A ninth excerpt from the recently released book published by Island Press called Urban Green: Innovative Parks for Resurgent Cities. In this post, we look at some cities who have created parkland by converting abandoned railroad corridors into rail trails.
In 1963 famed Morton Arboretum naturalist May Theilgaard Watts wrote a letter to the editor of the Chicago Tribune. “We are human beings,” she wrote. “We walk upright on two feet. We need a footpath. Right now there is a chance for Chicago and its suburbs to have a footpath, a long one.” Her visionary and poetic letter led to the creation of the Illinois Prairie Path and marked the beginning of the rails-to-trails movement.
Until the interstate highway program in the 1950s, the world’s best-engineered rights-of-way were railroad corridors. Hills and cliffs were excavated, valleys filled, curves softened, tunnels dug, bridges built, all to provide routes of exquisitely smooth gentleness with little or no cross-traffic. They were also extraordinarily well routed from, to, and through the centers of activity–cities. Today, 130,000 miles of these marvelous linear connections have been abandoned. Already, 1,500 segments totaling 15,000 miles have been turned into trails for biking, skiing, skating, running, and walking. Most are rural but the urban ones almost invariably become the spines of city biking networks that also include on-road bike lanes and other feeder-collector routes. Rail trails have become focal points for nonmotorized transportation and recreation in Seattle; Washington, D.C.; Boston; Indianapolis; Dallas; Cincinnati; Spokane; Milwaukee; St. Petersburg; Albany, New York; Arlington, Virginia; Barrington, Rhode Island; and scores of other cities and towns. And there are still abandoned corridors available for conversion into trails.
The Stone Arch Bridge portion of the St. Anthony Falls Heritage Trail going towards Minneapolis. Credit: Brian Monberg, Rails-to-Trails Conservancy.
Minneapolis shows the multiple types of rail trails and their power to affect a city’s park, recreation, and transportation systems. Most dramatic is the Stone Arch Bridge over the Mississippi, built by railroad baron James J. Hill for his Great Northern route to Seattle. Opened in 1883, it was in rail service until 1978. Rescued from demolition, the bridge was refurbished for non-motorized use through a variety of federal, state, and local funds and ultimately turned over to the Minneapolis Park and Recreation Board. Today it is the keystone of the bicycle/pedestrian network in both Minneapolis and St. Paul.
A few blocks away is the Midtown Greenway, created from a former Milwaukee Road track that maintained separation from traffic by being sunk in a box-shaped trench below street level. The 5.5-mile trail today serves several thousand bicyclists, runners, and skaters per day; in the future it will also host an extension of the light-rail system on a parallel track in the same trench. The corridor was bought for $10 million by the Hennepin County Regional Railroad Authority. Trail engineering and construction, which cost $25 million, was paid from a variety of local, regional, state, and federal sources. Annual maintenance, which includes lighting and snow plowing, comes to about $500,000 a year.
A couple of miles north, a different set of tracks has been converted into the Cedar Lake Park and Trail. This isn’t a rail-to-trail, it’s a rail-with-trail. When the Burlington Northern Railroad decided to divest itself of an underutilized freight yard, it kept one track for through service and sold the rest to the Park Board. The Board erected a fence and converted the wide industrial facility into a model nature habitat with three meandering, parallel treadways–two one-way paths for cyclists and skaters, and one soft-surface path for walkers and runners. With an extraordinary amount of community support, volunteerism, and sweat-equity, the 48-acre project cost only $3.5 million to acquire and develop, and it was finished in a record six years.
Six years is a record? Well, yes. Creating a rail trail, candidly, is not easy. The land ownership issues are confusing. Legal and regulatory complexities stretch from the local level to the state capital to Washington, D.C. A review of years-to-complete-a-trail validates the difficulty: for the Capital Crescent Trail in Washington, D.C., eleven years from conception to ribbon-cutting; for the Pinellas Trail in St. Petersburg, fifteen years; for the Minuteman Trail in Arlington, Massachusetts, eighteen years; for the Metropolitan Branch Trail in Washington, D.C., twenty-two years and (as of this writing) counting.
But the final results justify the heartache: These are truly “million-dollar trails.” Other than on a former railroad track, it is simply not possible in an existing built-up community to create a new pathway that is long, straight, wide, continuous, sheathed in vegetation, and almost entirely separated from traffic. And the annual usership numbers reveal the pent-up desire lines: 2 million on the Minuteman Trail outside of Boston; 3 million on the Washington and Old Dominion Trail outside of Washington, D.C.; 1.7 million on the Baltimore and Annapolis Trail; 1.1 million on the East Bay Bicycle Path outside of Providence, Rhode Island; and 1 million on the Capital Crescent Trail in Washington, D.C.
Many park directors initially shy away from taking on the challenge of a rail-trail. This is a serious mistake. In addition to all the connectivity and usership values, rail trails often have ecological and historical values very much in keeping with an urban park system’s mission. With corridor widths of 60 to 100 feet, or even more in the West, they frequently harbor interesting, unusual, and rare plant species on their margins, as well as having bridges, tunnels, and stations. Moreover, trails are so popular that they have radically increased the support base for virtually every park agency that has ever taken one on.
The reality is that creating one of these trails is so tough that it virtually requires a partnership between a park department (or sometimes a public works or transportation department) and the private sector (usually a citizen group, sometimes a foundation or corporation). The financial and legal issues are too much for a group of volunteers to handle alone, while the political issues are too intense for a government agency without citizen support. Some of these conversions are so difficult that a national organization, the Rails-to-Trails Conservancy, formed specifically to provide technical, legal, financial, and political assistance to communities around the country. The Trust for Public Land is another national organization that has been unusually active with creating urban rail trails.
More than that, trail advocates are fierce in their commitment to these facilities–many see them literally as “do or die” opportunities. In Seattle, when the Post-Intelligencer newspaper reported that the Burlington Northern Railroad had secretly sold off a piece of track that had been slated for a continuation of the Burke-Gilman Trail, cyclists were so outraged that they chained their bikes across the entranceway of Burlington Northern’s Seattle headquarters and began a vehement protest that stayed on the front pages for two months. (The railroad, which had sold the land to an out-of-state tycoon for a place to dock his yacht, found a way to rescind the deal and the corridor is now the trail extension.)
The Capital Crescent Trail as it enters Bethesda, Maryland, 7 miles from its starting point in Washington, D.C. Credit: Barbara Richey, Rails-to-Trails Conservancy.
In Washington, D.C., when the National Park Service was unable to get a quick congressional appropriation to save the Georgetown Branch from being developed by CSX Railroad into a string of million-dollar homes through a national park, land developer Kingdon Gould III loaned $12 million of his own money and held the land for a year until Congress acted. (The corridor is today the Capital Crescent Trail, centerpiece of what will eventually be a 20-mile “bicycle beltway” within the nation’s capital.)
The latest innovation is the overhead or trestle trail. Influenced by the creation in Paris, France, of the Promenade Plantée (“Planted Walkway”), activists in New York, Chicago, and St. Louis have all discovered abandoned rail trestles and launched campaigns to bring them back as trails. First to open, in 2009, was New York’s High Line, a sensational tour de force in the now-chic former meatpacking district. The walkway (which from day one was so crowded with pedestrians that bicycles were not permitted) includes sophisticated plantings, architectural landscaping reminiscent of railroad tracks, artistic benches and chaise longues, a viewing gallery with picture window overlooking 10th Avenue traffic, a large wall of glass panes dyed every hue of the Hudson River, food carts, seating areas, and more.
A bit less upscale but considerably longer and designed for cyclists as well as walkers, Chicago’s Bloomingdale Trail is expected to open in segments as funds for the $45-million conversion are found. The Bloomingdale Trail should serve recreational cyclists as well as purposeful commuters since one day it could join an interconnected trailway linking all the way from Lake Michigan to the Mississippi River. St. Louis’s Iron Horse Trestle will also prove helpful to cyclists, runners, and walkers of all stripes since it passes over busy Interstate 70 and leads toward the popular Riverfront Trail along the Mississippi River.
Filed under: green infrastructure, planning, renewal, transportation | Tagged: chicago, minneapolis, new york city, seattle, st. louis, trails, washington dc | 1 Comment »