On Thursday, April 28th, the District Department of Transportation hosted an open house as part of its Rock Creek East II Livability Study. The study is still in its earliest stages and is somewhat vague in purpose -- essentially, this meeting was meant to begin the process of gathering ideas for ways to improve transportation in the study area, including things like bike lanes, protected bike lanes, wider sidewalks, narrower streets, and various possible small changes in the neighborhood that could improve the quality of life for people here. It's the latest in a long series of such studies (see also the Crosstown Multimodal Study, also happening now, and probably of greater interest to cyclists).
The study area includes Petworth, 16th Street Heights, and Crestwood, bordered by Spring Road to the south, Military Road / Missouri Ave to the north, Beach Drive to the west, and Rock Creek Church Road / North Capitol Street to the east (you can see a map of the study area here). As a bike commuter who lives in Petworth, I am actually much more concerned about areas further south (things like eliminating the gaps in the 11th street and 14th street bike lanes, enforcement of taxis and delivery trucks in bike lanes, etc). This far north, I think things are a bit quieter and in less dire need of changes. For example, we don't have any good east/west bike lanes in the study area beyond a few blocks on Upshur street, but most east/west streets here are quiet enough that I feel comfortable biking on them without a lane. However, frustrations about the scope of the project aside, I think DDOT is clearly eager to hear ideas for improvement and I appreciate the work they are doing.
There were plenty of staff from DDOT there to answer questions, as well as staff from the consulting group working with DDOT on the project. (There were also at least two ANC 4C commissioners in attendance). I spent most of my time talking to Darren Buck of the DDOT bike team. He explained that the big projects to look forward to in this area in the next few years include a bike lane on Piney Branch Parkway to make it easier for cyclists to connect with Rock Creek Park; a protected bike lane on New Hampshire avenue from Park all the way out to the Maryland boundaryr; and the long overdue National Park Service repairs to the Rock Creek trail. Looking outside the study area, I also asked about the status of the possible protected bike lane in Shaw that was the subject of so much controversy at the end of 2015. He said they hope to announce which option they have selected (either one of the four plans for a bike lane or the no-build option) in the next month or two.
For the most part the event was meant to get ideas and concerns from residents, things like streets that need traffic calming, areas where a lack of sidewalks deters or endangers pedestrians, and ways to improve bike safety. If you weren't able to make it to the meeting you can still provide suggestions using the interactive map on the study website, and see what sorts of concerns other residents have.
DDOT staff emphasized that this is just the beginning of the process, which will include more meetings over the next few months, held all around the study area. They also emphasized that the purpose of the study is only to provide suggestions and recommendations to DDOT, which will eventually decide which ideas, if any, to pursue. I encourage you to add your ideas to the DDOT map, and hope to see you at the next workshop sometime in June.
The National Park Service's National Capitol Region (NCR) recently released a draft version of its "Paved Trails Study", which serves as a plan for how NCR sees the paved trail network, both within and outside of the parks, developing in the future and as an update to the 1990 plan. It's a long report filled with a lot of interesting, relevant, exciting and debatable plans and facts, so I'm probably going to take several days to report it all, but let's start with what most people have already heard about - the top recommendations.
The study makes 120 recommendations, 93 capital projects and 27 programmatic changes, but of those only 16 of the capitol projects scored a 5 or above on the 7 point scale; and only 7 programmatic changes scored that high. Some of these projects complement each other so I've regrouped them.
Top Priority Capitol Project
Connecting the Roosevelt Bridge's downstream path to the Mount Vernon Trail, Arlington Ridge and DC - The Theodore Roosevelt Bridge has a sidewalk on the upstream side that connects the MVT to the Kennedy Center that you may have used. But the downstream sidewalk connects on the Virginia side to an island surrounded by freeways from which one can only go back to DC. Three of the 16 projects aim to fix that. This is a long-needed improvement. Between the Wilson Bridge and Chain Bridge there are currently 5 connections across the Potomac River for those who wish to stay out of traffic. This would create a 6th. On the map below, I show the effective connection each of these bridges create with each line showing the last and first decision point for a trail user. The new TR Bridge connection is shown in red. While not filling a particularly large gap, you can see that it's a pretty unique connection.
One project would connect the TR Bridge to the Arlington Ridge Park (where the USMC Memorial and Netherlands Carillon are). DDOT has a project in the FY 2015 - 2021 Plan to rehabilitate the bridge and provide pedestrian and cyclist safety improvements which may improve connections to the downstream Virginia side but it will not remove the existing barriers.
The NPS, in coordination with VDOT, Arlington County and D.C., should pursue a full alternatives analysis to define a viable connection in this area. Alternatives may need to consider bridges or tunnels to adequately address safety concerns related to the crossings of the George Washington Memorial Parkway, Jefferson Davis Highway, and Arlington Boulevard as well as the presence of nearby Metrorail in order to minimize surface crossings.
A second project would connect this same crossing to the MVT.
The third part of this is to improve the connection on the DC side.
Safety improvements are needed for all at-grade crossings in this area and should include traffic calming, enhanced directional signage, lane markings, pedestrian refuge islands, bulb outs, and evaluation of grade-separation needs. Clear and uninterrupted access between the Rock Creek Park Multi-use Trail across the Rock Creek and Potomac Parkway NW and the 23rd Street NW / Constitution Avenue areas should be provided.
Conduct a feasibility study for extending the Suitland Parkway Trail from the D.C./Maryland line to Henson Creek Trail - This is long overdue frankly. This trail needs to be rehabilitated and extended - to the Henson Creek Trail and then Andrews AFB.
A feasibility study is needed to evaluate extension of the Suitland Parkway Trail from the District line through Prince George’s County to the Henson Creek Trail (and potentially further). This study should address the trail comprehensively including upgrades to the existing trail within the District, which is a dangerous, narrow asphalt trail directly adjacent to the roadway.
Rock Creek Park Trail Though there are other projects dealing with the "Rock Creek Park Trail" south of the National Mall, for the part that is within Rock Creek there are a few projects to improve the northern part of the park trail system
First is a study of a Rock Creek Park crossing on Military Drive.
According to NPS data, an off-road trail segment exists along the north side of Military Road between Oregon Avenue and Beach Drive. There is no off-road trail between Beach Drive and 16th Street NW. A feasibility study should be undertaken for the entire trail corridor to evaluate options for an improved on or off-road paved trail between Glover Road/Oregon Avenue and 16th Street NW.
Since it appears they've abandoned the idea of extending the trail north along Beach from Broad Branch (and they consider the section of Beach north of Broad Branch to be part of the trail network already) the option for connecting the DC and MD portions of the trail appears to be along Oregon Avenue. They write:
A feasibility study should be pursued for Oregon Avenue to evaluate options and impacts of an off-road connection from Military Road to the D.C./Maryland line (and connecting to Rock Creek Trail in Montgomery County). An off-road trail along this corridor could help alleviate trail-traffic on Beach Drive. However, for the benefits to be realized and for the trail to be utilized as a high-volume corridor as proposed, the off-road trail would need to connect via an on-street route to Beach Drive (potentially Daniel Lane).
I don't see how Daniel Lane can be used to create a connection to Beach Drive, since it looks to me like it only connects 31st to Oregon. Perhaps they mean Wise? (I've noticed other errors - it being a draft and all. For example the report misspells Virginia and it references the Anacostia Riverwalk Trail north of South Capitol Street, but it's all north of S. Cap, etc...)
Better connecting DC to the Wilson Bridge - A couple of projects are aimed at improving the connection between DC and the Wilson Bridge that was so badly screwed up in the 1990's. The first connects Oxon Hill Farm to the planned South Capitol Street Trail.
The proposed route extends through Oxon Run Farm to the Blue Planes industrial area and D.C. Village Lane SW where it connects to Blue Plains Drive SW, Shepherd Parkway, and connects to the proposed South Capitol Street trail. The NPS is currently evaluating access improvements to Oxon Hill Farm including potentially constructing a Hiker-Biker trail system and improved riverfront access.
A second project connects Oxon Hill Farm to National Harbor, but it's unclear what is being suggested beyond wider sidewalks, signage and improved road crossings.
Improve the connections between the 14th Street Bridge, the Rock Creek Park Trail and the 15th Street PBL - I would have never thought of the Rock Creek Park Trail as going this far south (and based on the Rock Creek Park Trail EA, neither does NPS), but NPS has identified a series of changes that could improve these connection.
These include the extension of the 15th Street protected bike lane down 15th, Maine and East Basin Drive to the 14th Street Bridge, the addition of bike lanes along East Basin Drive SW from the Inlet Bridge to the extended PBL and the removal of the stairs on SE corner of the Inlet Bridge that connect sections of what is, it seems, the Rock Creek Park Trail on West and East Potomac Parks.
Mount Vernon Trail improvements - There are several projects, in addition to the Roosevelt Bridge connection, that aim to improve connections to the MVT.
One would create a better connection between Crystal City and the MVT via the Airport Access Road (or the Route 233 Bridge as identified in this post that called for such a connection "It's odd to me that they aren't constructing connections between the Route 233 bridge's sidewalks and the MVT." I guess it's odd to them too.)
Opportunities to expand sidewalks on the bridge should be explored, as well as options to provide a formal bicycle friendly connection from the bridge to the Mount Vernon Trail from the airport.
Another project would extend the dead-ending trail spur from the Humpback Bridge project to Boundary Channel Drive and then create an on-street connection between that point and Long Bridge Drive under I-395.
The County and the NPS should work together so that safety improvements and signage for the Mount Vernon Trail at this intersection are considered as part of any open space design (or boathouse concept) being considered by the County. Early dialogue and coordinated planning can ensure trail access improvements span both local and federal land in this area and result in improved regional connectivity. A future boathouse in this location should not impede trail access but instead should be used to improve and expand trail access.
A fourth project would change the intersection of the MVT and the Four Mile Run Trail - at the south end of the airport - into a roundabout.
A number of accidents have been documented at the location, with contributing factors such as blind spots, sharp curves, and unclear signage. In addition, this area is sometimes utilized by airport personnel as an emergency vehicle egress route.
Lincoln Memorial Circle - This is just one project, calling for an alternatives study, with many different pieces. These include
• A signed route that connects the Lincoln Memorial Circle NW to the Rock Creek Park Trail. Both on and off-road options should be considered, including a dedicated bicycle lane from the Arlington Memorial Bridge to 23rd Street SW across Ohio Drive SW to the trail. This would encourage trail traffic to utilize the western sidewalk of Ohio Drive under the Arlington Memorial Bridge which is wider than the sidewalk on the eastern side.
• Reduction in travel lanes or lane width to allow for dedicated bicycle lanes
• Provision of bulb-outs and refuge islands to narrow pedestrian crossing lengths
• Addition of a bike lane on the Arlington Memorial Bridge
• Enhancement of safety and informational signage in the area that includes trail information and access points
• Improved routing, trail conditions, signage, and at-grade crossings through the sand volleyball area northwest of the circle
Closing the "gap" in the Capitol Crescent Trail between 30th and 31st Street - For cyclists this isn't much of an addition. The connection being discussed is between the trail along the edge of Georgetown Waterfront Park and the spur to the Rock Creek Park Trail, but since cycling is technically prohibited on the Waterfront trail, and of low utility anyway, most cyclists stay on K street and will probably continue to do so.
The gap between 30th Street and 31st Street forces users to travel on K Street NW or the adjacent service road to continue eastbound, creating conflicts with vehicles or pedestrians on Water Street. The gap prevents a seamless connection with the Rock Creek Park Multi-use Trail and the core of Washington D.C. to the east. Alternatives should reduce the potential for conflicts in this area, calm traffic, improve visibility of trail users, improve directional signage to trail resources, and enhance safety overall. This project is currently underway in coordination with NPS, the Georgetown Business Improvement District, and the D.C. Department of Transportation.
Two complimentary projects starting in the near future promise to completely change the bike trails in Rock Creek Park. Both will address trail issues first raised over 20 years ago.
The first project will rebuild Beach Drive and 1.5 miles of the 5.9 mile trail that runs alongside it. It will reconfigure the part of the trail that runs through the tunnel that goes under the National Zoo, build a new bridge over Rock Creek, and reshape the trail's intersection with Shoreham Drive. It should start this year, and finish in 2018.
Meanwhile, the District Department of Transportation wants to start a complimentary project in the spring of 2017 that will build one new mile of trail within Rock Creek Park and rehabilitate another 3.5 miles of trail.
Later this year, work will begin to reconstruct Beach Drive and parts of the Rock Creek Park Trail. The road will get a lot of work that should mitigate the environmental damage it causes, and the trail—in particular, three spots that consistently give cyclists and pedestrians trouble—will get wider.
This post is a follow on to an earlier post, drawn entirely from "Rock Creek Park - Adminstrative History" which has a section on bicycling and covers the period from the 1960's to 1985 [this is the 50th anniversary of the first weekend closure of part of Beach Drive for cars to create space for cyclists, but then it was only on Sunday morning and only from Joyce Road to Broad Branch Road]. It's sort of a companion piece to this one GreaterGreaterWashington about the attempts and failures to close that part of Beach Drive to automobiles and how an upcoming 4-8 month closure to rebuild the road gives us a chance to test the claims of both sides. This post goes in to much more detail about the history.
NPS, under the leadership of Superintendent Jim Redmond - who was the catalyst behind all of the biking initiatives in the Park at the time, had in 1981 closed the section of Beach Drive between Joyce and Broad Branch for the entire weekend. They even had a ribbon cutting to do it. In 1983, NPS announced that after the Red Line was completed beyond Van Ness and reconstruction work on 16th Street was finished, a gate would be placed near Boulder Bridge permanently barring the section of Beach Drive north of there to Joyce to automobiles; but 3 months later, under pressure from automobile groups, commuters, and the D.C. Department of Public Works and Transportation, they reversed themselves and decided to build 2.5 miles of trail through that section instead. But then, when National Parks and Conservation Association opposed the trail as "unduly destructive of park scenery" they backed off from that too.
Since it was impossible to upgrade the roadway to accommodate existing and future traffic, the FHA advised that the best alternative would be to reverse the traditional construction-oriented approach and reduce the traffic flow on Beach Drive to the point that only minimal road improvements would be necessary to satisfy NPS standards. Even this would be impossible in some places, the FHA acknowledged, in which case scenic preservation goals should prevail. The FHA suggested several strategies for reducing traffic on the park's main drive. These included eliminating the one-way rush hour traffic pattern on Rock Creek and Potomac Parkway, strictly enforcing park speed limits, establishing policies to promote or require car-pooling, and the institution of user fees for vehicles entering the park. In order to meet the NPS standard of 8,000 vehicles per day for a two-lane park road, traffic on Piney Branch Parkway would have to be cut in half and the number of vehicles using Beach Drive between Tilden Street and the zoo tunnel reduced to a third of its current volume. The permanent closure of all or part of Beach Drive was also suggested as a possible option. The FHA study observed that the Washington Metro system could easily absorb the displaced motorists, but noted "none of these measures would be popular with existing commuters in the Park and no doubt there would be a great deal of public opposition."
Adding evidence to their claim, in 1990 the Zoo Tunnel was closed for 10 weeks without the devastating traffic predicted.
Emboldened by the report and results of the closure of the Zoo Tunnel, a group of activists called "Auto-Free DC" began to again call for closures of Beach Drive to through traffic, when their proposals were ignored, they instigated "rolling road blocks"
In 1994 they instituted a series of protests centered around "rolling road blocks," in which packs of cyclists clogged Beach Drive during rush hour to disrupt commuter traffic and call attention to their cause. Most of these protests were generally peaceable, with park police providing motorized escorts and the number ofriders limited to twenty-four in order to circumvent D.C. regulations that required formal permits for demonstrations involving more than twenty-five participants. Tempers flared on occasion, however, and several altercations and arrests occurred.
In June 1996, NPS began work on a General Management Plan. The People's Alliance for Rock Creek Park (which included WABA) once again got involved. The original proposals, released in June 1997, included one scenario that would close three sections of Beach Drive (Sherrill to Wise; West Beach to MD line; and Broad Branch to Joyce, including Boulder Bridge) and convert Wise Road, Sherrill Drive, Bingham Drive, Grant Road, and Blagden Avenue to paved trails. But the scenario also included the closure of the stables, golf course, community gardens, Carter Barron Amphitheater and more. Of the four scenarios it was the third most popular. One of the reasons it was opposed was concern of spillover traffic.
WABA and PARC protested and made a more modest proposal, scenario 2.5, to close the section of Beach Drive between Broad Branch and Joyce Road, since an alternate route existed in Ross Road. When the draft environmental impact statement (DEIS) came out it included four new alternatives. Alternative C would permanently eliminate automobile traffic along the three segments of Beach mentioned above and Alternative D would close them between the hours of 9:30 A.M. to 3:30 P.M. each weekday.
Alternative D was the National Park Service's preferred alternative. Following issuance of the DEIS/GMP, the National Park Service considered a proposal to create a variation called D-1, which would close Beach Drive from Broad Branch Road to Joyce Road during the same time as in Alternative D, but concluded this new variation was not needed since it was essentially contained in the existing Alternative D.
As a result of the comments received from the public and government agencies as well as analysis of the scientific and regulatory components and review of the conclusions of the DEIS/GMP, the National Park Service's preferred alternative is now Alternative A.
Alternative A: Improved Management of Established Park Uses, is the NPS' preferred alternative. It would improve visitor safety, better control traffic volumes and speeds through the park, enhance interpretation and education opportunities, and improve the use of park resources, especially cultural resources. It would retain the current scope of visitor uses.
"Adrienne A. Coleman, Rock Creek's superintendent, said the Park Service had determined that most of the general public, as well as a host of civic and elected officials, favored keeping the road open during the week." They instead decided to lower the speed limit on that section to 20 mph and add speed bumps of speed tables (they have done none of these things).
Getting to the improved trail has taken more than 10 years, and suffered many delays. A draft Environmental Assessment (EA) was completed in November 2011, but the Final was not released until June of 2014, at the same time a FONSI was released. DDOT has since completed a 30% design and hopes to have a final design done in the Fall of 2016, with work to start in 2017. More immediately NPS/FHWA, which is doing a complimentary project, has already advertised the work and expects to start soon (though not as soon as previously thought). Work on the FHWA project which will rebuild the Shoreham Drive intersection, build a new trail bridge next to the Zoo Tunnel Bridge, reconfigure the Zoo Tunnel and rebuild 1.5 miles of trail could start as soon as the summer of 2016.
DDOT will be hosting a public workshop on the Rock Creek East II Livability Study on Thursday, April 28, from 6 PM to 8 PM at the Petworth Neighborhood Library, Large Meeting Room, 4200 Kansas Avenue NW, Washington DC 20011
The purpose of this study is to identify opportunities for safer travel for residents and visitors to the neighborhoods of Petworth, Crestwood, Brightwood Park, and 16th Street Heights. The goals of the study are to enhance the community quality of life through improvements to transportation safety, connections to destinations, green infrastructure, and sustainability.
DDOT will work with members of the community and key stakeholders to Identify specific opportunities to improve accommodations for people walking, biking, riding the bus, driving, and making deliveries. At the end of the study, DDOT will provide recommendations such as:
· Enhanced pedestrian crossings
· More accessible bus stops
· Intersection safety
· Increased green spaces
· Attractive streetscapes
· Signage for better driver information
· Updates to traffic signal times, or
· Speed controls in sensitive areas
DDOT will introduce the project and provide opportunities to hear your ideas for improving the neighborhood through interactive activities.
I don't know if this press release was sent out early by mistake or what, because it's not up at the DDOT newsroom website and the project website isn't live yet as it is reportedly still undergoing some final edits, but I believe the meeting time and place is set..
The study area i consists of the communities of 16th Street Heights, Brightwood Park, Crestwood, and Petworth.
The major bike facilities here are the Rock Creek Park Trail, 14th Street bike lanes, Kansas Avenue bike lanes. There are a lot of north-south options, but fewer east-west ones. Better bike connections to the area's only Metro Station (Georgia Ave/Petworth) and a bikeway on Missouri/Military would be my top priorities.
In addition to the Purple Line, this project will transform and extend several trails, and create new ones. The unpaved, at-grade trail from Bethesda to Lyttonsville will be reconstructed as a paved trail with grade-separated crossings of major streets, extended to Silver Spring and rebranded as the Capital Crescent Trail. The project will also build a University of Maryland Bicycle Path and impact the Silver Spring (or Montgomery County in the P3 Documents) Green Trail, Rock Creek Trail, Metropolitan Branch Trail and the Northwest Branch Trail.
The Capital Crescent Trail - extended
The team - Purple Line Transit Partners, led by construction giant Fluor Corporation - will design and build the CCT for the 3.3 miles from Bethesda to the CSX railroad tracks in Lyttonsville and then along the west side of the tracks to the Talbot Avenue Bridge. It will cross the tracks on a new Talbot Avenue Bridge and then follow along the east side of the tracks to the Silver Spring Transit Center. The trail will be 12 feet wide with 2-foot unpaved shoulders except where physically constrained and separated from the Transitway by 10-feet landscaped buffers, except again where constrained. The entire trail will have a minimum 18 mph design speed.
From Pearl Street in Bethesda to Rock Creek the Trail will be on the north side of the Transitway, and will cross over Connecticut Avenue on a tied arch bridge (see below)
The trail will then pass under Jones Mill Road and cross Rock Creek on it's own bridge, below the Transitway bridge "to allow unobstructed views of the Rock Creek Valley." The Rock Creek Bridge will be a tri-cord, parabolic vierendeel truss (duh) that will be 16' wide at the abutments and 20' wide in the middle. An ADA compliant, switchback connection between the CCT and Rock Creek Trail will be built north of the Transitway.
From Rock Creek to Lyttonsville the trail will be on the south side of the Transitway. The trail has 22 identified connections (see Exhibit 1.4) at places like Lynn Drive and Sleaford Road. Where these connections are stairs, the stairs will include bike runnels.
The trail will have lighting at all entrances, exits and underpasses and boxes to accommodate future lighting on the entire trail length will be constructed every 100 feet.
The current documents have the CCT connecting to the Bethesda Station via a sidewalk, but that could all change if the Apex Building comes down.
Silver Spring Green Trail
The Green Trail will have to be reconstructed from Fenton Street to Cedar Street and a new segment will be built from Cedar Street to the Sligo Creek Trail. The green trail will be 8 feet wide with a 5 foot buffer except at 801 Wayne where it will be 9 feet with no buffer.
University of Maryland Bicycle Path
The construction team will design and built a bicycle path paralleling the Purple Line from the intersection of Campus Drive and Presidential Drive to US Route 1.
Northwest Branch Trail
The Northwest Branch Trail may be temporarily detoured from the eastern to the western side of West Park Drive, but access to the trail will be maintained throughout the work period.
Rock Creek Trail
The Rock Creek Trail beneath the bridges will be raised on an elevated wooden boardwalk out of the 2 year floodplain. It will be detoured as necessary and remain open during work.
Where sufficient ROW is available all MDSHA roadways will include bike accommodations at the intersections. Exhibit 1.3 identifies 10 bike lanes and 1 shared lane that will be built to connect in to the trails as well.
At Coquelin Run, a concrete culvert, with knock out panels that can be removed later. will be constructed for a future trail.
At the Silver Spring Transit Center, the Metropolitan Branch Trail will be included with the Plaza Level Design.
The project will include bike racks at several designated locations and CCTV coverage of bicycle parking at stations.
Purple Line trains will accommodate up to 8 bicycles on a maximum length train.
During construction, all existing bicycle connections and access will be maintained, and when obstructed an alternate route will be provided.
Three new bridges will replace the University Blvd Bridge over Northwest Branch and the will have 5' wide bike lanes on them.
DDOT just sent out a notice that they would be performing survey work for the Rock Creek Park Trail rehabilitation, which is great news. Unfortunately during that month, cyclists using the trail will need to dismount, but don't worry, it won't impact vehicular traffic.
The District Department of Transportation (DDOT) will perform survey work along the Rock Creek Park Trail from P Street NW to Broad Branch Road, NW, fromThursday, March 10 to Friday, April 8, 2016. The work will occur from 8 am to 5 pmeach day.
Traffic controls will be in place to direct pedestrians and bicyclists safely through the work zone. Bicyclists must dismount while passing through the work area.
There will be minimal to zero impact to vehicular traffic, but drivers are urged to use caution in the area.
The White Flint 2 Plan aims to fill in the gaps between the areas covered by the 2010 White Flint Sector Plan, Twinbrook Sector Plan and the pending City of Rockville plan for Rockville Pike (MD 355). Its land use, zoning and transportation recommendations will apply to properties in a bow-tie-shaped area between the boundaries of these already established Plans. White Flint 2 will link common elements between the Plan areas, including Rockville Pike and the proposed network of bike lanes and public open spaces.
The key bike elements of the plan include extending the Bethesda Trolley Trail (BTT) north into Rockville, and the Montrose Parkway Trail east to connect with the BTT and the Rock Creek Park Trail. In addition, there are other smaller possible trail linkages to connect the areas in the sector with these three main trails.