +/- 4,006 LF | .75 mi $900,000.00
Total +/- 4,006 LF | .75 mi $900,000.00
MILESNORTH
0 1/4 1/2 1
94 | City of Allen Trails and Bikeways Master Plan
SEGMENT M
Description:
Segment M is the southern segment of a proposed temporary surface
trail located on the old railroad track. The rails-to-trails route will provide
connectivity between Fairview, Allen’s Central Business District, and the
existing trails in south Allen and Plano. Segment M will begin at Bethany
Drive and end at a existing 12’ trail at the Allen and Plano border.
Width and Type:
Segment M - Proposed 12’ width, Off-Street Trail
Existing Trails
Proposed Trails
Existing 12’ Trails
Proposed 12’ Trails
Existing Priority Trails
Proposed Priority Trails
Existing On-Street Bikeways
Proposed On-Street Bikeways
Utility Easements
LEGEND
Existing Trailheads
Existing Trail Access Points
Proposed Trailheads
Proposed Access Points
Park
Schools
Trail Type Length Estimated
Cost
Segment M - Off-street Trail +/- 6,872 LF | 1.30 mi $1,560,000.00
Total +/- 6,872 LF | 1.30 mi $1,560,000.00
MILESNORTH
0 1/4 1/2 1
6 | IMPLEMENTATION95Brand | Recreate | Connect | TransformTable 6:1 – Trail Phasing Summary
TRAIL PHASING SUMMARY
Trail Name Length in
miles
Length
in Linear
Feet
Width Trail
Surface
Estimated
Cost
Segment A +/- 0.72 +/- 3,830 12’Concrete $864,000.00
Segment B +/- 1.48 +/- 7,831 12’Concrete $2,220,000.00
Segment C-1 +/- 0.76 +/- 4,013 12’Concrete $996,000.00
Segment C-2 +/- 0.92 +/- 4,839 12’Concrete $1,104,000.00
Segment C-3 +/- 0.14 +/- 770 12’Concrete $168,000.00
Segment D +/- 1.26 +/- 6,672 12'Concrete $1,890,000.00
Segment E +/- 1.16 +/- 6,144 12’Concrete $1,740,000.00
Segment F +/- 1.77 +/- 9,427 12’Concrete $2,487,000.00
Segment G +/- 0.66 +/- 3,498 12’Concrete $903,000.00
Segment H +/- 1.37 +/- 7,239 12’Concrete $2,055,000.00
Segment I +/- 1.58 +/- 8,351 12’Concrete $1,896,000.00
Segment J +/- 1.11 +/- 5,882 12’Temporary
Surface
$1,332,000.00
Segment K +/- 1.01 +/- 5,334 12’Temporary
Surface
$1,212,000.00
Segment L +/- 0.75 +/- 4,006 12’Temporary
Surface
$900,000.00
Segment M +/- 1.30 +/- 6,872 12’Temporary
Surface
$1,560,000.00
TOTAL +/- 15.99 +/- 84,708 $21,327,000.00
SUMMARY OF COSTS
Costs are based on order-of-magnitude estimates of each of the
current segments of trails.
The planning-level cost estimates shown in Table 6:1 approximated
order-of-magnitude unit costs based on typical per-unit costs for
various trail amenities. These unit costs were based upon recent
project bids, the current market, and engineering means and
methods. Typical per-unit costs for major elements included in the
summary of costs for this plan include:
• 12’ wide decomposed granite trail $600,00 per mile
• 12’ wide concrete trail: $1.2 million per mile
• 12’ wide prefabricated pedestrian bridge: $3,000 per linear
foot
• Existing roadway or railroad bridge undercrossing: $300,000
each
• 12’ wide boardwalk $600 per linear foot
• Boardwalk railing (both sides): $80 per linear foot
• Neighborhood access point/trail gateway: $50,000 each
• Community-scale trailhead with parking and minor amenities:
$350,000 each
• Regional trailhead with amenities: $450,000 each
Based upon these estimates, the potential costs per segment
shown in Table 6:1 were developed.
Total Cost Summary
The Spine Trail recommendations totals 15.99 miles in length (or
84,708 linear feet). The total estimated potential costs for all
segments is $21,327,000, approximately $1.2 to $1.5 million per
mile.
96 | City of Allen Trails and Bikeways Master Plan
MISCELLANEOUS PROJECTS
OFF-CORRIDOR TRAILS
There are other trail projects underway in Allen that are not part of
the spine trail system established in this master plan. As discussed
in previous chapters, the purpose of spine trails is to serve as the
primary connector for the city’s overall trail system. Although
off-corridor trails do not provide the same level of connectivity
as spine trails they do connect segments of the city to specific
and more local destinations. These trails aid in the promotion of
healthy connections throughout Allen.
Examples of off-corridor trails are the Loop at Bethany Lakes
and Ridgeview Drive. The Loop at Bethany Lakes is located
within Bethany Lakes Park and primarily serves as a connection
between the amenities within the park. These amenities include
the Joe Farmer Recreation Center, Allen Veteran’s Memorial,
playground equipment, an open-air pavilion, 14 picnic sites,
baseball/softball backstop, park clubhouse, and a fishing pier.
The Loop extends beyond the parks boundaries to adjacent
residential neighborhoods, providing additional trail connections
to an important neighborhood destination.
There are also several private trails in Allen in which an HOA
owns and maintains the trail meant for those who live in the
neighborhood. Current private trails in Allen include:
• Cumberland Crossing
• Waterford Trails
• Village at Twin Creeks
• Montgomery Ridge
• Montgomery Farm
• Watters Crossing
• Connemara Crossing
• Morgan Crossing
• Allen Village
• Twin Creeks Golf Course
Ridgeview Trail
Loop at Bethany Lakes
6 | IMPLEMENTATION97Brand | Recreate | Connect | TransformTRAILHEAD PUBLIC ART
As discussed previously, trailheads are important access points
to the trail system and serve as locations for a number of trail
user amenities such as information kiosks, parking lots, water
fountains, and rest areas. In Chapter 5, Trail Design Standards, it
is stated that trailheads should be created as unique entries to
trails and provide access to a variety of destinations, however
trailheads have the capacity to further serve as destinations as
well. This can be achieved through the implementation of public
art at trailheads.
Public art, including sculptures, murals, and other art pieces,
provide a sense of culture and celebration of community
identity. Many cities have established public art programs in
which pieces by local artists are rotated throughout public
facilities. This is an opportunity for the city to strengthen
community identity through commissioning local artists and
creating destination trailheads with the implementation of public
art.
98 | City of Allen Trails and Bikeways Master Plan
FUNDING SOURCES
There are a variety of funding sources that can be utilized to realize
the plan implementation actions. This section describes typical
city-generated funding sources, funding opportunities from the
state and federal government, and additional opportunities such
as shared use agreements and partnerships.
CITY GENERATED FUNDING SOURCES
General Fund Expenditures are primarily used for improvements
or repairs to existing parks and facilities. Typical general fund
expenditures are for smaller repair and replacement efforts.
Community Development Corporation (4B) The Allen Community
Development Corporation has approved and administered the
½-cent sales tax funding of over $115,000,000 of capital projects,
programs and equipment since 1996 to raise the quality of life in
Allen. The CDC has funded trail development since 2002, when
upon the adoption of the city’s first trail master plan, $270,000
was approved for trails. Today the annual trail funding averages
$800,000 for trail development and $200,000 for trail maintenance.
It is anticipated that CDC funding will be needed to continue to
grow the Allen trail systems into a fully developed network.
Electric Utility Partnerships can be established for trails within
utility easements, such as Oncor. This partnership typically does
not involve monetary contributions. However, it does include use
agreements for easements held by utility companies.
Bond Funds are primarily targeted for new facilities. The City of
Allen has a strong history of successful bond programs.
Park Fee Ordinance is an ordinance a city can enact to impose
a fee on developers when a new development is built to pay for
developing or improving parks. Depending on the structure of the
ordinance, the city can require land to be dedicated for parks,
cash in lieu of land for park development, or park development
fees.
STATE FUNDING SOURCES
Texas Parks and Wildlife Department (TPWD) funds the following
grants:
Outdoor Recreation Grants provide 50% matching grant funds
to cities, counties, Municipal Utility Districts (MUDs), and other
special districts with a population less than 500,000 to acquire
and develop parkland or to renovate existing public recreation
areas. There are two funding cycles per year with a maximum
award of $500,000. Projects must be completed within three
years of approval. Application deadlines are October 1st of each
year (the master plans submission deadline is 60 days prior to
application deadline). Award notifications occur 6 months after
deadlines.
Community Outdoor Outreach Program (CO-OP) Grants provide
funding to local governments and non-profit organizations for
programming that introduces under-served populations to
environmental and conservation programs as well as TPWD
mission-oriented outdoor activities. This is not a land acquisition or
construction grant; this is only for programs. Grants are awarded
to non-profit organizations, schools, municipalities, counties,
cities, and other tax-exempt groups. Minimum grant requests are
$5,000 and maximum grant requests are $50,000. The application
deadline is February 1st.
Recreational Trail Grants are administrated by TPWD in Texas under
the approval of the Federal Highway Administration (FHWA). This
federally funded program receives its funding from a portion of
federal gas taxes paid on fuel used in non-highway recreational
vehicles. The grants can be up to 80% of project cost with a
maximum of $200,000 for non-motorized trail grants and currently
there is not a maximum amount for motorized trail grants. Funds
can be spent on both motorized and non-motorized recreational
trail projects such as the construction of new recreational trails, to
improve existing trails, to develop trailheads or trailside facilities,
and to acquire trail corridors. Application deadline is February 1st
each year.
6 | IMPLEMENTATION99Brand | Recreate | Connect | TransformLand & Water Conservation Fund (LWCF) Grants are administered
by TPWD through the Texas Recreation Park Account. If an entity is
applying for an Indoor Grant, Outdoor Grant, or Small Community
Grant, TPWD may consider the application for LWCF funding. No
separate application is required.
OTHER LOCAL GOVERNMENT FUNDING
SOURCES
Collin County Parks & Open Space Project Funding Assistance
Program allows cities within Collin County to apply for Parks
and Open Space bond funds. Such funds are allocated on a
competitive basis to assist cities in implementation of parks and
open space projects which are consistent with the Collin County
Parks and Open Space Strategic Plan dated October 2001.
Regional Transportation Council Partnership Program
Through the Local Air Quality Program, NCTCOG’s Regional
Transportation Council will fund transportation projects that
address the new air quality standard, including traffic signal timing,
trip reduction, air quality outreach and marketing programs,
vanpool programs, bicycle/pedestrian regional connections,
high-emitting-vehicle programs, diesel freight programs, off-road
construction vehicle emissions reduction programs, park-and-ride
facilities, and other air quality strategies.
Transportation Alternatives Program & Safe Routes to School
The Transportation Alternatives Set-Aside (TA Set-Aside) Program
was authorized under Section 1109 of Fixing America’s Surface
Transportation Act (FAST Act) and provides funding for programs
and projects defined as transportation alternatives. NCTCOG
is sub-allocated program funds to award to cities in the Dallas-
Fort Worth region. General types of projects eligible under this
program include on- and off-road pedestrian and bicycle
facilities, infrastructure projects for improving non-driver access
to public transportation and enhanced mobility, and pedestrian
and bicycle infrastructure associated with Safe Routes to School
(SRTS) projects that will substantially improve safety and the ability
for students to walk and bicycle to school.
SRTS funds are meant to assist local municipalities in funding
projects that improve connectivity and access to schools. Eligible
bicycle and pedestrian projects include bicycle lanes, crosswalks,
separated bicycle lanes, and signed bicycle routes, among
others.
FEDERAL FUNDING SOURCES
National Park Service (NPS) Programs include the Land and
Water Conservation Fund (LWCF) and Urban Park and Recreation
Recovery Act (UPARR), which provide funds for parks and
recreation. Congress appropriates both funds. Typically, the
funding sources have supported traditional parks rather than
linear systems. Funding for the State of Texas exceeded $1.2
million in 2008.
Environmental Protection Agency can provide funding for projects
with money collected in pollution settlements.
BUILD Transportation Discretionary Grant Program
The BUILD grant, previously called the TIGER grant, are
competitive/discretionary grants that can be utilized to fund
surface transportation infrastructure capital investments. BUILD
grants primarily focus on projects that provide both economic
benefits and improve access to reliable, safe and affordable
transportation options. BUILD grants may be used for, but not
limited to, bicycle lanes, cross walks, lighting, and bridges. Capital
funds provided through the BUILD program are unique in that
individual municipalities, counties, and MPOs can receive them
directly from the federal government, as opposed to most federal
funds that are distributed at the State or transit agency level and
then allocated to individual municipalities. It is important to note
that many bicycle and pedestrian projects will only be competitive
if they are part of a larger project with proven economic benefits.
Surface Transportation Block Grant Program (STBG)
As the most flexible federal funding program, the STBG Program
- redesigned from the traditional Surface Transportation Program
- provides funds that are eligible for use on nearly all projects that
100 | City of Allen Trails and Bikeways Master Plan
include bicycle and pedestrian improvements. Typically, STBG
funds are not used on local or rural minor collectors; however,
bicycle/pedestrian projects are exceptions to that standard. STBG
funds are sub-allocated to the local level based on a municipality’s
relative share of the state’s population and classification as one
of the following: an urbanized area with population greater than
200,000, urbanized area with population greater than 5,000 but
no more than 200,000, or areas with population less than 5,000.
TxDOT prioritizes projects and administers STBG funds.
Fixing America’s Surface Transportation (FAST Act)
The FAST Act, enacted in late 2015 and administered by the FHWA,
provides secure surface transportation program funding for 2016
through 2020. The FAST Act is meant to improve mobility, enhance
economic growth, and accelerate project delivery by providing
funding for roadway improvements. The FAST Act requires MPOs to
consider all users when designing and constructing transportation
infrastructure projects and provides flexibility to use funds for
bicycling and walking improvements. Individual programs under
the FAST Act have varying requirements and eligible projects.
The FAST Act authorizes funding to each State in a lump sum
for all apportioned programs. Programs related to bicycle and
pedestrian infrastructure include the Surface Transportation Block
Grant Program (STBG), Congestion Mitigation and Air Quality
Improvement Program (CMAQ), Highway Safety Improvement
Program (HSIP), and National Highway Performance Program
(NHPP).
Federal Transit Administration (FTA)
The FTA provides funds for bicycle and pedestrian investment as
they relate to transit. FTA funds may be used to fund improvements
such as bicycle lanes, bicycle parking, bus shelters/benches,
sidewalks and lighting among others. To qualify for FTA funds,
projects must provide or improve access to existing or planned
transit facilities such as stops and stations. Multiple FTA grant
programs exist that are able to assist with funding bicycle and
pedestrian infrastructure.
National Highway Performance Program (NHPP)
NHPP funding availability is continued through the FAST Act
and provides funding for the construction of new facilities on
the National Highway System (NHS). NHPP funds can be utilized
to fund bicycle lanes, bicycle parking, curb cuts and ramps,
separated bicycle facilities, and shared use paths, among others.
NHPP funds are administered by TxDOT.
Congestion Mitigation and Air Quality Improvement Program
(CMAQ)
CMAQ funds are lump sum, state-apportioned funds available
through the FHWA as a continuing program under the FAST
Act. CMAQ funding availability is a proportion of the overall
apportionment for each state. CMAQ funds are meant to assist in
funding projects that improve air quality and relieve congestion.
Eligible projects are likely to contribute to the attainment of air
quality standards and reduce air pollution, and the projects must
be included in an MPO’s Transportation Improvement Program
(TIP). CMAQ funds may be used on, but not limited to, the following
transportation improvements: bicycle lanes, separated bicycle
lanes, sidewalks, shared use paths, and signage. In Texas, CMAQ
funds are included within TxDOT’s Category 5 funding.
Highway Safety Improvement Program (HSIP)
Continued under the recently enacted FAST Act, the HSIP aims to
assist public agencies in improving safety along public roadways.
HSIP funds are dedicated to projects that reduce conflicts between
pedestrian/bicycles and automobiles, such as pedestrian hybrid-
beacons and roadway improvements that provide separated
facilities (e.g. medians or pedestrian islands). As part of the HSIP,
a performance-based approach is used to determine funding
projects. To be eligible for HSIP funds, projects must be consistent
with state level Strategic Highway Safety Plans (SHSP) and must
specifically address a hazardous location or safety concern. HSIP
funds are administered within Texas by TxDOT.
6 | IMPLEMENTATION101Brand | Recreate | Connect | TransformOTHER FUNDING OPPORTUNITIES
Organizations and shared-use agreements are other funding
opportunities that have proven successful in many communities.
Organizations that could be utilized to partner on funding
opportunities include:
• Adopt a Park
• Friends Groups
• Service Groups
• Business Sponsorship Opportunities
• Youth Service Providers
CONCLUSION
The master plan process is a critical exercise for city’s to undergo
to ensure that improvements are made on a system-wide scale.
As a city assesses the level of service needs and demand for
recreation options, it is pertinent to consider the role that trails
and bikeways play. Revisiting and updating the trail and bikeway
master plan enables a city to successfully and strategically provide
for its community’s recreation and mobility needs. Additionally, a
current master plan increases city competitiveness during grant
funding processes and with surrounding communities.
The previous master plan, adopted in 2002, provided the
foundation for establishing goals, design standards, and
implementation actions for this master plan. The City of Allen Trails
& Bikeway Master plan reevaluates design standards, connectivity
needs, and budgetary planning for the future development and
expansion of the city’s trail and bikeway network. An integral part
of this plan is addressing the city’s existing undersized trails. Many
trails in the city are not wide enough to meet current regional
trail width standards, and more importantly support the demands
of trail user groups. Beyond improvement of trail widths, this plan
outlines specifications for a connected network that supports
varied user groups, legible, and provides for recreational and
mobility needs.
Finally, it is crucial to understand that this plan is not intended
to remain stagnant, it should continually evolve to reflect the
changing needs of the city and provide new recreation and
connectivity opportunities.
APPENDICES • GLOSSARY
• SURVEY RESULTS
APPENDICES 103
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WALKING AND PEDESTRIAN-ORIENTED TERMS
Accessible Pedestrian Signal (APS): A device that communicates
information about pedestrian signal timing in non-visual format, through the use of audible tones (or verbal messages) and vibrating surfaces.
Americans with Disabilities Act (ADA): 1990 Federal law establishing
the civil rights of people with disabilities. Prohibits discrimination
against people with disabilities and requires common places used by the public to provide an equal opportunity for access.
Buffer: That portion of a highway, road or street between the curb-
face or edge of the pavement and the sidewalk that provides
a spatial buffer between vehicular traffic and pedestrians on
sidewalks. Buffers often include landscape plantings such as grass, trees or shrubs, or utility poles, and may also be referred to as the "planting strip," "landscape buffer," "tree buffer" or "tree boxes."
Buffers can also include barriers such as highway guide rails
(guardrails) or bollards. In rural or suburban areas the buffer may be
a grassy swale or drainage ditch. In urban areas, downtowns, the
buffer may also include street furniture, street signs, fire hydrants, vending boxes, lighting poles, etc.
Cross-slope: Defined as the slope measured perpendicular to
the direction of travel. Cross-slope must be measured at specific
points. The average cross-slope is the average of cross-slopes
measured at regular intervals along the trail. Running cross-slope is defined as the average cross-slope of a contiguous section of trail. The running cross-slope can be determined by taking periodic
measurements throughout a section of trail and then averaging
the values.
Crosswalk: The horizontal portion of roadways, usually at
intersections, reserved for pedestrian crossing; it may be marked
or unmarked. Three marking patterns using white striping are most
common: 1) Double Parallel lines, 2) "Zebra Stripes:" white cross hatches perpendicular to the pedestrian direction of travel, or 3) "Ladder:" perpendicular white cross hatches combined with
double parallel lines on the outside edges.
Curb Ramp: A combined ramp and landing to provide access
between street level and sidewalk level, usually at intersections or designated crosswalks. ADA accessible ramps must achieve particular design requirements including a running grade no
steeper than 1:20. Curb ramps are intended to provide street/
sidewalk access to all types of pedestrians, as well as bicyclists
who may be legally using the sidewalk or crosswalk.
Detectable Warning: A standardized surface feature built in or applied to walking surfaces or other elements to warn people
who are blind or visually impaired of specified hazards.
Median Refuge: An area within an island or median that is
intended for pedestrians to wait safely away from travel lanes for an opportunity to continue crossing the roadway.
Midblock Crosswalk: A legally established crosswalk that is not at
an intersection.
GLOSSARY
APPENDICES 105
Passing Space: Passing space is defined as a section of path wide
enough to allow two wheelchair users to pass one another or
travel abreast. Passing space interval is defined as the distance
between passing spaces. Accessible passing spaces allow two wheelchairs to pass one another, or for one wheelchair user to turn in a complete circle. Passing spaces are recommended at
regular intervals when the trail is narrow for long distances.
Pedestrian: A person walking or traveling by means of a
wheelchair, electric scooter, crutches or other walking devices or mobility aids. Use of the term pedestrian is meant to include all disabled individuals regardless of which equipment they may
use to assist their self-directed locomotion (unless they are using a
bicycle). It also includes runners, joggers, those pulling or pushing
strollers, carriages, carts and wagons, and those walking bicycles.
Pedestrian Access Route: A corridor of accessible travel through the public right-of-way that has, among other properties, a
specified minimum width and cross slope.
Pedestrian Crossing Interval: The combined phases of a traffic
signal cycle provided for a pedestrian crossing in a crosswalk, after leaving the top of a curb ramp or flush landing, to travel to the far side of the vehicular way or to a median, usually consisting
of the WALK interval plus the pedestrian clearance interval.
Pedestrian Signal Indication: The illuminated WALK/DON’T WALK message (or walking person/hand symbols) that communicates
the pedestrian phase of a traffic signal, and their audible and
tactile equivalents.
Sidewalk: That portion of a highway, road or street specifically
constructed for the use of pedestrians on the outside edge of
the vehicular travel way. Sidewalks are typically, but not always,
curb-separated from the roadway and made of concrete, brick, asphalt or another hard surface materials.
Rest Area: Defined as level portions of a trail wide enough to
provide wheelchair users and others a place to rest and gain
relief from prevailing grade and cross-slope demands. Users can
benefit from rest stops on steep or very exposed trails to pause from their exertions and enjoy the environment. Rest areas are most effective when placed at intermediate points, scenic lookouts, or
near trail amenities. Rest areas located off the trail allow stopped
trail users to move out of the way of continuing traffic (Figure 5-4).
The most inviting rest areas have a bench, shade, a place to rest
bicycles, and a trash receptacle.
Texas Accessibility Standards (TAS): Standards for developing
ADA accessible public facilities in Texas. The TAS are regulated by
the Texas Department of Licensing and Regulations (TDLR).
Transit-Oriented Development (TOD): Development that occurs adjacent to a transit stop. TODs are often walkable, pedestrian-oriented, and include a mixture of land uses. There are many
examples of successful TOD projects in the DFW area, including
Mockingbird Station in Dallas and Downtown Plano.
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BICYCLING AND PATHWAY-ORIENTED TERMS
Bicycle: Every vehicle propelled solely by human power upon
which any person may ride, having two tandem wheels, except scooters and similar devices. The term "bicycle" in this planning process also includes three and four-wheeled human-powered
vehicles, but not tricycles for children.
Bicycle Facilities: A general term denoting a variety of
improvements and provisions that are made by public agencies to accommodate or encourage bicycling, including bike lanes, shared-use pathways, signed bike routes and bicycle parking and
storage facilities.
Bicycle Network: A system of public bicycle facilities that can be
mapped and used by bicyclists for transportation and recreational purposes.
Bike Lane: A portion of a roadway that has been designated by
striping, signing and pavement markings for the preferential or
exclusive use of bicyclists.
Bikeway: A generic term for any road, street, path, trail or way, that in some manner, is specifically designated for bicycle
travel, regardless of whether such facilities are designated
for the exclusive use of bicycles or are to be shared with other
transportation modes.
Shared Roadway: A roadway that is open to both bicycle and motor vehicle travel. Unless bicycle travel is explicitly prohibited, all
highways, roads and streets are "Shared Roadways." Some Shared
Roadways may have wide curb lanes or paved shoulders, to
increase comfort for bicyclists; however in most cases these roads
do not have sufficient width to accommodate a Designated Bike Lane.
Shared Use Path (or Pathway): A bicycle and pedestrian path separated from motorized vehicular traffic by an open space, barrier or curb. Shared-Use Paths may be within the highway right-
of-way (often termed "sidepath") or within an independent right-
of-way, such as on an abandoned railroad bed or along a stream
valley park. Shared use paths typically accommodate two-way
travel and are open to pedestrians, in-line skaters, wheelchair users, joggers and other non-motorized path users. They are typically surfaced in asphalt or concrete, but may have hard-
packed/all-weather gravel or dirt surfaces as well.
Sharrow: A pavement marking with two inverted ‘V’ shapes
above a bicycle indicating that the entire lane is meant to be shared by motor vehicles and bicyclists. Often times sharrows will be accompanied by a ‘Bicycle May Use Full Lane’ sign.
Shoulder: Any portion of a roadway to the right of the right-most
travel lane, but not including curbs, planting buffers and sidewalks.
Shoulders can have a variety of surface treatments including pavement, gravel or grass. Depending on their width and surface, they serve a variety of purposes, including providing space for
vehicles to slow and turn right, accommodation of stopped or
broken-down vehicles, to allow emergency vehicles to pass, for
structural support of the roadbed, or for bicycle and pedestrian
travel.
Signed Shared Roadway (Signed Bike Route): A shared roadway
that has been designated by signs as a preferred route for bicycle
use.
Trail: The word "trail" has come to mean a wide variety of facilities types, including everything from a "marked or beaten path, as through woods or wilderness" to a paved "multi-use trail". For this
reason, this planning process will not use the word "trail" to reference
a facility intended for bicycle transportation. We urge use of the
term Shared Use Path in place of Multi-Use Trail. Note: Several of
these definitions are taken from the American Association of State Highway and Transportation Officials (AASHTO) "Guide for the Development of Bicycle Facilities," 1999 Edition.
APPENDICES 107
FUNDING AND IMPLEMENTATION
Advertising Sales - This revenue source is for the sale of tasteful and
appropriate advertising on park and recreation related items such as in the city’s program guide, on scoreboards, dasher boards and other visible products or services that are consumable or
permanent that exposes the product or service to many people.
Annual Appropriation/Leasehold Financing: This is a more
complex financing structure which requires use of a third party to act as issuer of the bonds, construct the facility, and retain title until the bonds are retired. The city enters into a lease agreement
with the third party, with annual lease payments equal to the
debt service requirements. The bonds issued by the third party
are considered less secure than general obligation bonds of the
city, and therefore more costly. Since a separate corporation issues these bonds, they do not impact the city’s debt limitations and do not require a vote. However, they also do not entitle the
city to levy property taxes to service the debt. The annual lease
payments must be appropriated from existing revenues.
Capital Improvement Fees: These fees are on top of the set user rate for accessing facilities such as golf courses, recreation centers, and pool facilities to support capital improvements that
benefit the user of the facility.
Community Development Corporation (4B): The Allen Community
Development Corporation has approved and administered the
½-cent sales tax funding of over $115,000,000 of capital projects,
programs and equipment since 1996 to raise the quality of life in
Allen. The CDC has funded trail development since 2002, when upon the adoption of the city’s first trail master plan, $270,000 was approved for trails. Today the annual trail funding averages
$800,000 for trail development and $200,000 for trail maintenance.
It is anticipated that CDC funding will be needed to continue to
grow the Allen trail systems into a fully developed network.
Corporate Sponsorships - This revenue funding source allows corporations to invest in the development or enhancement of
new or existing facilities in park systems. Sponsorships are also
highly used for programs and events.
Concession Management - Concession management is from retail sales or rentals of soft goods, hard goods, or consumable items. The city either contracts for the service or receives a set
amount of the gross percentage or the full revenue dollars that
incorporates a profit after expenses, or fund a dedicated capital
improvement budget.
Easements: This revenue source is available when the city allows
utility companies, businesses or individuals to develop some type of an improvement above or below ground on their property for a set period of time and a set dollar amount to be received by the
city on an annual basis.
Friends Associations - These groups are formed to raise money
typically for a single focus purpose that could include a park facility or program that will better the community as a whole and their special interest.
General Obligation Bonds: Bonded indebtedness issued with the
approval of the electorate for capital improvements and general
public improvements.
Grants - Grants for parks and recreation are typically administered
through the state and are competed for by municipalities. These
grants require some level of local funding. They also generally
have a long lead time due to funding cycles and application
requirements. Following is a list of those currently funded or anticipated to be funded:
108 | City of Allen Trails and Bikeways Master Plan
Greenway Utility - Greenway utilities are used to finance acquisition
and development of the greenways by selling the development rights underground for the fiber optic types of businesses.
Inter-local Agreements: Contractual relationships entered into
between two or more local units of government and/ or between a local unit of government and a non-profit organization for the joint usage/development of sports fields, regional parks, or other
facilities.
Irrevocable Remainder Trusts - These trusts are set up with individuals who typically have more than a million dollars in wealth. They will
leave a portion of their wealth to the city in a trust fund that allows
the fund to grow over a period of time and then is available for
the city to use a portion of the interest to support specific park
and recreation facilities or programs that are designated by the trustee.
Naming Rights - Many cities and counties have turned to selling
the naming rights for new trails, buildings or renovation of existing
buildings and parks for the development cost associated with the
improvement.
Parks, Trails and Developer Dedication and Development Fees:
These fees, as currently assessed by The City of Allen, are for
the development of residential properties with the proceeds to
be used for parks and recreation purposes, neighborhood park
acquisition, and development. Ordinances should be put in place to facilitate and include trail development, right-of-way preservation and/or dedication.
Pouring Rights - Private soft drink companies that execute
agreements with the city for exclusive pouring rights within park
facilities. A portion of the gross sales goes back to the city to off-set debt service or fund a dedicated capital improvement budget.
Private Concessionaires - Contract with a private business to
provide and operate desirable recreational activities financed, constructed, and operated by the private sector, with additional compensation paid to the city.
Private Developers - These developers lease space from city
owned land through a subordinate lease that pays out a set
dollar amount plus a percentage of gross dollars for recreation enhancements. These could include a golf course, marina, restaurants, driving ranges, sports complexes, equestrian facilities,
recreation centers and arenas.
Private Donations - Private Donations may also be received in
the form of funds, land, facilities, recreation equipment, art or in-kind services. Donations from local and regional businesses as sponsors for events or facilities should be pursued.
Public Improvement District (PID): New developments can
establish a PID when authorized by the City Council and legally
set up according to state law. This taxing district provides funds especially for the operation and maintenance of public amenities such as parks and major boulevards.
Public/Private Partnerships (PPP) - Partnerships are a very
effective method for leveraging The City of Allen’s resources to
the greatest extent possible. These partnerships should be based on formal agreements and supported by a policy approved by the Parks and Recreation Board and City Council. Partnerships
are joint development funding sources or operational funding
sources between two separate agencies, such as two
government entities, a non-profit and a city department, or a
private business and a city agency. Two partners jointly develop revenue producing park and recreation facilities and share risk, operational costs, responsibilities and asset management, based
on the strengths and weaknesses of each partner.
APPENDICES 109
Recreation Service Fees: This is a dedicated user fee, which
can be established by a local ordinance or other government procedures for the purpose of constructing and maintaining recreation facilities. The fee can apply to all organized activities,
which require a reservation of some type or other purposes, as
defined by the local government. Examples of such activities
include adult basketball, volleyball, tennis, and softball leagues,
youth baseball, soccer, football and softball leagues, and special interest classes. The fee allows participants an opportunity to contribute toward the upkeep of the facilities being used.
Revenue Bonds: Bonds used for capital projects that will generate
revenue for debt service where fees can be set aside to support
repayment of the bond.
Tax Increment Finance (TIF) District: Tax Increment Finance districts
(TIF’s) are established to provide funds for certain types of public
improvements that benefit a defined area of affected properties.
Revenue is generated through the incremental increase in
property tax revenue above a specified threshold being applied to accounts for use in improvements that may include most public infrastructure improvements including parks and landscaping.
User Fees/Charges: User fees are primarily established to cover operational costs, but can be used for debt service on revenue bonds.
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SURVEY RESULTS
APPENDICES 111
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APPENDICES 127
OCTOBER 2019
TRAILS & BIKEWAYS MASTER PLAN
CITY OF ALLEN