Trail Watch

In the pre-Intertwine days, Metro’s Blue Ribbon Committee for Trails thoughtfully strategized about how to fund the region’s vision for an interconnected network of trails. Supported by a team led by Metro and including staff from the City of Portland, Oregon State Parks, the City of Forest Grove, and Alta Planning and Design, the Committee published a report in 2008 that recommended an integrated strategy to address congestion, climate change, fuel costs and the lack of funding for traditional transportation projects. One of the strategies discussed was private funding through foundations, corporations and developers. 

Following that, the Executive Council for Active Transportation, chaired by Moda Vice President and current Intertwine Alliance Board President Jonathan Nicholas, convened in March 2009 to provide leadership and support for the completion of the regional network of on- and off-street bikeways and walkways, and guided Metro to apply for a $98 million grant from the U.S. Department of Transportation through its highly competitive Transportation Investment Generating Economic Recovery (TIGER) program. 

Ambitious in scope, the grant would have funded close to 100 miles of bikeways in North/Northeast Portland, Hillsboro, Milwaukie, Clackamas County, Boring and unincorporated Clackamas County, as well as outreach and encouragement programs.  

Metro was not awarded the grant. What can we learn from this? Let’s look at two trails that did get funded: the 8-mile-long, $63-million Indianapolis Cultural Trail and the 36-mile, $30- million Razorback Regional Greenway in Northwest Arkansas. 

What is of note is the extent to which these two projects leveraged private donations. The Glick Family in Indianapolis, for example, committed $15 million as a lead gift, which, along with an additional $12.5 million in private funds, was used as match for the $20.5 million TIGER grant and $15 million in additional federal funding. The Cultural Trail’s history is deeply intertwined with Indianapolis’ efforts to become more bike friendly, as explained to many of us by Mayor Greg Ballard on the 2014 Cycle Oregon Policymakers ride. 

Seeing the Indianapolis trail up close is a revelation. It’s simply gorgeous. The two-way cycle track forms a loop along one-way streets. Its surface is brick-like smooth pavers, graced by wand-like pedestrian-scale lights, interesting artwork, and interpretative signage, including a “Peace Walk” gallery celebrating some of history’s great legends. Every intersection and driveway is well-marked, signed and functional. An unexpected gem is a formerly grimy alley turned trail segment, with added art and the scent of roses pumped through a steam grate. A round of applause to Kevin Osborne at Rundell Ernstberger Associates, LLC, the lead trail design firm.

The Cultural Trail connects every single arts venue in downtown, and is a huge asset for tourists, local visitors and thousands of downtown workers. It was a catalyst for the Indianapolis Pacer-sponsored bike share system, and has spurred an estimated $864.5 million of economic impact. 

Now let’s turn to the Northwest Arkansas Razorback Regional Greenway, which Alta led from concept to design, through construction and ribbon-cutting on May 2 of this year. The greenway links the six major municipalities of Northwest Arkansas, the University of Arkansas, hospitals, commercial centers, 36 local schools, and the headquarters of three fortune 500 companies. The new greenway will increase connectivity, drive economic development, improve residents’ health, and help make Northwest Arkansas a more attractive place to live, work and play. 

Again, private vision –— and monies — drove the project forward at a swift pace, going from concept to ribbon-cutting in just five years. The story goes something like this: Some of the local jurisdictions and developers had started building trails. Rob Brothers from the Walton Family Foundation got concerned about design quality and lack of overall vision. He called Alta Principal Jeff Olson, and within short order, a meeting in Arkansas had been arranged. 

Along with Greenways, Inc.’s *Chuck Flink and greenway specialist Bob Searns, the concept of connecting the pieces via a cohesive greenway was sparked over large maps and later deepened in a multi-day charrette, which engaged community leaders and stakeholders up and down the corridor to build support and collectively create a vision and conceptual  alignment. With private funding provided by the Walton Family Foundation, the project developed a detailed alignment plan, filed a Categorical Exclusion application, and conducted cost-benefit analysis to estimate the positive economic impact health and air-quality improvements for the TIGER grant application. 

As with the Cultural Trail, private money leveraged other funding. The $15 million TIGER grant was matched by more than $15 million of Walton Family Foundation funds. Other funds raised in support of the project came from the Home Depot Foundation, National Urban Forestry Grant, EPA 319 Water Quality Grant, USDOT TCSP Grant, USDOT TAP Grant, the Endeavor Foundation, the City of Fayetteville, the City of Springdale, the City of Rogers, and Mercy Hospital. All totaled, more than $35 million in funding has gone toward construction of the Razorback Regional Greenway. 

Also well worth mentioning are the unsung heroes of the project: the 129 property owners who granted us no-cost easements.​

Why was the TIGER application successful? “There is no doubt in my mind that the application was successful because of three things,” explains Sandy Nickerson of the Walton Foundation Family. “One, regional unity. We had 40 letters of support from all the mayors, senators and representatives, the secretary of state, the State Highway Commission, even the governor. Two, the Walton Foundation Family match, and three, the quality of the application.” 

Intrigued by the Razorback Greenway, the Hyde Family Foundation and the Wolf River Conservancy recently brought in Alta to plan, design and oversee construction for 18 miles of the Wolf River Greenway in Memphis, Tennessee. Built in phases, the Wolf River Greenway will eventually extend a total of 36 miles to connect neighborhoods from the Mississippi River, north of downtown Memphis, through the cities of Germantown and Collierville, Tennessee. 

Whereas Portland’s signature trails, such as the Eastbank Esplanade, Springwater Corridor, Trolley Trail and Tonquin Trail, were publicly funded, the out-of-state projects described above share the common thread of private investment by foundations dreaming of a healthier lifestyle and wishing to invest in their communities. From what we’ve observed, the private funding not only leverages public funding, it speeds up the process, gains public trust and leads to big results.

Why hasn’t this happened yet in Portland, where we have trail plans and experience and dreams just as bold as Indianapolis, Northwest Arkansas, and Memphis? Could it?

Something to think about: Because we have been successful building trails using public funds, perhaps we haven’t considered private funding as an option, need, or even desire. Major donors have favored such causes as arts venues and medical research, not trails. This could change. 

Another observation: In our region, it is hard to achieve unity around a single signature corridor project like those described above. There are so many competing priorities! And we are process-oriented to the extreme, well beyond what we see in most other communities. But if a group of local governments and local foundations or corporations could, indeed, unify around a single corridor, just think of what we could achieve. 

A third is identity. The razorback (hog) is the University of Arkansas mascot. The Indianapolis Cultural Trail and the Wolf River Greenway speak volumes about what those areas wanted to create. Branding can make a difference.

There is no doubt in our minds that the Intertwine partners are heading in the right direction through our collective impact approach. Private investment could be the key to our ultimate success.

*Alta and Greenways, Inc. merged in 2010.

Did you know Oregon is the only state in the nation with an official, state-run Scenic Bikeways program? That’s right; similar to our Scenic Byways program (which highlights key routes for cars) we also have 12 designated Scenic Bikeways.

If you’ve never ridden a Scenic Bikeway, I highly suggest you consider doing so. As an everyday bicycle commuter in the city of Portland for over a decade, I understand how easy it is to get caught in the rhythm of using one’s bicycle just to run errands or get to and from work. But it’s also important to occasionally get on your bike just for the pure joy of the ride.

This fall, why not nurture your inner child on the Covered Bridges Scenic Bikeway (one of my favorites for its family-friendly off-roading, great foliage and path through historic downtown Cottage Grove)?

Or better yet, head to RideOregonRide.com and plan a several day trip next year on any one of the longer Bikeways such as the Old West Scenic Bikeway, Blue Mountain Century, and the newest of all—the Cascading Rivers Scenic Bikeway.

Trust me; your pleasure trip does your state a favor. In 2012, a Dean Runyan Associates Economic Impact Study revealed that bicycle travel spending reached $400 million in Oregon—that’s approximately $1.1 million per day! Travelers who participated in bicycle-related activities spent:

• $72 million on motor fuel
• $54 million on groceries
• $32 million on event fees
• $28 million on bicycle repairs, clothing & gear
• $175 million on accommodation & food services

In addition, this bicycle-related travel spending directly supported about 4,600 jobs, resulting in $102 million in earnings. The spending also generated local and state tax receipts of nearly $18 million in 2012. This includes lodging taxes, motor fuel and travel-generated state income tax.

This year, in an effort to better understand the significance of the Bikeways program, Travel Oregon and Oregon Parks & Recreation Department (OPRD) are launching a new economic impact and user study—expected to be released in spring 2015—in partnership with Dean Runyan and the Oregon Department of Transportation. The goals of the 2014 Bikeway Study are to:

• Know what the economic impacts of the Bikeways are to Oregon;
• Provide input to help make Oregon an even better place to ride;
• Learn more about the bicycle traveler in Oregon; and
• Provide useful data for our partners and networks to utilize.

The study has two key components, including a Scenic Bikeway Trail Counts, which took place this summer, and a Scenic Bikeway Survey.

The Scenic Bikeway survey is intended for all cyclists to participate in who have ridden their bike, or plan to ride their bike, on any one or more of Oregon’s Scenic Bikeways during 2014. Answers supplied will be kept strictly confidential and be used for statistical purposes only; the survey takes approximately 7 minutes. Take the survey here!
 

For the past year, I’ve been the project manager for the Walker Macy consultant team on the Willamette Falls Legacy Project. This has easily been the most rewarding project of my career.

Why is this project so meaningful to me, my team, and our many incredibly committed public partners? Because of what it represents for our region and state: for the first time in 150 years, Oregonians will have the opportunity to rediscover the cultural and scenic treasure that is Willamette Falls.

We believe the project site, the 22-acre former Blue Heron paper mill in Oregon City, could someday serve as an economic engine, a waterfront destination, a unique habitat, a window into Oregon’s past – and a bold step into our future.

Located right next to Willamette Falls (the largest waterfall in the Pacific Northwest), this site was an important cultural and gathering place for Native American tribes long before it was a paper mill. The Oregon Trail literally ended here, with migrants collecting their land claims within sight of the roaring falls. And throughout the 1800s, the Falls made history by generating energy for Oregon’s early industries and cities and fueling the nation’s first long-distance electrical power transmission, including the power that lit the 1903 Lewis and Clark Centennial Exposition.

The former mill is for sale, but the site’s complexity and risks have required a careful and methodical transition to new uses. With the help of our consulting team, Oregon City, Clackamas County, Metro, the State of Oregon, and the property’s bankruptcy trustee, we have been working closely over the past year to develop a vision and master plan for the site.

By rezoning and providing certainty for investors, the master plan framework defines how the area can be transformed – for economic redevelopment, healthy habitats, and historical and cultural interpretation. Throughout this year-long process, we have also taken great care to make sure the plan serves to reconnect all of you with Willamette Falls – first and most importantly, by providing for public access along the waterfront.

The Riverwalk we've proposed in the master plan would be a catalyst for economic development in Oregon City, and also enhance the site's development value by demonstrating the public’s commitment to improvements. It would attract visitors and generate momentum for continued implementation of the master plan.

And last but not least, the Riverwalk would also be an important link in The Intertwine, connecting downtown Oregon City via a rail-trail with Metro’s Canemah Bluffs Natural Area, which is also undergoing ecological restoration and public access improvements. The project's partners recently agreed to seek sources of funding to design the Riverwalk – so visible change will soon be coming to this place.

You can help shape that change, by joining our next public open house for the Vision and Master Plan on April 21st. Oregon City staff will be there to discuss the proposed plan, answer questions, and hear public feedback. This is a casual opportunity to see what’s new with the project and learn about next steps. If you are unable to attend, please visit the project’s website, where you can find a great deal of project information, and sign up for public tours.

Through my work over the past year, I've been privileged to spend countless hours exploring the waterfront by Willamette Falls, a place that's been accessible to very few people over the past century and a half.

But soon, you, like me, will have the opportunity to rediscover Willamette Falls. Believe me — it’s unforgettable.

For the past 150 years, Willamette Falls has been hidden from public view by industrial mills. In 2011, the Blue Heron Paper Mill closed its doors -- opening the way for tourists to rediscover the natural beauty and rich heritage of the area. Within 10 years, we think the opening of North America’s second largest waterfall by volume to tourism will prove one of the biggest boons for destination cycling in the Northwest.

While tourists of all kinds (600,000 each year, according to some estimates) will be drawn to the Falls, its history, and the mixed-use retail opportunities planned for this 23-acre site, cycle-tourists will be drawn for additional reasons. Wheels are turning in Oregon City -- from Trolley Trail connections to a bike-centric rail depot.

“The Amtrak station will be a hub that directs people to destinations around the city and county.” -- Adam Beykovsky, manager, First City Cycles in downtown Oregon City

In 2014, Oregon City will open a bicycle-themed bistro at the Amtrak Train Depot just minutes from Willamette Falls. Cycling enthusiasts will be able to load their bikes onto Amtrak trains from as far north as Vancouver, B.C., and as far south as Eugene, and then step out onto the platform at Oregon City.

The bike bistro will feature bicycle sales and rentals along with craft brews and gourmet coffees. Just minutes from hotel accommodations, the depot will be a perfect jumping-off point for mountain biking, single- or multi-day cycling tours to local wineries, farms, parks, and other outdoor wonders. Oregon City is also connected to several regional bikeways such as the Trolley Trail and the I-205 trail, and boasts some of the most bucolic back-country cycling in the Metro area.

From the depot, cyclists will also have access to other outdoor activities such as kayaking and jet boating to the base of Willamette Falls, whitewater rafting down the lower Clackamas, and paddling on stand-up boards in the Clackamette Cove. For those who enjoy hiking, there are numerous trails along Canemah Bluff and the Promenade overlooking historic downtown Oregon City. There are also several parks, historic sites, and museums to visit all within walking distance.

Yes, it’s an exciting time to live in Oregon City -- my home for the past 24 years. Just in the past few years, the Main Street area of this transitioning mill town has undergone a multi-million dollar revitalization. More recently, I’ve been attending hearings and open houses for the Willamette Falls Legacy Project.

It’s this kind of momentum (along with a one-day Cycle Tourism Workshop put on by Travel Oregon in 2011) that inspired me to open First City Cycles. I encourage you to get involved as well -- by visiting the Project’s website, joining the Oregon City Trail Alliance, or by cycling on over to see what’s new in the “Pearl District of Clackamas County."

“A street that ends in a forest—there is a magic there.” — Ursula K. Le Guin

In Portland, we can thank early urban planning visionaries, steep topography, and recent public bond measures for our fascinating and sometimes abrupt transitions between industrial spaces and wild places.

My favorite transition, Thurman Street in Portland’s Northwest District, begins at railroad tracks along the Willamette River. Initially fronted by old industrial buildings, some converted to restaurants shadowed by an overhead freeway that severs the street for several blocks, Thurman re-emerges after a few blocks as one of the most delightful urban streetscapes in the city, with a mix of uses that could never be planned—a library next to a dry cleaner across the street from a French bakery, next to a tapas bar, across from a cooperative grocery store, across from a bagel shop (Ursula K. Le Guin describes it infinitely better in Blue Moon Over Thurman Street, the source of the above epigram). After several blocks of old Victorians mixed with higher-density townhouses, Thurman climbs a hill over a rickety bridge and winds past some of the city’s grandest old mansions. Steeper it climbs, until some of the mansions become contemporary, angular boxes, with views to distant volcanoes. With one final curve, the street then just… ends.

Had things gone differently, Thurman Street would have continued into the forest as the spine of a 1930s subdivision, one that would have replaced the deep woods with large homes. The failure of this Depression-era development saw these steep lots end up in city hands as payment in lieu of back taxes, and eventually subsumed into Forest Park. Today, Thurman extends almost 12 miles through woods as Leif Erickson Trail, criss-crossed by a network of narrower paths. Where Sunday drivers looking at house lots once wound in and out of endless ravines, a gate now ensures that only walkers, runners, and cyclists can wander, their progress measured by small concrete markers every quarter mile.

But where are the Forest Parks of the future? Despite impressive land purchases for open space on the edges of some rapidly growing cities, new subdivisions in our region still often ignore wildlands, turning the backs of homes to the very places that kids (and their parents) should be exploring—the deep ravines and open fields—sometimes fencing them off altogether. It’s ignorance by design.

Richard Louv’s writings suggest that many psychological and physical problems of modern children can be addressed, at least partially, with more time outdoors. Perhaps most importantly, without access to nature, we could all lose our commitment to protecting it. As Robert Michael Pyle writes in The Thunder Tree, “only the ditches and the field, the woods, the ravines can teach us to care enough for all the land.”

As an urban planner, I often try to provide connections to nature in town and neighborhood plans. Even something as simple as a trailhead sign and a narrow path can suffice to entice us into the tangled, mysterious world beyond. A popular trend in landscape architecture features the design of children’s “nature-play” areas, which mimic unstructured, unsupervised forest adventures. As fabricated, ersatz nature, this is not ideal. But isn’t it better than screen time?

Other steps include integrating open space into parks and making these the heart of a community, rather than the undevelopable leftovers at its margins. Schools can be located adjacent to creeks and wetlands, which need not be pristine wilderness to serve as nearby ecology labs -- or provide the magic that compels Le Guin, and hopefully future generations, to the woods at the end of the street.

(Originally posted on Terrain.org)