Greenways and Open Space Plan-2003

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Chowan County & Edenton
Greenways and Open Space Plan_
O
Ea—n. NC
C.... County
Gl FENWAYS
•iE0
2003
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The preparation of this plan was financed in part through a grant provided by
the North Carolina Coastal Management Program through funds provided by the '
Coastal Zone Management Act of 1972 as amended which is administered by the
Office of Ocean and Coastal Research Management of the National Oceanic and
Atmosphere Administration. '
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1 Table of Contents
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Acknowledgements............................................................................................................... I
1 Executive Summary ............................................................................................................ ES-1
Part1: Introduction................................................................................................................ 1-1
1 Part 2: Existing Facilities and Natural Features Review........................................................... 2-1
Part 3: Greenways and Open Space System.......................................................................... 3-1
1 Part 4: Implementation......................................................................................................... 4-1
Part5: Funding Recommendations........................................................................................ 5-1
1 APPENDICES
Appendix A: Safety and Security...........................................................................................
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Appendix B: Design Guidelines ....... ..
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Appendix C: Summary of Public Input...................................................................................
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Appendix D: Catalog of GIS Data Layers
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Appendix E: Pilot Project Details...........................................................................................
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TABLE OF CONTENTS
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CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN
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1 Acknowledgments
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Many participants made the completion of this Chowan County and Edenton Greenways and Open Space
1 Plan possible. We would especially like to thank the public officials in the area for their time and for their
commitment to this project. Some of the other primary participants are also listed below.
1 TOWN OF EDENTON CHOWAN COUNTY
1 Town Council: Board of Commissioners:
Roland Vaughn, Mayor Louis Belfield, Chairman
1 Jerry Parks Wayne Goodwin
Steve Biggs George Jones
Sambo Dixon Jimmy Alligood
1 Jerald Perry Ralph Cole
Jimmy Stallings A.F. Downum, Jr.
Willis Privott Harry Lee Winslow
1 Edenton Planning Board: Chowan County Planning Board:
Preston Sisk, Chairman Roger Spivey, Chairman
1 Stephen Lane Kathy Williams
Sam Cox Craig Blanchard
Bill Gardner Jr. Lia McDaniel
1 Jeanne Cumby Jim Leggett
Phyllis Britton Shawn Kooyman
Deanna Darnell Fred Smith
1 Town Manager: County Manager:
Anne -Marie Knighton Cliff Copeland
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ACKNOWLEDGMENTS t
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Edenton-Chowan County Staff:
Chad D. Sary, Planning Director
Robbie Laughton, Parks & Recreation Director
Consultant:
Greenways Incorporated
5318 Highgate Drive, Suite 231
Durham, NC 27713
Chuck Flink, President
Dave Josephus, Project Manager
Marc deBree, Open Space Planner
Matt Hayes, GIS Manager
Special Thanks:
John Thayer, CAMA
Recreation Advisory Board
All residents and citizens of Chowan County and the Town of Edenton that participated and provided valuable
input and information regarding the development of this plan.
The preparation of this plan was financed in part through a grant provided by the North Carolina
Coastal Management Program through funds provided by the Coastal Zone Management Act of 1972
as amended which is administered by the Office of Ocean and Coastal Research Management of the
National Oceanic and Atmosphere Administration.
II CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN '
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Executive Summary
During the Winter of 2002 and Spring
of 2003, the govemments of Chowan
County and the Town of Edenton partnered
together to create this Greenways and
Open Space Plan as a guide for developing
a system of trails and protected areas in
their community. The three -step process
that was undertaken to complete the
plan included initial data collection, a
series of public meetings and workshops,
and finally, the development of a final
document containing maps of the proposed
system and recommendations for its
implementation.
A set of goals for the system was
established by combining the input of
local government staff with the feedback
received from several public meetings and
workshops. Existing planning documents
were also reviewed and incorporated
into the process. The goals that were
developed served as guiding principles for
the design of the corridors and the location
of open space search areas. The complete
set of goals is listed in the introductory
chapter, but includes:
1 • promoting connectivity, recreational
opportunities, and alternative
transportation options
1 • balancing growth management with
natural resource protection, and
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• supporting local tourism and economic
development activities
Document Layout
Five chapters form the essence of the
document - Introduction, Existing Facilities
and Natural Features Review, System
Description, Implementation, and Funding.
These chapters are followed by a set of
appendices that offer additional tools and
supplementary information about design
standards, public input, electronic map
data, system management, and a detailed
review of an initial pilot project.
INTRODUCTION ES -I
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Key Recommendations
Many recommendations for action and
implementation can be found throughout
the document. Chapter 3, which describes
the layout and design of the proposed
system, and Chapter 4, which presents a
detailed action strategy for implementing
the system contain the greatest
concentrations of recommendations. From
these, nine key recommendations can be
extracted:
1) Immediately begin work on the
Downtown Edenton Pilot Project.
2) Protect Pembroke Creek and Queen
Anne Creek by creating a loop
greenway around Edenton.
3) Develop a primary connector
between Downtown Edenton and the
communities near Indian Creek.
4) Develop a detailed greenway plan for
the Rockyhock Creek corridor that
includes land -based and water -based
uses.
5) Make clear delineations of where
farmland and agricultural operations
should be protected within the
community.
6) Expand existing parks program to
complete neighborhood level parks
near all established communities in the
County.
7) Create a large regional park to serve
the entire County and support tourism.
8) Manage the entire greenway and open
space system as an extension of the
existing park system.
9) Establish a dedicated, local revenue
source to support the development,
operation, and management of the
system.
Completion of this system of greenways
and protected open spaces will take many
years and will require the persistent work
and dedication of elected officials, local
government staff, private businesses and
the community at large. The benefits,
however, are many and the return on the
investment could be significant.
ES-2 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN ,
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1 Introduction
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The 2003 Chowan County & Edenton
Greenways and Open Space Plan seeks to
empower local decision -makers by providing
background information, data analysis
and innovative strategies that support
the development of a local Greenways
and Open Space system. The individual
chapters present summary information
about the community's resources,
descriptions of the proposed greenways
and open space network, and an action
strategy for implementing the vision. In
the appendices, additional information can
be found regarding design standards and
management practices, as well as technical
information on the new Geographic
Information System (GIS) map
layers that have been created
through this planning process.
Project Overview
This planning process represents
a partnership between the
Chowan County government
and the Town of Edenton.
Conservation planning techniques
were used to identify potential
greenways and open spaces that
should be protected because of
their potential for recreation,
economic development, community
connectivity, and natural resource
management. These protection themes
provide the foundation for the plan and are
reflected in the list of goals and objectives
found later in this chapter, as well as in
the system design and the implementation
recommendations.
Prior to the creation of this plan, Chowan
County and the Town of Edenton had
completed two other adopted documents
that incorporated elements of planning
for the community's green infrastructure
- a trade term for the network of forested
and agricultural areas, waterways, parks,
and trails that characterize a community's
sense of place and provide essential natural
functions and support for our lifestyles.
The
1993 Edenton-Chowan County -Wide
Comprehensive Master Plan for
Parks and Recreation noted the
need for hundreds of acres of
recreation areas and miles of
trails for walking, biking, and
other uses. It made the case
for a system of greenways that
would help meet those goals.
The 1998 Land Use Plan Update
for the County of Chowan and
the Town of Edenton contained
descriptions of how greenspace
protection fits into growth
management strategies, and
made a case for additional bike paths,
recreational areas and a limited greenbelt
system around Edenton.
INTRODUCTION I-1
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The new 2003 Chowan County and
Edenton Greenways and Open Space Plan
brings together the concepts that had been
introduced in those documents and adds
additional analysis, based on Geographic
Information System data layers and the
concepts of regional landscape planning.
It then offers a recommendations for the
prioritization of specific trail segments and
lays out an action plan and next steps so
that it is clear how the community can
move forward to implementation of this
plan.
Consultations with Town and County staff
and feedback from public events was
important to the development of this plan.
The interests expressed at those meetings
were blended with the sets of goals
found in the existing planning documents.
Together, the ideas, goals, and the on -the -
ground realities of the Chowan-Edenton
community drive the character of the
greenways and open space system and the
recommendations for its implementation.
As a framework document, the Chowan
County and Edenton Greenways and Open
Space Plan details the general alignment
and characteristics of potential corridors.
It also uses analysis of Geographic
Information System (GIS) data layers to
approximate several search areas in the
County where open space protection
plans can be implemented so that
the community's recreation, farmland
protection, growth management, and water
quality protection efforts can be best
coordinated.
Character of Chowan and Edenton
Known as "The South's Prettiest Town"
Edenton is North Carolina's first and
oldest permanent settlement. Originally
incorporated in 1715 as the Town on
Queen Anne's Creek, the community
has long been influenced by its natural
surroundings. Edenton Bay, at the head of
the Albemarle Sound, served as a harbor
for vessels travelling up and down the
Atlantic Coast and as a dropping off point
for goods that were needed throughout ,
Northeastern NC and Southeastern Virginia.
Today, the natural harbor continues to
be an important part of life in Edenton.
Developed as a primary attraction and link
to the heart of Edenton, the Downtown
Harbor is a standard stop for the Historic
Edenton
Trolley Tour
and for
tourists who
come to the
area to enjoy
its charm
and beauty.
Edenton is
the county
seat of Chowan County and the only
incorporated town. Other communities
though, include Valhalla, Yeopim, and
Center Hill. Predominately rural, Chowan's
history, like that of Edenton, is tied up
with its natural landscape. When settlers
learned they could ditch and drain the
naturally occurring wetland landscape,
fertile farmland sprung up from what
initially appeared as wasteland. Today,
farming continues across much of the
County and large stands of planted pine are
prevalent as well.
Where the water meets the land in this part
of the world, extraordinary ecosystems
occur. Full of nature's bounty, the near
shore areas have long supported Chowan's
fisheries industry. Crabs and oysters,
Stripers and Red Drum, can still be pulled
from the regions rivers and bays, but
over the years, the farming and timbering
operations (along with land development
of housing and roads) have had a big
impact on the health of the regions waters,
necessitating the establishment of more
strict water quality protection measures.
Just over a third of the County's 14,382
residents live in Edenton, making it
the heart of Chowan County both
demographically and economically.
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Maintaining linkages, however, between
Edenton and the rest of the communities
in the County has become increasingly
important. This Greenways and Open
Space Plan provides a framework for
maintaining that connectivity and for
achieving many other Chowan and Edenton
goals.
Goals and Objectives
The following list of Chowan-Edenton
Open Space and Greenway system goals
and objectives is based on input from the
local government staff, the comments of
participants at the public meetings, and
a review of the existing Chowan-Edenton
planning documents. Presented together
here, they represent a vision for the
community that enhances overall quality of
life for all the residents.
1. Greater Connectivity
One of the primary goals of this planning
process is to enhance connectivity between
destinations in Chowan County. This
includes connecting the Town of Edenton
with other communities and connecting
interesting destinations within the Town as
well.
Objective A: Develop trails and
bikeways between the Town of
Edenton and the rest of the County.
Objective B: Extend existing
sidewalks and bicycle routes to create
a link between all the open spaces in
Edenton.
Objective C: Provide interesting
routes for walking through Edenton
that link to shopping, historic, and
waterfront resources.
2. Increased Opportunities for Recreation
The proposed greenways and open space
system is viewed as an extension of the
existing park system, providing residents
opportunities to walk, run, bike, picnic, and
enjoy nature
• Objective A: Develop greenways
between existing parks so that
additional value and functionality is
added.
• Objective B: Create new parks in
communities that are growing.
• Objective C: Improve water access by
developing new water -based trails and
public access points.
3. Alternative Transportation Options
Given the option, some residents would
choose to bike or walk to common
destinations like work, school, or shopping
centers.
Objective A: Facilitate walking by
adding additional sidewalks.
Objective B: Design new greenways
in a manner that accommodates
pedestrian and wheeled traffic.
Objective C: Establish safe cross -
county bicycle routes by installing
appropriate signage.
4. Flood and Soil Erosion Control
Along waterways, efforts to buffer the
resource from its nearby land resources
can reduce the damage from floods, keep
sediment out of the waterways, and
maintain healthy streamside ecosystems.
Objective A: Maximize rivers' natural
capabilities in hazard mitigation by
permanently protecting floodplain
areas.
Objective B: Maintain permanent
vegetated buffers immediately
adjacent to waterways.
Objective C: Define conservation or
active and passive recreation as the
preferable use along waterways.
INTRODUCTION 1-3

5. Economic Development
Integrating the community's living history
into the alignment and design of the open
space and greenways system can facilitate
increased tourism and can enhance the
experience of visitors.
• Objective A: Increase the time
tourists spend in the community by
creating additional sightseeing and
vacationing opportunities.
• Objective B: Improve the community's
ability to recruit new businesses by
maximizing the quality of life in the
area.
• Objective C: Support the growth
of local business by creating new
ways for residents to enjoy their
community.
6. Growth Management
As Chowan County and Edenton develop,
new construction should be directed
to areas where it is most appropriate -
balancing growth needs with the needs to
maintain a desirable community character
and a healthy environment.
• Objective A: Create a greenbelt
around the Town of Edenton.
• Objective B: Ensure that sufficient
recreational facilities are within a
reasonable distance of all population
centers.
• Objective C: Protect the natural
environment by strategically acquiring
public open spaces.
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Greenways and
Open Space System
Introduction
This chapter defines the complete network
of greenways and open spaces that have
been developed for Chowan County and the
Town of Edenton. Framed around the exist-
ing parks and protected open spaces of the
region and its major waterways and roads,
the completed system will go a long way in
helping the community achieve its connectiv-
ity, natural resource protection, alternative
transportation, and economic development
goals.
The maps and text descriptions on the fol-
lowing pages offer details about the specific
greenway corridors that have been defined
and the set of open space search areas that
are being suggested as part of the network.
Together, these selected areas form a com-
plete green infrastructure design for the
community that follows a fundamental model
of nodes, corridors, connectors, and loops.
The system includes unique and interesting
destinations and enjoyable and safe routes
between them.
Design Methodology
Both remote research and direct observation
were used to analyze the existing conditions
in the community. The remote research
consisted of gathering background data from
the existing land use, parks and recreation,
and transportation thoroughfare plans as
well as the best available maps and data sets
regarding current land uses, demographics,
natural systems status, and capital facilities.
In addition to the remote research conduct-
ed, the consultant completed field research
to verify our collected data and to become
personally familiar with the on -the -ground
realities and distinct character of the com-
munity. The field visits included observation
of surface water characteristics, identifica-
tion of constraints and opportunities, exami-
nation of existing infrastructure and residen-
tial and commercial development patterns,
estimations of ecological health, and photo
documentation.
In addition to this data collection and indi-
vidual assessment, we listened closely to
County and Town staff recommendations
and desires, and held a number of informa-
tion sharing events with the public.
At the beginning of this document, a set
of goals and objectives were presented for
this plan. From that comprehensive list,
four statements were extracted that rep-
resent the essence of the Chowan-Edenton
Greenways and Open Space system. These
are:
Increased connectivity within Edenton
and between Edenton and other parts of
the County
GREENWAYS AND OPEN SPACE SYSTEM 3-1
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Protection of key natural features and
communities
• Improved access to the rivers and
creeks
• Increased opportunities for recreation
and for alternative transportation
It is these condensed goal statements that
are at the heart of the system design.
As part of the creation of this system,
Greenways Incorporated developed a set of
Geographic Information System data lay-
ers using information from the NC Center
for Geographic Information and Analysis and
from the US EPA, Region 4. The data layers
included the schools, hospitals, important
cultural sites, natural areas, cultivated areas,
floodplains, areas most at risk from potential
development, land use, land cover, and many
others (The maps in Chapter 2 represent
much of this data). Through the overlap of
the different data layers and personal visits
to much of the Town and County, we sys-
tematically constructed the network to meet
the proposed community goals and work
within the realities on the ground.
Input from elected officials, Town and Coun-
ty staff, and the general public were also
included as primary inputs. More information
about the public input process is available in
Appendix C.
System Recommendations
This proposed system of greenways and
open space is a long term proposal and is ex-
pected to take many years to complete. As
a master plan for the system, some fluidity
has been incorporated in the design so that
alterations can easily be made as community
needs and interests change over time.
The first portion of the system that is rec-
ommended for completion is a segment in
the highly visible, Downtown Edenton. Com-
pletion of this pilot project will help bring
positive attention to the larger task of imple-
menting the entire Greenways and Open
Space system and will serve as a mechanism
for cultivating continued community support
for the completion of future segments.
This chapter puts forward seven recommen-
dations for developing the Chowan-Edenton
Greenways and Open Space system:
Recommendation 1: Immediately begin the
more detailed planning process for the com-
pletion of a pilot project that will link prime
locations in Downtown Edenton.
Recommendation 2: Achieve protection for
and access to Pembroke Creek and Queen
Anne Creek through the development of a
loop greenway following these corridors and
circling around the Town of Edenton
Recommendation 3: As a first step in linking
to the rest of Chowan County, develop a pri-
mary connector between Downtown Edenton
and the communities near Indian Creek.
Recommendation 4: Develop a detailed
greenway plan along the Rockyhock Creek
corridor for land and water based activity.
Recommendation 5: Make clear delineations
of where farmland and agricultural operations
should be protected within the community
and manage growth to achieve those goals.
Recommendation 6: Develop an expansion
strategy for the Chowan-Edenton Parks pro-
gram to complete neighborhood level parks
near all of the established communities in
the County.
Recommendation 7: Create a large, regional
park that is located and designed in a man-
ner that serves entire County and supports
tourism development interests.
Additional recommendations can be found in
the following implementation chapter as well
as an action strategy for moving forward
with these recommendations and meeting
the goals and objectives listed in the intro-
ductory chapter.
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Existing Facilities
When considering where future greenways
and other open space areas should be in
Chowan County and in the Town of Edenton,
it is necessary
to do some
assessment
of the existing
conditions
of the area.
This chapter
presents an
overview of
the Chowan-
Edenton
1 water
resources, land I
cover, open spas
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Each of these cc
on -the -ground is
consideration dL
the design of th
greenways and
open space syst
Additionally, fac
such as potentiz
growth pressure
and the relation!
of natural featur
within the larger
multi -county
area were also
considered.
VIN
Finally, all of the source materials for the
maps in this chapter have been made
available digitally to Chowan County and the
Town of Edenton as Dart of this Dlannina
EXISTING FACILITIES AND NATURAL FEATURES REVIEW 2-1
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Water Resources
Chowan County is located in the
northeastern corner of North Carolina on
the coastal plain, which is mostly flat and
slightly above sea level. The County's
proximity to water is a defining characteristic
of life in the community. Two major river
basins divide the County -The Chowan and
the Pasquotank. These basins can then
WATER RESOURCES MAP
be divided further into subbasins. Shown
here are the Indian Creek Watershed,
the Yeopim Creek Watershed, and the
Rockyhock/Pembroke Creeks Watershed.
The Indian Creek and Rockyhock/Pembroke
watersheds are part of the Chowan Basin.
The Yeopim watershed area is part of the
Pasquotank Basin. Also shown on the map
are floodplains, groundwater recharge areas,
and other surface water features.
This plan targets much
of the greenways
development along
the major creek
corridors of the area.
By following these
corridors, greenways
can help protect
valuable habitat, aid
in hazard mitigation
planning, provide
additional shore
access points, and
can be completed in
a way that minimizes
impact on the future
buildability of private
lands.
The Chowan River is
the major defining
feature along the
Western border of the
County. It is fed by
a number of Chowan
County creeks and
rivers and eventually
feeds into the Pamlico
Sound along the
southern border of
the County. The
Yeopim River separates
Chowan County from
Perquimans County
to the east. The
waterfront of the Town
of Edenton is defined
by Edenton Bay - a
sizeable natural harbor.
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Land Use
A good deal of the landscape outside the
Town of Edenton is low density housing
mixed with broad, flat, commercial farm and
forest land. Cotton fields cover much of the
landscape as do a good number of other row
crops. Much of the land used for agriculture
and silviculture is wetland that has been
ditched and drained to facilitate the runoff
of extra water, leaving fertile farmland soil
behind.
Examining the
'
current use of the
land helps determine
both opportunities
and constraints for
potential greenways
'
and open space
systems. In the case
with Chowan-Edenton,
connectivity between
'
existing commercial,
residential, and
recreational areas was
'
important and helped
define the character of
the system. Pockets
of forest close to
both agricultural lands
and smaller rural
communities were
'
generally included
in the open space
component of this
'
plan for potential
protection.
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In some cases,
an effort to avoid
conflicts that can
come up between
land uses - such as a
proposed greenway
through a commercial
or industrial area, can
affect the alignment of
corridors.
As the community continues to grow and
develop, some adjustments to the alignment
of these proposed greenway and open space
facilities may need to be made to avoid land
use conflicts.
LAND USE MAP
EXISTING FACILITIES AND NATURAL FEATURES REVIEW 2-3
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Infrastructure
Chowan County is served by one primary
north -south road corridor and one primary
east -west road corridor. A fabric of smaller
connector roads servicing those main routes
is overlaid on top of this primary axis.
Crossroads across the County are often the
sites of small community centers including
shopping opportunities and perhaps a
community church. These areas can be good
nodes or hubs for the larger system.
INFRASTRUCTURE MAP
The development of a community's green
infrastructure should be completed in
concert with its grey infrastructure of roads,
sewage and water lines, and rail roads.
Often right-of-ways or easements can be
great locations for new bicycle routes or
walking trails. The expansion of sewer and
water lines into an area also helps suggest
how likely it is to be developed in the future.
These growth patterns can affect greenway
and open space system design.
The airport in the southern portion of the
County is another example of infrastructure
that can influence
system design.
The presence of
the airport is a
major constraint
on the type of
development that
can occur in that
area and that has
impacts on the
types of greenways
and open space
that may be needed
there.
When considering
how a greenways
and open space
system can protect
natural resources,
it is important to
know where sources
of pollutants are
located. The map
on this page shows
several points of
effluent or discharge
that should be taken
into consideration.
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Land Cover
The land cover map displays the current
vegetative ground cover across the County.
It is useful is an indicator of the character
of the landscape as well as an index of the
area's soil and ground water conditions and
its general ecosystem characteristics.
Much of Chowan County remains
undeveloped and forested in evergreen
forests or mixed hardwood and evergreen
forests. Patches of wetland areas run along
the creek corridors
and at the edge of
the County where it
meets the rivers and
sound.
A very large forested
area lies near the
center of the County
along the border with
Perquimans County.
Mill ponds of various
size and functionality
dot the generally
damp landscape, and
Carolina Bays are
sprinkled throughout
the southwestern
portion of the
County.
The types of
vegetative cover
can be indicative
of the potential
health and wealth of
natural community
diversity or species
habitat and can signal
areas that could be
part of a system of
greenways and open
spaces.
Unique vegetative
areas or areas with
fairly broad expanses
of forest, away
from the threat of
development, often offer good opportunities
for potential open space protection. Some
of the areas that are part of the proposed
open space search areas where identified in
part because of the information shown on
this land cover map.
I�I��IZK�Ii1 u : 9
Legend
EXISTING FACILMES AND NATURAL FEATURES REVIEW 2-5
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Open Space and Natural Areas
One of the fundamental design
considerations in the creation of a
greenways and open space system for
Chowan County and the Town of Edenton is
linking and enhancing existing open space
resources. Another is to protect significant
areas where current protection is not in
place. This map shows the County -wide
layout of existing protected areas such as
parks and natural area preserves. Most of
OPEN SPACE AND
NATURAL AREAS MAP
the County's parks are located in and around
Edenton - where much of the population
lives. The greenways system is designed
to provide additional linkage between these
hubs. Sometimes these linkages are shorter,
urban connections, and at other times they
stretch long distances between recreational
destinations in the central and northern
parts of the County.
The most significant natural communities
found in Chowan County are generally
marshy flood plain areas immediately
adjacent to the sound, rivers, and creeks.
The NC Natural Heritage Program has
Legend
u�.w..�
Cno��WunYW EdnFY
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:aMYI�Cs
IPPIN
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00 Ys
2-6 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN '
identified nine Coastal
Complex Natural
Areas that provide
important habitat to
native plant and animal
communities. These
areas have generally
been included as part
of the open space
protection search
areas.
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Implementation
Overview and First Steps
Implementation of this plan begins with se-
curing support for it among the local elected
bodies and their advisory boards. Official
support should come in the form of adoption
of this document as the official Greenways
and Open Space Plan for Chowan County and
the Town of Edenton. Following its adoption,
the plan can be used in conjunction with
other existing planning documents as the ba-
sis for future land use, recreation, resource
management, and transportation decisions.
Historically, communities across the country
have overlooked the impor-
tance of this first step of
adopting a new plan. With-
out official adoption, the
document, "lacks teeth", and
can easily lose its influence.
The next step is to begin
work on the pilot project - a
downtown greenway that
links some of the hotels and restaurants near
the intersection of Hwy 17 Bypass and Hwy
32 with open spaces on the way to down-
town, the African American cemetery, and
the Downtown Edenton Waterfront. The
completion of this project, and eventually
each of the projects listed in the plan, will
require the persistence of local government
staff, the passion of the public and elected
officials, and the commitment of the com-
munity as a whole to negotiate access and
acquisition agreements, establish continuous
revenue streams, build facilities, and manage
the new greenways in perpetuity.
As each of the projects is completed, it
should be adopted as an additional unit of
the Chowan-Edenton Parks and Recreation
Department and should be managed in ac-
cordance with their standard practices for
facilities management. The development of
each project should also be overseen by the
Parks and recreation department with the
advice of a local greenways and open space
advisory board appointed by the Town and
County elected officials.
Greenways Incorporated rec-
ommends that each of the
proposed greenway corridors
be treated as additions to
the Town -County Park sys-
tem and be managed as an
additional park unit.
Action Plan
Following adoption of the plan, energies
should be focused on completing the Down-
town Corridor Pilot Project. To give guidance
on how to get started and how to complete
the pilot project, the following action plan
details the major steps to be taken and indi-
vidual actions to be completed within each
step. General timelines are also provided for
each of the steps. The timelines and order
of actions are proposed as basic guidelines
IMPLEMENTATION 4-1
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but should be seen as flexible. They can be
altered and adjusted to met the community's
needs as it moves ahead with the project.
Step 1: Strategy Development
(July'03 - September'03)
Following the budget rush in May and June,
many local government elected boards quiet
down in July and August. This is a good op-
portunity to establish an agreed upon strat-
egy for moving forward.
• Action A: Establish a new Town -County
Greenways and Open Space Advisory
Board, appointed by the local elected
boards.
Action B: The advisory board develops
an agreed upon timeline and strategy
for completing the pilot project. Final
decisions should be made about the
route selection, type of trail, and in-
tended funding sources
Action C: Initiate individual communica-
tions with landowners that may be af-
fected by proposed pilot project plans.
Step 2: Public Support
(September'03 - December'03)
Once a draft concept paper has been es-
tablished and individual landowners have
been briefed, it's time to take the show on
the road. This should be done in two parts:
continuation of private land owner communi-
cations and a public campaign.
• Action A: Continue dialog with land-
owners to counter fears and build
understanding of the economic benefits
of the project.
Action B: Establish a public awareness/
education campaign including a series
of presentations to local civic groups,
guest editorials in the local paper, and -
distribution of a flyer with basic infor-
mation.
Step 3: Funding
(September'03 - February'04)
With the public support phase still ongoing,
the County and Town staff, along with the
advisory board should start to implement the
funding strategy ideas developed in Step 1,
Action B.
• Action A: Ensure that local cash and
in -kind contributions are arranged, by
working with local elected officials, pri-
vate businesses, and potential individual
donors.
Action B: Research and apply for
grants (many may have January, Febru-
ary or March Deadlines)
Action C: Start laying the groundwork
for a permanent revenue stream for
greenway and open space projects.
This may involve establishing a local
trust fund, researching bond options, or
getting public feedback about willing-
ness to create an additional, dedicated
fee to support greenways and open
space. Contacting a consultant to help
with a public financing strategy may be
necessary here.
Step 4: Acquisition of Access Privileges
(December'03 - June'04)
Now that the public is on -board and funding
is lined up, it is time to start securing access
to the properties that may be needed for the
project. This can be a very slow process and
should be approached thoughtfully. It may
take several rounds of funding.
• Action A: For public land holders, final-
ize long-term public access agreements.
Action B: Building on private land
owner communications, finalize arrange-
ments for the donation and/or sale of
easements and fee simple purchases.
• Action C: Finalize improvement plans
for sidewalks or street alterations.
4-2 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN ,
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Chowan County & Edenton North Carolina
n Greenways & Open Space System
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GRrRNWAYS
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GREENWAYS AND OPEN SPACE SYSTEM 3-3

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System Description
The rest of this chapter is dedicated to more
completely describing the details of the sys-
tem. Starting first with a description of the
proposed open space search areas, followed
by the Greenways portion of the system.
OPEN SPACE SYSTEM
Open Space protection is a broad term that
generally encompasses several types of
protection activities. For the purposes of
this plan, the open space protection search
areas are designed to support the creation
of traditional parks and wildlife preserves
and to protect agricultural areas, silvicultural
areas, and scenic landscapes. The individual
search areas that have been designated
are areas where it might be useful for the
County to initiate additional protection ef-
forts to achieve some of the communities
conservative and recreation goals. Some
of the GIS layers used to select these areas
were: Natural Heritage Areas, road density,
potential threat from urban growth, existing
parks and schools, and active agricultural and
silvicultural operations.
These search areas are presented as a sug-
gestion of areas where a number of goals
might be met through the protec-
tion of a number of adjoining or
proximal tracts.
Each of the main goals that drove
the selection process are de-
scribed more fully below and sug-
gestions are made for the specific
areas that might support these
interests.
Natural Areas Protection -
From an ecological perspective, the most
important areas in the County are several
patches of forest and/or swamp that run
along the Chowan River, Edenton Bay and
the Yeopim River. There is one other area
near Snow Hill in the northeastern part of
the County. Search areas A,B,C,land K have
been designed in part to provide potential
protection to some of these areas. In these
search areas, it may be appropriate to de-
velop a nature center or interactive park that
focuses on passive recreation and habitat
protection.
Neighhorhood and Community Parks:
As Chowan County and Edenton continue to
grow and develop, more parks will be neces-
sary. These can be areas where residents
can play sports, walk pets, exercise, and get
together with family or friends. There will
be a need for increased opportunities for
both passive and active recreation. All of
the search areas that were identified have
this consideration built into their selection.
Three types of park needs were considered:
1)
a
Local or Neighborhood parks - These
are smaller sections of green within or
near a particular community designed
to accommodate everyday, local use.
Search Areas C,D,G, and I represent this
sort of situation.
Continuation of Existing Facilities -
There are several popular destinations
that already support community -wide
recreational use. Chowan-Edenton
might choose to expand these facilities
in the future. In other cases, land has
been recently protected or regulations
(such as near the airport) re-
strict many development op-
tions. In all cases, this category
is meant to be a building upon
existing conditions. Search
areas A,E,G,I, and K have incor-
porated these considerations.
3) Regional parks - Several
opportunities exist to develop
a much larger regional park
that will be designed to serve
the entire County and perhaps
neighboring counties as well. These
areas might support equestrian use or
maybe off -road bicycles or vehicles.
They could also be designed to support
camping and longer hiking trails. Search
areas F,H, and J have been designed
with this consideration in mind.
3-4 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN OF
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Working Landsca
There is a great deal of farmland across the
County today, but threats from growth have
regularly threatened the viability of agri-
cultural and silvicultural operations across
the country. Should the County determine
that it would like to embrace more formal
land protection efforts based on the needs
of working landscapes, several search areas
have been designed with this in mind. Areas
A,B,D,F,H, and J each contain viable agricul-
tural lands that could be threatened by other
uses in the future.
Scenic Areas:
In every com-
munity, there
arelandscapes
that define the
personality
and unique-
ness of the
area. In Chow
an County,
these land-
scapes tend
to be either
wide-open agricultural lands, areas of living
history, or water -based landscapes. Each of
the open space search areas that have been
drawn capture some of the scenic elements
of Chowan and Edenton and any open space
protection efforts in these areas should be
cognizant of the opportunity to protect
these views when the opportunities arise.
GREENWAYS SYSTEM
The second part of the green infrastructure
concept outlined in this planning process is
the Greenways component. These are the
linear portions of the system - the unpaved
trails, the buffered areas along the rivers
and creeks, and the paved routes for biking,
rollerblading, and jogging. They serve as
the framework for connectivity and resource
protection. They are the connectors and
corridors between the nodes of the system.
Greenways Incorporated has developed this
greenways system in a manner that supports
several different levels of corridors, based on
the degree to which facilities are developed
on the individual corridors. It is expected
that greenways corridors of each of these
types will be developed as part of this sys-
tem.
Level 1: No Facility Development
This designation applies to corridors contain-
ing environmentally sensitive areas, steep
slopes, wetlands or other constraints that
make greenway facility development undesir-
able or impossible. The corridor would remain
primarily in a natural state, as human access
would be extremely limited. Other functions
for these corridors can include floodplain
management, water quality protection, and
conservation of important habitat for wildlife
and plants. The restoration of streambanks
and re -vegetation of natural areas may be
necessary along these corridors to facilitate
a multi -objective corridor. These activities
could also take place along those greenways
containing trails and other facilities, in order
to maximize the water quality, wildlife habi-
tat, and other functions of level 2 through
level 4 greenway corridors.
Level 2: Limited development/low-
empact uses
This designation applies to corridors contain-
ing environmentally sensitive areas that limit
the extent of greenway facility development.
The corridor would remain primarily in a natu-
ral state, with gravel or dirt trails (4 to 6
feet wide) for use by one or two low impact
user groups, such as hikers and/or equestri-
ans. Trail Head facilities and other amenities
(such as signage and picnic tables) would be
limited.
Level 3: Multi -use unpaved trail
development
This designation applies to greenway corri-
dors where the adjacent natural areas, rural
landscapes or historic sites dictate a more
natural facility development objective, cor-
ridors located outside of areas which experi-
ence frequent flooding, or greenways where
use is anticipated to be lower than in other
areas and primarily recreational. The un-
paved trails could be surfaced with gravel or
GREENWAYS AND OPEN SPACE SYSTEM 3-5
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crushed stone (10 to 12 feet wide) for use
by several user groups, such as bicyclists,
joggers, and equestrians. Wheelchair users
and persons with strollers can use unpaved
trails if they are designed to ADA standards
and surfaced with compacted crushed stone.
Trail Head facilities and other amenities
(such as benches, signage and picnic tables)
would be developed as needed where appro-
priate.
Level 4: Multi -use paved trail
development
This designation applies to corridors where
high use is anticipated; greenways that do
not contain environmentally sensitive areas;
corridors which will most likely be used as
transportation routes; greenways located
within frequently flooded areas; or those lo-
cated in urban settings. Several user groups,
such as bicyclists, joggers, wheelchair users,
and rollerbladers, need a surface paved with
asphalt or concrete (10 to 12 feet wide).
Although asphalt is the most common paved
surface used for greenway trails, concrete is
best for areas experiencing frequent flood-
ing. Trail Head facilities and other amenities
(such as lights, benches, and signage) would
be developed.
Level 5: On -road (sidewalks and
sd Thisde ation applies to corridors in urban
areas where an off -road option is not pos-
sible, or corridors which function as con-
nections between off -road trails and major
origins and destinations. On -road greenways
would consist of sidewalks for pedestrian use
and bikeways for cyclists. Bikeways can vary
from 6-foot wide bicycle lanes (complete
with pavement striping and signage) to 4-
foot wide paved roadway shoulders to a 14-
foot wide curb lane (to be shared by cyclists
and motorists). Pedestrian -scale lighting,
street trees, benches and other amenities
could be developed to encourage sidewalk
use.
Level 6: Water Based Trails
This designation applies to those rivers and
streams that can successfully accommodate
and/or which are designated to support
canoeing, kayaking and boating. Water based
trails can be designed with features and
facilities that make this activity more enjoy-
able for residents, including signage systems,
improved rapids, safety systems, etc.
Corridor Descriptions
The remainder of this chapter is a set of
maps and corridor descriptions for the five
primary corridors where initial greenway
projects are being recommended. The rest
of the system should be completed as the
opportunity to do so arises. The first project
- Corridor A (on the opposite page) - is the
Downtown Edenton Pilot Project. The other
four are: Pembroke Creek, Queen Anne
Creek, Rockyhock Creek, and the Edenton -In-
dian Creek Corridor.
The entire proposed system, shown on the
map on page 3-3, covers an area much
greater than the five projects described on
the next several pages. The chart below
shows the mileage of the entire system and
how it is broken down into basic corridor
types.
MILES OF PROPOSED SYSTEM
Bike
Lanes
Greenway
Trails
Sidewalks
Town (Edenton)
3.60
5.84
4.42
County
92.11
45.53
0.69
Total
95.71
51.37
5.11
Total miles of
proposed system:
152.19
The proposed open space search areas
should be evaluated in a parallel process to
the development of the greenways. To-
gether the open space components and the
greenway components of the system work
together to provide recreational and tourism
opportunities, natural resource protection,
and tools for managing community growth.
3-6 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN '
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A. Downtown
Corridor
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DPsrr' ion
This pilot project links
the hotels and restau-
rants near the inter-
section of Hwy 17 By-
pass and Hwy 32 with
the African American
1
Cemetary and the
downtown waterfront
area. Running south
from Hwy 32, the
route follows Claire
Road to W. Hicks St,
then continues SE to
'
Granville St. Along
Granville Street and
into the cemetary,
'
the route follows new
sidewalks and eventu-
ally connects with the
abandoned rail cor-
ridor in the cemetary,
terminating at Mose-
ley St. The corridor
then winds along W.
Eden, Granville and W.
Water Street to its
'
endpoint.
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w�e a 0.125 0.25 O.41es
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ONective:
This corridor is a pilot project and should be used to jumpstart additonal interest and invest-
ment in the larger greenway and open space system. It would serve immediately as an alter-
native travel route between popular tourist destinations and would allow the community to
highlight some of its cultural resources. Additionally, by connecting to many existing open
spaces and to the hospital area, it serves as a potentially popular bike and walking route for
the town residents. Additional information about this corridor is available in Appendix E.
GREENWAYS AND OPEN SPACE SYSTEM 3-7

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Legend
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B. Pembroke
Creek
Descriptiom
Commencing in Pollock
Swamp to the north
and west of Eden-
ton, Pembroke Creek
becomes one of the
most major surface
water features in the
county as it winds
south and east under
the US 17 Bypass and
under the West Queen
St. Bridge where it
supports a small ma-
rina and then feeds
into Edenton Bay.
ohiective.
This waterway pro-
vides a canoeable
route that reaches
several miles upstream
from Edenton Bay.
Through the con-
struction of several
canoe access points,
the area is set to be o o.ze os Miles
a prime destination
for water -based recreation. A permanently protected buffer along the creek corridor into
Pollock Swamp allows for the protection of the water quality, the species habitat, and with
appropriate facility development, provides the first stage of a major loop trail around the
Edenton area.
3-8 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN '
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C. Queen
Anne Creek
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Descript]om
Queen Anne Creek is
the major watercourse
that flows in from the
'
east of Edenton along
the beginnings of the
Downtown waterfront
'
area and into Edenton
Bay near the Town
Square. Its canoeable
route ends near the
intersection of east-
bound Hwy 32, but
continues as a more
minor creek for sev-
eral miles northward.
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Ohi .c ive.
This corridor provides
a scenic setting for - Im R
homes and businesses _
located just east of 7"
the downtown water- E d e t t o i,
front. Placement of BI,a v
a canoe access point
would allow another ,
water -sport option
for local residents .�. o 0.25 0.5 ,Miles
and tourists. Comple-
tion of a designated greenway along the corridor would provide an excellent recreational
and transit opportunity for the residents living in communties just east of downtown, and
perhaps more importantly, when followed north all along its corridor, provides a prime op-
portunity to link across the farmland to the north of town with the Pembroke Creek/Pollock
Swamp Corridor.
GREENWAYS AND OPEN SPACE SYSTEM 3-9

D. Rockyhock
Creek
Descri to ion:
A land and water cor-
ridor stretching from
Chowan Middle School
near Virginia Road and
TJ
Dillard's Mill Road to
the incredibly scenic
Bennet Millpond and
then following the
creek to its conflu
"a' ` a" '"'
ence with the Edenton
River.
Compet o on of this
corridor serves to link
several major educa-
tion and recreation
destinations. Through
the placement of
several canoe access
points, this corridor
adds to the growing
number of water -
based trails available
to the boating pub-
lic. The protection of
a vegetative buffer
along the stream cor-
ridor will help ensure
high quality wildlife
habitat and will serve
to protect water qual-
ity in the Edenton
River, Edenton Bay,
and the Albemarle
Sound.
C h o w a
id,LRiver
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3-10 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN'

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E. Edenton -Indian
Creek Corridor
Descri to ion:
Primarily follows exist-
ing roads using an on -
road bikeway or side-
walk, the route would
begin at the Hwy 32
and Hwy 17 bypass
intersection and head
north and east along
Mexico Road, Cham-
ber's Ferry Road, Mor-
ristown Road, Cowpen
Neck Road. Eventually
linking to Harris Land-
ing Road, and heading
North along SR 1214
and River Road into
the Indian Creek com-
munities.
Objective:
Provides a primary
corridor between
Edenton and Indian
Creek with potential
links to Bennet Mill-
pond and a canoe
access point on the
Chowan River. With
improvements for
safer pedestrian and
bicycle travel, the
Indian Creek Corridor
provides an excellent
alternative transit
route for residents
and a scenic tour for
tourists.
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MBNwi Gm.Y.
GREENWAYS AND OPEN SPACE SYSTEM 3-11.
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Step 5: Development
(July'04 - December'04)
This step is the one that all the others have
built up to - actual construction of the new
facility.
• Action A: Bring together volunteers
and donations arranged for in Step 2
and Step 3 to start clearing trees and
brush and grading
• Action B: Oversee contracts for addi-
tional trail work such as grading, surfac-
ing, and building construction.
• Action C: Finalize improvements to any
roads that were scheduled for amend-
ments to allow additional pedestrian
and wheeled traffic.
• Action D: Hold opening ceremonies and
dedication ceremonies with appropriate
acknowledgments for all who contrib-
uted time and money to the effort.
Step 6: Move on to the Next Project
(December'04 - )
While work is ongoing with the pilot project,
the groundwork needs to begin for the next
project, including: determining where and
how it will proceed, initial land owner com-
munications, and funding considerations.
Starting the first steps in the background
while completing the pilot project will allow
the community to build on the energy and
relationships established during the pilot
project and will allow a smoother flow from
one project to the next.
Conclusion
Following this action plan and implementing
the recommendations in the previous chap-
ter will move the community through the
completion of the pilot project and will lay
the groundwork necessary to move on to ad-
ditional projects within the system once the
pilot project has been completed.
Much of the work in initially creating a com-
munity Open Space and Greenway system is
in establishing the necessary administrative
capacity and developing the financial support
system. Once a community has completed
it's first project, subsequent efforts can sim-
ply build upon the new, enhanced administra-
tive capacity.
Implementation of this greenways and open
space plan will take many years. It is expect-
ed that the pilot project alone may take two
years to complete, subsequent projects that
involve more acquisition of land rights and
which cover larger areas may take anywhere
from three to ten years.
IMPLEMENTATION 4-3

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Funding
Recommendations
Implementing the recommendations of this
plan will require a combination of funding
sources that include local, state, federal, and
private money. Fortunately, the benefits of
protected greenways and other open spaces
are many and varied. This allows Chowan-
Edenton programs to access money ear-
marked for a variety of purposes including
water quality, hazard mitigation, recreation,
air quality, alternate transportation, wildlife
protection, community health, and economic
development. Competition is almost always
stiff for state and federal funds, so it be-
comes imperative that local governments
work together to create multi -jurisdictional
partnerships and to develop their own local
sources of funding. These sources can then
be used to leverage outside assistance. The
long term success of this plan will almost
certainly depend on the dedication of a lo-
cal revenue stream for greenways and open
space projects.
It is important that Chowan-Edenton fully
evaluate its available options and develop a
funding strategy that can meet community
needs, maximize local resources, and lever-
age outside funding. Financing will be needed
to administer the continued planning and
implementation process, acquire parcels or
easements, and manage and maintain facili-
ties in the Greenways and Open Space Sys-
tem.
Greenways Incorporated advises the local
governments of Chowan County and the
Town of Edenton to research and pursue a
variety of funding options. Below is a list
of some of the greenways and open space
funding opportunities that have typically
been pursued by other communities. Cre-
ative planning and consistent monitoring of
funding options will likely turn up new oppor-
tunities not listed here.
Federal Government Funding
Sources
The Transportation Equity Act for
the 21 st Century (TEA-21)
This is the primary authorizing legislation for
surface transportation projects in the US.
The enhancement programs under this act
are popular sources of money for greenway
and trail projects and for scenic area
protection projects. Historic preservation
and mitigation projects for highway water
runoff are also potentially useful projects
that can be funded under this act. Tea-21
was enacted in 1998 and is being reviewed
for re -authorization in 2003. This means
that the current TEA-21 programs listed
below may change in the very near future.
For the most up-to-date information, visit
www.tea3.org. Some of the most pertinent
programs under this act are:
FUNDING RECOMMENDATIONS 5-1
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Recreational Trails Program
Originally titled, the Symms National
Recreational Trails Fund Act, this funding
source assists with the development of
non -motorized and motorized trails. States
receive the funds and can then grant them
to other private or public organizations.
Under this program, grant recipients must
provide a 20 percent match and the projects
must be consistent with the Statewide
Comprehensive Outdoor Recreation Plan
(SCORP) - updated every 5 years by the NC
Division of State Parks.
Office of Bicycle and Pedestrian
Transportation
Under this program, a state may spend a
portion of its federally allocated surface
transportation funds on bicycle and
pedestrian facilities or on non -construction
projects such as brochures, public service
announcements and route maps related to
bicycle safety. Rails -Trails projects can also
be funded under this program. All projects
must be part of a long-range transportation
plan. Contact the NCDOT, Division of
Bicycle and Pedestrian Transportation at
[phone] for more information.
National Scenic Byways Program
Allows federally allocated surface transpor-
tation funds to be spent on protecting and
developing Federal and State scenic byways,
including acquisition of scenic areas and de-
velopment of bicycle lanes along the route.
This money is available only along dedicated
scenic routes. More information about dedi-
cating a stretch of roadway as a NC Scenic
Byway can be obtained from the NCDOT.
Land and Water Conservation Fund
(LWCF)
This federal funding source was established
in 1965 to provide "close -to -home" park
and recreation opportunities to residents
throughout the United States. LWCF grants
can be used by communities to build a
variety of park and recreation facilities,
including trails and greenways. In NC, the
federally granted money is allocated through
the State Division of Parks and Recreation. '
50 percent of the local project costs must
be met through in -kind services or cash
provided by the recipient.
Wetlands Reserve Program
A voluntary program offering technical and
financial assistance to landowners who want
to restore and protect wetland areas for
water quality, and wildlife habitat. The US
Department of Agriculture's Natural Re-
source Conservation Service (USDA-NRCS)
administers the program and provides direct
payments to private landowners who agree
to place sensitive wetlands under perma-
nent easements. This program can be used
to fund the protection of open space and
greenways within riparian corridors.
State Funding Sources
North Carolina Parks and Recreation
Trust Fund
Generally several million dollars a year are
available to local governments across NC
through this program. Applicable projects
require a 50/50 match from the local gov-
ernment and no more than $250,000 can be
requested. The money can be used for the
acquisition, development and renovation of
recreational areas. The NC Division of State
Parks manages the program along with the
Recreational Resources Service.
I
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Clean Water Management Trust '
Fund
This fund was established in 1996 and has
become one of the largest sources of money
in NC for land and water protection. Local
governments may apply for grants to acquire
easement or fee -simple interest in properties
that (1) enhance or restore degraded wa-
ters, (2) protect unpolluted waters, and/or
(3) contribute toward a network of riparian
buffers and greenways for environmental,
educational. and recreational benefits.
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Farmland Protection Trust Fund
Ranging from only a couple hundred
thousand dollars to millions of dollars
over the last several years, this program
is funded through an allocation by the NC
General Assembly to the NC Department
of Agriculture and Consumer Services.
It is a voluntary program designed to
protect farmland from development by
either acquiring property outright or
acquiring conservation easements on the
property. The program is administered by
the Conservation Trust for North Carolina
(CTNC). Questions about available funding
should be directed to CTNC.
Natural Heritage Trust Fund
Money form this fund may only be allocated
to State agencies, so Chowan and Edenton
must work with State level partners to
access this fund. The NHTF is used to
acquire and protect land that has significant
habitat value. Most of the land that would
qualify in Chowan County tends to be
along the northern, western, and southern
boundaries of the County as it meets the
major surface waters. Some large wetland
areas may also qualify, depending on their
biological integrity and characteristics.
Additional information is available from the
NC Natural Heritage Program
North Carolina Wetlands
Restoration Program (NCWRP)
This is a non -regulatory program established
by the NC General Assembly in 1996. The
goals of the NCWRP are to:
• Protect and improve water quality by
restoring wetland, stream and riparian
area functions and values lost through
historic, current and future impacts.
• Achieve a net increase in wetland
acreage, functions and values in all of
North Carolina's major river basins.
• Promote a comprehensive approach for
the protection of natural resources.
• Provide a consistent approach to ad-
dress compensatory mitigation re-
quirements associated with wetland,
stream, and buffer regulations, and to
increase the ecological effectiveness
of compensatory mitigation projects.
Additional information about the program
and potential funding assistance with the
restoration or creation of wetlands in Chow -
an County and Edenton can be found at
www.h2o.enr.state.nc.us/wrp
Albemarle/Pamlico National
Estuary Program (APNEP)
Funded and sponsored by the US EPA, but
housed in the NC Department of Environ-
ment and Natural Resources, this program
focuses on supporting activities that have
a positive impact on the health of the
Albemarle and Pamlico Estuaries, which
includes the Chowan, Pasquotank, Roanoke,
Tar -Pamlico and Neuse river basins. Grants
are made for a number of projects includ-
ing the construction of model projects that
protect water quality and estuarine habitat.
Additional information is available at their
website: http://h2o.enr.state.nc.us/nep
Small Cities Community Develop-
ment Block Grants
Although Chowan County and Edenton do
not meet the population density require-
ments necessary to access Federal level
CDBG funds, state level funds are allocated
through the NC Department of Commerce,
Division of Community Assistance. These
funds can be used to promote economic
development and to serve low-income
and moderate -income neighborhoods.
Greenways that are part of a community's
economic development plans may qualify for
assistance under this program. Recreational
areas that serve to improve the quality of
life in lower income areas may also qualify.
Ecosystem Enhancement Program
This is a brand new program in 2003. Devel-
oped as a new mechanism to facilitate im-
proved mitigation projects for NC highways,
this program will have money available for
both restoration projects and protection
projects that serve to enhance water qual-
FUNDING RECOMMENDATIONS 5-3

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ity and wildlife habitat in NC. Additional
information is available by contacting the
Natural Heritage Program in the NC Depart-
ment of Environment and Natural Resources
(NCDENR).
Agriculture Cost Share Program
Established in 1984, this program assists
farmers with the cost of installing best man-
agement practices (BMPs) that benefit water
quality. The program covers as much as 75
percent of the costs to implement BMPs. The
NC Division of Soil and Water Conservation
(within the NC Department of Environment
and Natural Resources) administers this pro-
gram through local Soil and Water Conserva-
tion Districts (SWCD). Contact the Chowan
County SWCD for more information.
Conservation Reserve Enhancement
Program (CREP)
A joint effort between the NC Division of Soil
and Water Conservation, the North Carolina
Clean Water Management Trust Fund, the
North Carolina Wetlands Restoration Pro-
gram, and the United States Department of
Agriculture to address water quality pro-
grams of specific river basins and watershed
areas. This is a voluntary program to protect
riparian lands that are currently in agricul-
tural production. The program is managed
by the NC Division of Soil and Water Conser-
vation.
North Carolina Conservation Tax
Credit Program
An incentive program for landowners that
donate their land or easements on the land
for conservation purposes. Participants re-
ceive a state tax credit for the value of their
donation. For more information see: http:
//ncctc.enr.state.nc.us.
NC Adopt -A -Trail Grant Program
Operated by the Trails Section of the NC
Division of State Parks, annual grants are
available to local governments for trail and
facility construction. Grants are generally
capped at about $5,000 per project and do
not require a match. Applications are due
in the fall. For more information, visit http:
//ils.unc.edu/parkproject/trails/grant.htmI
Public Beach and Coastal
Waterfront Access Program
Administered by the NC Division of
Coastal Management, this program can
provide funds for land acquisition and for
construction projects that provide public
access to beaches, estuaries, public trust
waters and urban waterfronts. This could
be a significant funding source for the
development of canoe access points along
many of the greenways or for development
of waterfront parks that can serve as hubs
for the system.
Urban and Community Forestry
Assistance Program
The program operates as a cooperative
partnership between the NC Division of
Forest Resources and the USDA Forest
Service, Southern Region. It offers small
grants that can be used to plant urban
trees, establish a community arboretum, or
other programs that promote tree canopy
in urban areas. To qualify for this program,
a community must pledge to develop a
street -tree inventory, a municipal tree
ordinance, a tree commission, and an urban
forestry -management plan. All of these can
be funded through the program. For more
information, contact the NC Division of
Forest Resources.
Water Resources Development
Grant Program
The NC Division of Water Resources offers
cost -sharing grants to local governments on
projects related to water resources. Stream
Restoration and Land Acquisition and Facility
Development for Water -Based Recreation
Projects are two of the categories of
projects that are generally funded. For more
information, see: http://www.ncwater.org/
Financial -Assistance
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Local Funding Sources
A number of local funding options have been
grouped here under the primary banners
of taxes, fees, loans, bonds, and other
resources. Because Chowan-Edenton is a
fairly small community, a number of these
options may not be feasible. However, they
are listed here so that a full perspective of
the options may be had.
Taxes
A number of taxes provide direct or
indirect funding for the operations of local
governments. Some of them are:
Sales Tax
In North Carolina, the state has authorized a
sales tax at the state and county levels. Lo-
cal governments that choose to exercise the
local option sales tax (all counties currently
do), use the tax revenues to provide funding
for a wide variety of projects and activities.
Any increase in the sales tax, even if apply-
ing to a single county, must gain approval of
the state legislature. In 1998, Mecklenburg
County was granted authority to institute
a one-half cent sales tax increase for mass
transit.
PropertyTax
Property taxes generally support a significant
portion of a county's or municipality's activi-
ties. However, the revenues from property
taxes can also be used to pay debt service
on general obligation bonds issued to finance
open space system acquisitions. Because of
limits imposed on tax rates, use of property
taxes to fund open space could limit the
county's or a municipality's ability to raise
funds for other activities. Property taxes
can provide a steady stream of financing
while broadly distributing the tax burden. In
other parts of the country, this mechanism
has been popular with voters as long as
the increase is restricted to parks and open
space. Note, other public agencies compete
vigorously for these funds, and taxpayers are
generally concerned about high property tax
rates.
Excise Taxes
Excise taxes are taxes on specific goods and
services. These taxes require special legis-
lation and the use of the funds generated
through the tax are limited to specific uses.
Examples include lodging, food, and bever-
age taxes that generate funds for promotion
of tourism, and the gas tax that generates
revenues for transportation related activi-
ties.
FEES
Several fee options that have been used by
other local governments are listed here:
Stormwater Utility Fees
Stormwater charges are typically based on
an estimate of the amount of impervious
surface on a user's property. Impervious
surfaces (such as rooftops and paved areas)
increase both the amount and rate of storm -
water runoff compared to natural conditions.
Such surfaces cause runoff that directly or
indirectly discharges into public storm drain-
age facilities and creates a need for storm -
water management services. Thus, users
with more impervious surface are charged
more for stormwater service than users with
less impervious surface.
The rates, fees, and charges collected for
stormwater management services may not
exceed the costs incurred to provide these
services. The costs that may be recovered
through the stormwater rates, fees, and
charges includes any costs necessary to
assure that all aspects of stormwater qual-
ity and quantity are managed in accordance
with federal and state laws, regulations, and
rules. Open space may be purchased with
stormwater fees, if the property in question
is used to mitigate floodwater or filter pollut-
ants.
Impact Fees
Impact fees, which are also known as capi-
tal contributions, facilities fees, or system
development charges, are typically collected
from developers or property owners at the
time of building permit issuance to pay for
capital improvements that provide capacity
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to serve new growth. The intent of these
fees is to avoid burdening existing customers
with the costs of providing capacity to serve
new growth ("growth pays its own way").
Open space impact fees are designed to re-
flect the costs incurred to provide sufficient
capacity in the system to meet the addition-
al open space needs of a growing commu-
nity. These charges are set in a fee schedule
applied uniformly to all new development.
Communities that institute impact fees must
develop a sound financial model that enables
policy makers to justify fee levels for dif-
ferent user groups, and to ensure that rev-
enues generated meet (but do not exceed)
the needs of development. Factors used to
determine an appropriate impact fee amount
can include: lot size, number of occupants,
and types of subdivision improvements.
If Chowan-Edenton is interested in pursuing
open space impact fees, it will require en-
abling legislation to authorize the collection
of the fees.
In -Lieu -Of Fees
As an alternative to requiring developers
to dedicate on -site open space that would
serve their development, some communi-
ties provide a choice of paying a front-end
charge for off -site open space protection.
Payment is generally a condition of develop-
ment approval and recovers the cost of the
off -site open space acquisition or the devel-
opment's proportionate share of the cost of
a regional parcel serving a larger area. Some
communities prefer in -lieu -of fees. This alter-
native allows community staff to purchase
land worthy of protection rather than accept
marginal land that meets the quantitative
requirements of a developer dedication but
falls a bit short of qualitative interests.
Bonds/Loans
Bonds have been a very popular way for
communities across the country to finance
their open space and greenway projects. A
number of bond options are listed below. If
Edenton-Chowan decides to pursue a bond
issue, consideration should be given to
combining the needs of the Thoroughfare
Plan, Parks and Recreation Plan, and the
Open Space and Greenways Plan into a single
bond proposal. Contracting with a private
consultant to assist with this program
may be advisable. Since bonds rely on
the support of the voting population, an
education and awareness program should be
implemented prior to any vote.
Revenue Bonds
Revenue bonds are bonds that are secured
by a pledge of the revenues from a certain
local government activity. The entity issuing
bonds, pledges to generate sufficient rev-
enue annually to cover the program's operat-
ing costs, plus meet the annual debt service
requirements (principal and interest pay-
ment). Revenue bonds are not constrained
by the debt ceilings of general obligation
bonds, but they are generally more expen-
sive than general obligation bonds.
General Obligation Bonds
Cities, counties, and service districts general-
ly are able to issue general obligation (G.O.)
bonds that are secured by the full faith and
credit of the entity. In this case, the local
government issuing the bonds pledges to
raise its property taxes, or use any other
sources of revenue, to generate sufficient
revenues to make the debt service payments
on the bonds. A general obligation pledge
is stronger than a revenue pledge, and thus
may carry a lower interest rate than a rev-
enue bond. Frequently, when local govern-
ments issue G.O. bonds for public enterprise
improvements, the public enterprise will
make the debt service payments on the G.O.
bonds with revenues generated through the
public entity's rates and charges. However, if
those rate revenues are insufficient to make
the debt payment, the local government is
obligated to raise taxes or use other sources
of revenue to make the payments. G.O.
bonds distribute the costs of open space ac-
quisition and make funds available for imme-
diate purchases. Voter approval is required.
Special Assessment Bonds
Special assessment bonds are secured by a
lien on the property that benefits by the im-
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provements funded with the special assess-
ment bond proceeds. Debt service payments
on these bonds are funded through annual
assessments to the property owners in the
assessment area.
State Revolving Fund (SRF) Loans
Initially funded with federal and state money,
and continued by funds generated by repay-
ment of earlier loans, State Revolving Funds
(SRFs) provide low -interest loans for local
governments to fund water pollution control
and water supply related projects includ-
ing many watershed management activi-
ties. These loans typically require a revenue
pledge, like a revenue bond, but carry a
below market interest rate and limited term
for debt repayment (20 years).
Other Local Options
Local Capital Improvements Program
In communities that can afford it, a yearly
appropriation for greenway and trail develop-
ment in the capital improvements program
is another option. In Raleigh, for example,
the greenways system has been devel-
oped over many years through a dedicated
source of annual funding that has ranged
from $100,000 to $500,000, administered
through the Parks and Recreation Depart-
ment.
Local Trail Sponsors
A sponsorship program for trail amenities
allows smaller donations to be received from
both individuals and businesses. Cash dona-
tions could be placed into a trust fund to be
accessed for certain construction or acquisi-
tion projects associated with the greenways
and open space system. Some recognition
of the donors is appropriate and can be
accomplished through the placement of a
plaque, the naming of a trail segment, and/
or special recognition at an opening cer-
emony. Types of gifts other than cash could
include donations of services, equipment,
labor, or reduced costs for supplies.
Volunteer Work
It is expected that many citizens will be ex-
cited about the development of a greenway
corridor or a new park or canoe access point.
Individual volunteers from the community
can be brought together with groups of
volunteers form church groups, civic groups,
scout troops and environmental groups to
work on greenway development on special
community work days. Volunteers can also
be used for fund-raising, maintenance, and
programming needs.
Private Foundations and Corporations
Many communities have solicited greenway
funding assistance from private foundations
and other conservation -minded benefactors.
Below are a two examples of private funding
opportunities available in North Carolina.
American Greenways Eastman Kodak Awards
The Conservation Fund's American
Greenways Program has teamed with the
Eastman Kodak Corporation and the National
Geographic Society to award small grants
($250 to $2,000) to stimulate the plan-
ning, design and development of greenways.
These grants can be used for activities such
as mapping, conducting ecological assess-
ments, surveying land, holding conferences,
developing brochures, producing interpre-
tive displays, incorporating land trusts, and
building trails. Grants cannot be used for
academic research, institutional support, lob-
bying or political activities. For more infor-
mation visit The Conservation Fund's website
at: www.conservationfund.org
Z. Smith Reynolds Foundation
This Greensboro -based Foundation has been
assisting the environmental projects of local
governments and non -profits in North Caro-
lina for many years. They have two grant
cycles per year and generally do not fund
land acquisition. However, they may be able
to support Chowan-Edenton in other areas
of open space and greenways development.
More information is available at www.zsr.org.
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Appendix A:
Safety and Security
Safety is a duty and obligation of all
public facility managers, therefore, as the
construction documents for the Chowan-
Edenton greenways are completed over time,
appropriate local, state, and federal agencies
should review these plans and specifications
to ensure that they meet all existing
regulations.
In order to provide reasonable and ordinary
safety measures, Chowan County and Eden-
ton should maintain their collaborative rela-
tionship as a Safety and Security Program
is developed. This program should consist
of well-defined safety and security policies;
the identification of trail management, law
enforcement, emergency and fire protec-
tion policies; and a system that offers timely
response to the public for issues or prob-
lems related to safety and security. It has
been recommended in the main part of the
document that the Chowan-Edenton Parks
and Recreation Department administer new
greenway and open space projects as an
extension fo the exisitng recreation system.
The Safety and Security component should
also be administered in that Department,
building on their existing coalitions between
Police, Fire, Public Works, and Legal Depart-
ments. Procedures and policies should be es-
tablished for external coordination between
local alliances, local neighborhood watch as-
sociations, and "Adopt-a-Greenway" organi-
zations. Important components of the Safety
and Security Program should include:
1) Establishment of a Safety Committee
or Coordinator;
2) Preparation of a Trail Safety Manual for
employees and agencies;
3) Establishment of user rules and regula-
tions;
4) Development of greenway emergency
procedures;
5) Preparation of a safety checklist for
the trail;
6) Preparation of a trail user response
form;
7) A system for accident reporting and
analysis;
8) Regular maintenance and inspection
program;
9) Site and facility development and re-
view;
10) Public information program;
11) Employee training program for safety
and emergency response; and
12) Ongoing research and evaluation of
program objectives.
The program should discourage the general
public from using any segment of the system
that is under construction. Trail segments
should not be considered officially opened
for public use until a formal dedication cer-
emony has been completed. Individuals who
use greenway segments that are under con-
struction, without written permission from an
authorized agent, should be deemed in viola-
tion of the Chowan and Edenton Greenway
Hours of Operation policy.
SAFETY AND sEcuRITY A -I
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Hours of Operation
The consultant recommends that the Chow -
an and Edenton greenways be operated like
all other non -lighted local governement park
and recreation facilities open for public use
from dawn to dusk, 365 days a year, except
as specifically designated by the local Parks
and Recreation Department. The consultant
recommends that individuals who are found
using these facilities after dusk and before
dawn, be deemed in violation of these hours
of operation and subject to fines and/or
prosecution.
Trail User Rules and Regulations
One of the emerging safety issues in
greenway trail planning, design, and devel-
opment is multi-user conflict. Typically,
these conflicts are caused by overuse of a
trail. However, other factors may lead to
user conflicts and problems including poorly
designed and engineered trail alignments,
inappropriate user behavior, or inadequate
facility capacity. The most effective trail use
management plan is a well -conceived safety
program that provides the individual user
with a Code of Conduct for the trail, some-
times called a Trail Ordinance. Several multi-
use trail systems across the United States
have adopted progressive ordinances for
public use. The consultant recommends that
the following Rules and Regulations be imple-
mented for the Chowan and Edenton system.
These rules should be displayed in both bro-
chures and on information signs throughout
the Trail. The consultant recommends that
these rules and regulations be reviewed by
the appropriate authorities and legally ad-
opted by Chowan County and Edenton.
1) Be Courteous: All Trail users, includ-
ing bicyclists, joggers, walkers, wheelchairs,
skateboarders and skaters, should be re-
spectful of other users regardless of their
mode of travel, speed, or level of skill. Never
spook animals; this can be dangerous for
you and other users. Respect the privacy of
adjacent landowners.
2) Keep Right: Always stay to the right as
you use the trail, or stay in the lane that has
been designated for your user group. The
exception to this rule occurs when you need
to pass another user.
3) Pass on the Left: Pass others going in
your direction on their left. Look ahead and
behind to make sure that your lane is clear
before you pull out an around the other user.
Pass with ample separation. Do not move
back to the right until you have safely gained
distance and speed on the other user. Faster
traffic should always yield to slower and on-
coming traffic.
4) Give Audible Signal When Passing: All us-
ers should give a clear warning signal before
passing. This signal may be produced by
voice, bell, or soft horn. Voice signals might
include "Passing on the Left!" or "Cyclist on
the left!" Always be courteous when provid-
ing the audible signal - profanity is unwar-
ranted and unappreciated.
5) Be Predictable: Travel in a consistent
and predictable manner. Always look behind
before changing position on the trail, regard-
less of your mode of travel.
6) Control Your Bicycle: Inattention, even
for a second can cause disaster —always
stay alert! Maintain a safe and legal speed at
all times.
7) Don't Block the Trail: When in a group,
including your pets, use no more than half
the trailway, so as not to block the flow of
other users. If users approach your group
from both directions, form a single line, or
stop and move to the far right edge of the
trail to allow safe passage by these users.
8) Yield when entering or crossing trails:
When entering or crossing a trail at uncon-
trolled intersections, yield to traffic already
using the other trail.
9) The Use of Lights: When using a trail
during periods of low visibility each cyclist
should be equipped with proper lights. Cy-
clists should have a white light that is visible
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from five hundred feet to the front, and a
red or amber light that is visible from five
hundred feet to the rear. Other trail users
should use white lights (bright flashlights)
visible two hundred fifty feet to the front,
and wear light or reflective clothing.
10) Don't Use this Trail Under the Influence
of Alcohol or Drugs: It is illegal to use this
trail if you have consumed alcohol in ex-
cess of the statutory limits, or if you have
consumed illegal drugs. Persons who use
a prescribed medication should check with
their doctor or pharmacist to ensure that it
will not impair their ability to safely operate
a bicycle or other wheeled vehicle.
11) Cleanup Your Litter: Please keep this
trail clean and neat for other users to enjoy.
Do not leave glass, paper, cans, or other de-
bris on or near the trail. Pack out what you
bring in —and remember to always recycle
your trash.
12) Keep Pets on Leashes: All pets must
be kept on a secure and tethered leash. Fail-
ure to do so will result in fines and possible
detention of the pet.
13) Clean Up After Your Pets: Please re-
move any pet droppings and dispose of
properly. Failure to do so will result in fines.
14) Use the Buddy System: Always use the
trail system with a friend!
15) Trail Subject to Flash Flooding: Please
be aware that the parts of the system are
officially closed during times when floodwa-
ters overflow creek banks and covers trail
surfaces. For your personal safety, please be
prepared to leave the trail immediately dur-
ing periods of heavy rainfall.
16) Swimming Prohibited: Swimming is pro-
hibited in creeks and tributary streams.
17) Vegetation Removal: It is illegal to
remove vegetation of any type, size, or spe-
cies from the greenway. Please contact the
Parks and Recreation Department should you
have concerns about noxious weeds, poi-
sonous vegetation, dying or dead vegetation,
or other concerns about vegetation growth
in the greenway.
Share the Trail! Always exercise due care and
caution when using the trail!
Police/Park Ranger Patrol and
Emergency Response System
In order to provide effective patrol and
emergency response to the needs of trail
users and adjacent property owners, the
consultant recommends that the Police
and Sheriff Departments and the Parks and
Recreation Department work together, to
develop a specific patrol and emergency
response plan for the Chowan and Edenton
system. This plan should define a coopera-
tive law enforcement strategy for the trail
based on the capabilities of different agen-
cies and services typically required for the
facility. Site designs for individual segments
of the system should illustrate: points of ac-
cess to the trails; approved design details for
making these access points safe, secure, and
accessible to law enforcement officials; and
potential locations for a system of cellular -
type emergency phones. The appropriate
officials should be consulted to locate other
mechanisms or project elements that will aid
local agencies in managing the trail in a safe
and secure manner.
The Police, Sheriffs, and Parks and Recre-
ation Departments should also define an
emergency response system in conjunction
with appropriate local fire stations and para-
medical units that defines which agencies
should respond to 911 calls, and provides
easy -to -understand routing plans and access
points for emergency vehicles. Local hos-
pitals should be notified of these routes so
that they may also be familiar with the size
and scope of the project.
At all public entrances to the Chowan and
Edenton system, appropriate signage should
be installed to notify users of the potential
for flash flooding and the need to quickly exit
SAFETY AND SECURnY A-3

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the Greenway during periods of heavy rain-
fall.
Risk Management and Liability
The design, development, management,
and operation of the Chowan and Edenton
system must be carefully and accurately
executed in order to provide a resource that
protects the health, welfare, and safety of
the public.
Liability most often occurs when a facility
has been under -designed for the intended
volume of use; when management of the
facility is poor; or when unexpected acci-
dents occur because the trail manager failed
to recognize the possibilities of a potentially
hazardous situation. To reduce the expo-
sure to liability, the town and county should
have in place the following measures prior to
opening the first phase of the system:
1) A complete maintenance program that
provides the appropriate duty or level
of care to greenway users;
2) A risk management plan that appropri-
ately covers all aspects of the trail
3) A comprehensive working knowledge of
public use laws and recent case history
applicable in North Carolina
Public use of the Chowan and Edenton
system should be covered under existing
policies for the use of parkland and public
spaces. The town and county should exercise
reasonable care in the construction of all
greenway facilities to reduce hazardous, pub-
lic nuisance and life threatening situations.
The Chowan and Edenton system is available
for public use as defined by the Hours of Op-
eration Policy; therefore, any individual found
using the trail outside the normal hours of
operation would not be covered by the mu-
nicipal insurance policies for public use.
Maintenance and Management
The consultant recommends that the town
and county adopt a clear and concise main-
tenance and management program for the
Chowan and Edenton system. The primary
objective of this maintenance and manage-
ment plan is to assure that the public's
health and safety are protected during
normal use of the greenway and open space
system. The system should be classified as
an extension of the exisitng park system,
and formally maintained in a clean, safe, and
usable condition like all other parks within
the town and county. Greenway lands should
be maintained in a natural condition to the
largest extent possible, so that they may
fulfill multiple functions including passive
recreation, alternative transportation, storm
water management, environmental and his-
torical interpretation, and plant and wildlife
habitat protection.
Maintenance should include the removal of
debris, trash, liter, obnoxious, and unsafe
man-made structures, and other foreign mat-
ter to make the greenway corridor safe for
public use. Vegetation should be removed
with discretion. The objective in controlling
the growth of existing vegetation should be
to maintain clear and open sightlines along
the edge of trails, and eliminate potential
hazards that could occur due to natural
growth, severe weather, or other unac-
ceptable conditions.
A majority of understory trees, shrubs, and
other weedy vegetation should be clear-cut
a minimum distance of three (3) feet from
each edge of the trail. To the greatest ex-
tent possible, large trees should be avoided
by field adjusting the final trail alignment.
Selective clearing of vegetation should be
conducted within a zone that is defined as
being between three (3) to ten (10) feet
from each edge of the trail.
The desired clear unobstructed view along
the centerline of the trail is 300-feet in front
of and behind the trail user. The exception
to this policy will be where terrain or curves
in the trail serve as the limiting factor. The
town will be responsible for the cutting and
removal of vegetation. Future removal of
vegetation by individuals other than those
persons employed by the town should be
deemed unlawful and subject to fines and/or
A-4 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN '
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All trail surfaces should be maintained in a
'
safe and usable manner at all times. Rough
edges, severe bumps, or depressions,
cracked, or uneven pavement, and vegeta-
tion occurring in the tread of the trail should
be removed and replaced in such a manner
that the trail surface is maintained as a con-
tinuous, even, and clean surface. The Parks
and Recreation Department should strive to
minimize the number of areas where pond-
ing water occurs; however, the town/county
'
should not be held liable for public use
through areas of casual or ponded water.
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SAFEW AND SECURrTY A-S

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1 Appendix B:
1 Design Guidelines
1 The design development guidelines featured in this Appendix have been tai- Description
lored to meet the specific facility development needs of the Chowan County and
Edenton Greenways and Open Space System. The purpose of these guidelines is
1 to assist the County, the Town, and their partnering organizations in developing
open space and greenway facilities.
These guidelines provide a variety of trail facility and ecological system res-
toration concepts and ideas. These guidelines are not a substitute for a more
thorough examination and detailed landscape architectural and engineering eval-
uation of each project segment. These guidelines serve as minimum standards
1 for greenway facility development. The Town disclaims any liability for the
use, appropriateness and accuracy of these guidelines as they apply to a specific
project.
1 The following resource materials have been used in the preparation of these Resources
guidelines:
1 Adherence to national design standards for off -road trails and
greenway facilities, as defined by the American Association of State
Highway Transportation Officials (AASHTO), the Americans with
1 Disabilities Act, Designing Sidewalks and Trails for Access: Part 2 and
the Manual on Uniform Traffic Control Devices.
1 For more in-depth information and design development standards, the following
publications should be consulted:
Greenways: A Guide to Planning Design and Development
1
Published by Island Press, 1993
Authors: Charles A. Flink and Robert Seams
1
For more information visit www.greenways.com
Trails for the Twenty -First Century
Published by Island Press, 2001
1
Authors: Charles A. Flink, Robert Seams and Kristine Olka
For more information visit www.greenways.com
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DESIGN GUIDELINES B-1

Additional Guide to the Development of Bicycle Facilities
Updated in 2000 by the American Association of State Highway
Resources Transportation Officials (AASHTO). Available from FHWA or
AASHTO. www.aashto.org/bookstore/abs.httnl
Manual on Uniform Traffic Control Devices (MUTCD)
Published by the U. S. Department of Transportation, Washington,
DC, 2001
Universal Access to Outdoor Recreation: A Design Guide
Published by PLAE, Inc., Berkeley, CA, 1993
Desig t�tng Sidewalks and Trails for Access: Part Two - Best Prac
tices Design Guide
Published by U.S. Department of Transportation, Washington, DC,
2001
In all cases, the recommended guidelines in this report meet or exceed national
standards. Should these national standards be revised in the future and result
in discrepancies with this chapter, the national standards should prevail for all
design decisions.
Other useful web sites for information include:
Rails -to -Trails Conservancy - www.railtrails.org
National Park Service - www.nps.org
U.S. Department of Transportation - www.walkinginfo.org and
www.bicyclinginfo.org
Trails and Greenways Clearinghouse -
www.trailsandgreenways.org
National Bicycle and Pedestrian Clearinghouse -
www.bikefed.org/clear.htm
Greenways Incorporated - www.greenways.com
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B-2 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN ,

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Stream Corridor Buffer
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Urban Buffer' Riparian Buffer ' Wet- ' 5tream Buffer' Wet- ' Riparian ' trail ' Urban Buffer
land land Buffer
Zero Toro
Riparian buffers serve many fimctions. They filter stormwater pollutants, help
moderate stream flow, stabilize streambanks, moderate stream temperature, and
provide aquatic and terrestrial habitat. The minimum recommendations should
require that new developments maintain an existing 50-foot vegetated buffer
on both sides of all intermittent and perennial streams, lakes and ponds within
the County. For the purpose of the recommendations, a waterbody exists if the
feature is present on either the most recent version of the soil map or 7.5 minute
quadrangle topographic map prepared by USGS. The recommended required
buffers consist of two zones: a 30-foot undisturbed zone adjacent to each side of
the waterbody, and a vegetated zone that extends from the outer edge of the 30
foot zone for a distance of at least 20-feet.
Buffers are required in water supply watersheds throughout the state as part of
the Water Supply Watershed Management Program. The Division of Water Qual-
ity manages the program through oversight of local ordinances and monitoring of
land use activities. Local water supply watershed programs must be approved by
the NC Environmental Management Commission (EMC). The program requires
local governments to adopt land use controls that include buffer protection. For
low -density development, 30-foot buffers are required along perennial streams,
and 100-foot buffers are required for high -density development.
Stream buffers within Chowan County and Edenton should be established to
protect water quality and animal habitat. For the purpose of greenway facility
development, a minimum of 50-feet wide buffer (150-feet preferred) as measured
from the top of streambank is required in order to mitigate the damaging effects
of flooding from storms, filter pollutants from overland flow and develop appro-
priately sized greenway trail facilities.
Many counties throughout the state have applied the 50-foot buffer. Some of the
municipalities have placed additional buffers up to 100-feet on their streams, ac-
cording to their stream order.
Corridors
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DESIGN GUIDELINES B-3

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Instead of using this conventional method of prescriptive buffers, stream buffers
should be a varied width according to ecological features of the watershed. Each
buffer width will be site specific, depending on the following characteristics of
the stream, riparian buffer and watershed:
- Slope
- Soil
- Hydrology
- Vegetation
- Water Quality
- Impervious Surface
The appropriate width for a variety of characteristic combinations for each cor-
ridor will be researched as stream and creekcorridors are indentified in the future.
Corridor Planting
Some basic guides for planting in corridors is as follows:
• Efforts should be made to eliminate non-native invasive species,
such as privet (Ligustrum sinense) from corridors.
• Native overstory and understory trees/shrubs should be replanted
where vegetation is removed or harmed due to construction of parks,
trails, etc. in greenway corridors or open space.
• Fallen trees should not be removed unless they obstruct trails or
present danger. Otherwise, they should be left to decay
naturally.Evergreens, conifers (pines) and deciduous trees should all be
used proportionally.
• Mast producing trees and shrubs with berries should be utilized
for wildlife food whenever possible.
• Flowering trees and shrubs can be used to draw attention to
important intersections and entrances.
• Evergreen shade trees are needed near seating areas and picnic
tables.
• Evergreen shrubs, such as wax myrtle, can help separate public
areas from private residences.
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B-d CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN ,
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Creekside Trail Tread
' Creekside trails are located only in urban areas, where right-of-way constraints
and channelized streams restrict trail development to the floodway. Creekside
trails are designed to accommodate walkers, bicyclists, rollerbladers, and joggers.
These multi -use trails are typically positioned directly adjacent to the stream
channel and are therefore subject to frequent flooding. These trails require hard -
paved surfaces of concrete to withstand high -velocity stream flows. Retaining
' walls or other structural elements may also be required for stable construction
and to protect the trail from erosion and flood damage.
Concrete Trail
(with retaining walls
e,`;�
' Mrs= I sueamewe zone i Manaaea Use cone i umc
Typical Multi -Use Creekside Trail Cross Section
Creekside trails should be a minimum of 10'-wide for multi -use trails. The
installation of railings, benches, signage, and trash receptacles that could obstruct
flow during storm events, should be carefully considered. Creekside trails must
be designed and installed in a manner that minimizes their effect on flood waters
and protects the amenities from flood damage. The use of retaining walls as seat
' walls is one way in which non -obtrusive amenities can be included on this type
of trail facility. Special consideration should be paid to mitigating the impacts of
trail construction on the natural environment.
1
Types of
Trail Treads
DESIGN GUIDELINES B-S

Floodway Trail Tread
Multi -use trails within the floodway are designed to accommodate a variety of
users including walkers, joggers, cyclists, and rollerbladers. These multi -use
trails are typically positioned within the floodway but not directly adjacent to
streams. Some vegetative buffer between the stream and trail should be left in-
tact. Like the streamside trails, trails within the floodway are subject to periodic
flooding, however, not as frequently. These trails require paved surfaces of either
asphalt or concrete depending on frequency of flooding and expected velocity of
flow. A proper trail foundation is important and will increase the longevity of the
trail. No soft shoulder should be constructed due to flood considerations. Spe-
cial consideration should be given to the mitigation of negative impacts from trail
development on the natural stream environment.
Multi -use trails within the floodway should be built with a minimum width of 10
feet. All elements of the trail including the trail tread, railings, benches, and trash
receptacles will be periodically flooded. The design and materials for these trails
should be carefully selected accordingly.
Vrnrtative
Stream_ 5tream5ide Zone
Asphalt or 4—wl 7
Concrete T. 1 / 40
AD
.t.
f
Upland
Managed Use Zone Zone
hpical Multi -Use Trail Cross Section
(Within the Floodw4y)
Low Velocity High Va—lo—citly NWACEF��
ue�wmnnwnnpnumummuunmumunuc.
A-IIII�IIIIII=IIIIFAW MFWTMIf_II=_IIII=191�111=i1:1CAGOMCAR
III=1iq=lpll= =IIII=IIII=IIIClllle
I�YII;�III;=IIII=1ii 11�=1u JIII�111=_IGi
Asphalt Paving on Aggregate Base Gravel Paving on Aggregate Base
Paving Cross Section
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B-6 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN ,
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Floodplain Trail Tread
Multi -use trails within the floodplain are designed to accommodate a variety of
users including walkers, joggers, cyclists, and in -line skaters. These multi -use
trails are typically positioned outside the floodway but within the floodplain.
Significant vegetative buffers between the stream and trail should be left in tact.
Multi -use trails within the floodplain are subject to occasional flooding during
large storm events. It is recommended that these trails be built with paved as-
phalt, however an aggregate stone surface may be adequate in some locations.
Multi -use trails within the floodplain should be built to a minimum width of 10',
althoughl2' to W is preferred. The graphics below illustrate two suitable pave-
ment cross sections that can be used to build multi -use trails within the flood -
plain.
le (min.) asphalt
iith 2' min.
d shoulder
ii
•t
5trCAM � 5treamsideZone _,_ Vanaged Use Zone
Typical Multi -Use Trail Cross Section
(Within the Floodplainl
LowVelocky HighVelooity 9 ,, FNSN/5 OFIED
2 A5/NALi 4' WNC, SUD
CDNDtE1E DU E REINFORCEDY Y
F AGGREGAff DASE
`F"W SEPARATOR 1'ACr GAZE DASE
-RRERAREDSUDGRADE rREPARED SUDGRAOE
' Asphalt Paving on Aggregate Base Gravel Paving on Aggregate Base
' Paving Cross Section
DESIGN GUIDELINES B-%

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Upland Trail Tread
Upland multi -use trails are designed to accommodate a variety of users including
walkers, joggers, cyclists and in -line skaters. These upland multi -use trails are
typically positioned completely outside designated floodplains. Significant veg-
etative buffer between any streams and the trail should be left in tact. It is recom-
mended that these trails be built with paved asphalt or aggregate stone, depending
on the preference of local user groups. Upland multi -use trails should be built to
a minimum width of 10', though 12' is preferred.
56ream, 5treamelde Zone Managed Uee Zone
Upland Trail Cross Section
IJWII'InW11I1101ilil llll 111 l ill lllIflYt
N M fvmc 0
�111I=I II I=1111=1111
III=1111=n11=1111=
11AJIII=1111=11ii
Asphalt Paving on Aggregate Base
Travel.
,alt or Concrete
(10' wide min.)
Upland Zpnc
1111=_11111111=_IIII=_IIII
=111IJII I=1111=1111=
1111=_III�IIII_IIII=1111
Gravel Paving on Aggregate Base
PavinzCross Section
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B-8 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN IF

' Footpath/Hiking Trail
' Footpaths or hiking trails are designed to accommodate pedestrians and are not
intended for cyclists or other wheeled users. These natural surface trails typically
make use of dirt, rock, soil, forest litter, pine mulch and other native materials for
' the trail surface. Preparation varies from machine -worked surfaces to those wom
only by usage. This is the most appropriate surface for ecologically sensitive
areas.
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Soil, mulch, leaf
litter, etc. trail
surface
Footpath Cross Section
' These pathways, often very narrow, sometimes follow strenuous mutes and may
limit access to all but skilled users. Construction of these trails mainly consists
of providing positive drainage for the trail tread and should not involve exten-
sive removal of existing vegetation. Timbers may be used for steps along steep
slopes. These trails vary in width from 3 feet to 6 feet and vertical clearance
should be maintained at 9 feet. These trails are most commonly found within the
' streamside zone.
DESIGN GUIDELINES B-9

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Boardwalk Trail Tread
Boardwalks, or wood surface trails, are typically required when crossing wet-
lands or poorly -drained areas. While boardwalks can be considered multi -use
trails, the surface tends to be slippery when wet and not best suited for wheeled
users. Boardwalks intended for use by bikes, pedestrians, in -line skaters and '
others should be a minimum of 14 feet wide. However, boardwalk trails limited
to pedestrian use can be as narrow as 8 feet. If maintenance vehicles use the
boardwalk for maintenance access, it should be a minimum of 14 feet. ,
8'-0" t014'-0"
Boardwalk Cross Section
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Wood surfaced trails are usually composed of sawn wooden planks or lumber
that forms the top layer of a bridge, boardwalk or deck. The most commonly
used woods for trail surfacing are exposure- and decay- resistant species such as
pine, redwood, fir, larch, cedar, hemlock and spruce. Wood is a preferred surface '
type for special applications because of its strength and comparative weight, its
aesthetic appeal and its versatility. Synthetic wood, manufactured from recycled
plastics, is now available for use as a substitute in conventional outdoor wood ,
construction. While these products are more expensive than wood lumber,
recycled plastic lumber lasts much longer, does not splinter or warp and will not
discolor.
B-10 CHOWAN COUNTY & EDENTON GREENWAVS AND OPEN SPACE PLAN, '

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Paved Multi -Use Trail
Typical pavement design for paved, off -road, multi -use trails should be based
upon the specific loading and soil conditions for each project. These trails, typi-
cally composed of asphalt or concrete, should be designed to withstand the load-
ing requirements of occasional maintenance and emergency vehicles. In areas
prone to frequent flooding, it is recommended that concrete be used because of its
excellent durability.
One important concern for asphalt, multi -use trails is the deterioration of trail
edges. Installation of a geotextile fabric beneath a layer of aggregate base course
(ABC) can help to maintain the edge of a trail. It is important to provide a 2'-
wide graded shoulder to prevent trail edges from crumbling.
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514e elope, shall be left than 31 typ.
unlace m:hdr ft Indlcated on layouc
plena La and fill elope, shall tk Into
exit 1400pee to creau as even trandtbn.
Z shoulder
2%max trot,
Geouxt ld Fabric. per
U-D' Minimum
—4" aygreeau box ccuree
Multi -Use Trail Cross Section
2" eltuminous Concrete
eurface couree
y
Clean DAWN
(need or mulch per epx,)
The minimum width for two -directional trails is 10', however 12'-14' widths are
preferred where heavy traffic is expected. Centerline stripes should be con-
sidered for paths that generate substantial amounts of pedestrian traffic. Possible
conflicts between user groups must be considered during the design phase, as
cyclists often travel at a faster speed than other users. Radii minimums should
also be considered depending on the different user groups.
Asphalt is a hard surface material that is popular for a variety of rural, suburban
and urban trails. It is composed of asphalt cement and graded aggregate stone. It
is a flexible pavement and can be installed on virtually any slope.
Concrete surfaces are capable of withstanding the most powerful environmental
forces. They hold up well against the erosive action of water, root intrusion and
subgrade deficiencies such as soft soils. Most often, concrete is used for inten-
sive urban applications. Of all surface types, it is the strongest and has the lowest
maintenance requirement, if it is properly installed.
DESIGN GUIDEUNEs B-11

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Dual Trail Tread
2% Slop(
on Shoul
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10' -12' Asphalt or 2' - 5'Buffer 4' - 6' Maintain 8'
Concrete Surface (varies) (varies) Vegetation Clearance
(varies) or two Horses width
Typical Equestrian and Pedestrian Trail Cross Section '
Dual tread trails are suggested on multi -use trail systems where different users
travel at different speeds, such as equestrians and walkers. If hard surfacing is
being used on the multi -use trail, a softer, 5-foot-wide tread for horses should be
considered. Mulch, dirt, stabilized dirt or limestone dust can be used. Hard sur-
faces, such as concrete and asphalt are undesirable for equestrians because they
can injure horses' hooves. Granular stone may also present problems because it
can get stuck in horse hooves.
Vertical clearance for equestrians should be at least 10 feet, with a horizontal
clearance of at least 5 feet. Low -hanging tree limbs should be cut flush with the
trunk. Leaves, branches and other protrusions that could injure the horse, rider or
gear should be removed. Within the tread, stumps, large rocks and other debris
should be cleared. Sight distances for equestrians, who usually travel between 4
and 6 miles per hour, should be at lest 100'.
Dual treads may also be required for mountain biking trails.
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B-12 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN,
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Water Based Trail
This designation applies to those rivers and streams that can successfully accom-
modate and/or which are designated to support canoeing, kayaking and boating.
Water based trails can be designated with features and facilities that make this
activity more enjoyable for residents, including signage systems, improved rap-
ids, safety systems, and access points. Rental outfits could be established at put
in/take out points.
Example of a Water Based Trail in Use
Re -vegetate cut
bank with natural
plantings ___�
Small Boat Access
f3e_nch __.
Staub to hold
IN ladder In place
Rock on cut
51ope of bank
DESIGN GUIDEONEs B-13

Trailheads Major and Minor Trailheads
6
r _ --
hmrnal 15tiag[Fad Ile t'ydln�[ —
ical Major Trailhead Plan View
Trail heads should be installed throughout the greenway system to give the public
access. A "trail head" is a point of formal public entry into the greenway sys-
tem that may provide certain related public facilities such as parking, restrooms,
drinking fountains, trail signage, etc. Major trail heads and minor trail heads are
suggested. Major trail heads should be located in significant areas. An exhibition
building or an interpretive exhibit may be incorporated, along with restrooms,
water fountains, picnic tables, parking, signage, etc. Minor trail heads can be
used to connect a smaller number of people to surrounding trails, open space,
parks, etc.
e
may. /fir
Typical Minor Trailhead Plan View
B-14 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN ,
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Restrooms
Public amenities, such as phones, restrooms, etc., shall be located and concen-
trated at the confluence of vehicular and pedestrian traffic. ADA accessible
restrooms should be placed at major trail access points in order to accommodate
trail users. Where possible, other uses should be incorporated into the structure,
such as storage for maintenance equipment. These structures should be located
adjacent to thoroughfares for security, maintenance and access to utility hookups.
They should also make use of natural light and ventilation as much as possible.
Typical Restrooms
Waterless Restroom Option
Off Road
Facilities
DESIGN GUIDELINES B-15

Signage Directional Signage
Details Top View
Logo
5'7�
31/2" x 20"
Aluminum
Plate with
Mile Marken
Trail Mileage
Front Vfew
Signage Examples
Typical Trail Signage Location
Si& Slepes Omil p IM
1Mn 3',1 typ.wle 01h -
win indimrnd on layout
pkw.
121-0
A,Wt
hall
Top View
Front View
Typical Signage Location
6" x6" wood
posts
Painted
aluminum
sign panel
TypiW Tmin Sin
.__" ^GD NmWbook
Fuditio
V-Shupod
Q�arusl
Pons.
B-16 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN.

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DOT Bike Signage
The MUTCD specifies standard signage for bicycle lanes. According to section
9B-8, the R3-16 sign should be used in advance of the beginning of a designated
bicycle lane to call attention to the lane and to the possible presence of bicycles.
The MUTCD requires that the diamond lane symbol be used with both the R3-16
and R3-17 signs.
According to Section 9B-11 of the MUTCD, the R7-9 R7-9a signs can be used
along streets where motorists are likely to park or frequently pull into the bike
lane.
L`E LANE
AHEAD ENDS ONLY '
BIKE LANE signs should be replaced with bike lane BIKE ROUTE signs, especially with BEGIN and END
stencils, with optional NO PARKING signs where ddere, should be removed, oe replaced wkh direction
needed signs (OBD71-1) for directional assistance.
ri10
KND(
BIKE XING signs aren01 needed
for bike lanes or shoulder
bikewbys where they approach
controlled intersections.
OH
SHDULDEA
BIKE WARNING sign with ON
SHOULDER rider is not needed
where shoulder width is adequate
for bicycling.
Sienaee Examples
NARROW
BIKE
LANE
RIDE
SINGLE
FILE
This warning sign is not
needetl as bicyclists can judge
for themselves the width of a
lane.
' DESIGN GUIDELINES B-17

Interpretive Signage
Sienaee Examples
B-1 H CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN,

Entry Signage
Proper trail identification at trail terminal point and major intersections is impor-
tant in the development of a comprehensive trail network. A system of signage
is important throughout the Chowan-Edenton Greenway System to ensure that
information is provided to trail users regarding the safe and appropriate use of
all facilities. Greenway entry signage may also include mileage to provide users
with a reference as to how far he or she has traveled, and the remaining distance
to specific destinations.
town logo can be
Added hero
TXT wood poste
routed lettering on
sign panel with col-
ored background
Top New
1' 6"
Gmenway Logo
and Clty Logo 6" x6" wooden
by others. poets
M
Front View
Entry Si na ee Examples
Painted and/or
Routed Wood
Sign Fanel. Vlewable
from both aides
DESIGN GUIDELINES B-19

Site Trash Receptacles
Trash containers are necessary along all trails. They can be attractive as well as
functional and should be selected based on the amount of trash expected, overall
maintenance program of the trail, and types of users. Trash cans need to be ac-
cessible to both trail users and maintenance personnel. At a minimum, 22-gallon
or 32-gallon containers should be located at each entranceway and at each bench
seating area. They should be set back three feet from the edge of the trail. The
location of additional trash cans will depend upon the location of concessions,
facilities adjacent to the trail and areas where trail users tend to congregate.
2" x 4" 51ate
(See Slat OpGore)-- (/ ' \ Y 1/4"cap a 31Wrm* th n
cap xrew with nut
slid pate
1/4"x1"
- 3/16"c1 1/4"
atecl bar
steel hoop bar
1/4" x 1 I/4"
lag xnm
1 24 7/8"--
24 3/4"
I
basket
2 7/8" O.D. ► l�
3/5" set xrew 8„
� eel Ipe
�
2 3/8� O.D. —►
-3/8" x 31/2" ,
eawniud pipe
cap screw
Typical Trash Receptacle Detail
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Benches
Benches along trails allow users to rest, congregate or contemplate. Trail bench-
es should comfortably accommodate the average adult. They should be located
at the primary and secondary entrances to the trail and at regular intervals, and
should be set back three feet from the trail edge.
The graphics below illustrate a bench that can be manufactured using recycled
plastic lumber or conventional treated wood lumber. The prefabricated plastic
lumber units cost more initially but last longer and require little or no mainte-
nance.
30"
2
`GA
Typical Bench Detail
DESIGN GUIDELINES B-21

Bollards
Bollards are intended to provide separation between vehicles and trail users.
They are available in a variety of shapes, sizes, and colors and come with a
variety of features. Lighted bollards are intended to provide visitors with min-
imum levels of safety and security along trails which are open after dark. Bol-
lards should be chosen according to the specific needs of the site and should be
similar in style to the surrounding elements. Typical construction materials for
bollards include painted steel or aluminum, with halogen or metal halide lights in
weather tight casings. Removable bollards can be installed to provide trail access
for emergency and maintenance vehicles. The graphic below illustrates several
typical bollard examples.
Typical Bollards
Metal
(Unlig
Wood
(Permanent)
Metal
(Light
Cast
bollai
1"chamfer Wood
45" (Remi
2" dia.
reflector
646
pressure
treated
wood
bollard
Meta
W/loc
Typical Bollard Details
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B-'Li CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN'
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Trail Lighting
Particularly during winter months when trips to and from work are made in the
dark, adequate lighting can make the difference in a person's choice to bicycle
or walk. However, due to liability and security concerns, many off -road bicycle
paths are closed at night, and therefore unlit. Lighting for multi -use trails should
be considered on a case -by -case basis in areas where 24-hour activity is expected,
with full consideration of the maintenance commitment lighting requires.
Wall
Path
Up Lighting
Spot Lighting
Various Lighting Types
DESIGN GUIDELINES B-23

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Bike Rack
It is important to choose a bicycle rack design that is simple for cyclists to oper-
ate. Bicycle racks should be designed to allow use of a variety of lock types.
It may be difficult initially to determine the number of bicycle parking spaces
needed. Therefore, bike racks should be situated on -site so that more can be
added if bicycle usage increases.
The design shown below has proven popular and effective in numerous commu-
nities. It is inexpensive to fabricate locally, easy to install, vandal resistant and
works well with popular high -security locks. In addition, it can be installed as a
single unit, on a sidewalk, or in quantity, at major recreation nodes.
as
Location Criteria:
Typical Bike Rack
• Racks should be located within 50' of building entrances (where
bicyclists would naturally transition into pedestrian mode).
• Racks should be installed in a public area within easy viewing
distance from a main pedestrian walkway, usually on a wide sidewalk
with five or more feet of clear sidewalk space remaining (a minimum of
24" clear space from a parallel wall and 30" from a perpendicular wall).
• Racks are placed to avoid conflicts with pedestrians. They are usually
installed near the curb and at a reasonable distance from the building
entrances and crosswalks.
• Racks can be installed at bus stops or at loading zones (only if they do
not interfere with boarding or loading patterns and there are no alterna-
tives). Bike racks on busses also facilitate bike -on -transit travel.
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Bridges Bridge
Bridges are an important element of almost any trail project. The type and size Details
of bridges can vary widely depending on the trail type and specific site require-
ments. Some bridges often used for multi -use trails include suspension bridges,
prefabricated span bridges and simple log bridges. When determining a bridge
design for multi -use trails, it is important to consider emergency and maintenance
vehicle access. Bridges intended for occasional vehicular use must be designed
to handle up to 10,000 pound loads safely and at least 14'-wide to allow for
vehicle passage.
A v oroach Brid e Len th Varies Av vroach
Trail Trail
Handrail & rupporty of
natural materials
Foot Bridee
Approach Zone l3ridaf, Lcne*i Varies A a nroach Zone
Handrails - Height
_ —Provide strong.
to meet code
well supported rail
Provide headwalls of
Retain low
natural material as
vegetat7on to
site requires
protect wildlife
corridor -------
Bridge surface shall
JStream be smooth for multiple
uses
Urban Trail Bridge
Span Bridge
Note: Prefabricated span bridges are ordered directly from the manufacturer. Approximate cost is
S I00/foot. For examples and quotes, see w .steadfastbridge.com.
DESIGN GUIDELINES B-25

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On Road Underpass
Facilities Trail underpasses and overpasses can be used to avoid undesirable at -grade inter- '
sections of trails and freeways or high volume arterial highways . Neither should
be used frequently in suburban, fringe or rural areas. Underpasses typically uti-
lize existing overhead roadway bridges adjacent to a stream or culverts under the '
roadway that are large enough to accommodate trail users. There are several key
issues that must be addressed in the design of the roadway underpass:
I. The vertical clearance of the underpass must be at least 10 feet '
2. The width of the underpass must be at least 12 feet
3. Proper drainage must be established to avoid pooling of stormwater
inside the underpass
4. It is recommended that underpasses be lighted for safety
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Roadway underpasses that utilize box culverts can sometimes be installed as part ,
of a roadway improvement or construction project at a greatly reduced cost.
B-26 CNOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN,
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Overpass
Trail overpasses can be used in high traffic volume areas where underpasses
are not possible. Overpass options include sidewalks on bridges, freestand-
ing pedestrian/bike bridges or lanes attached to an existing bridge. AASHTO
requires that bridges be a minimum of 36 inches, but prefers that they are at
least as wide as the trail. Fourty-two inch high railing is also required. A fenced
cover, as shown below, provides a safer environment over highways and busy
streets. The NCDOT should be referenced for height requirements, which vary
depending on the type of road. ADA should also be referenced for rump require-
ments.
It is important to remember that pedestrians and cyclists will opt not to use an
overpass or an underpass if it takes more than twice the time as crossing the
street at -grade. For this reason, at -grade fencing should be considered in some
instances .
LOf4 pSIpIL Will
Typical Roadway Bridge with Sidewalk
1P
a•
A
' DESIGN GUIDELINES B-27

Vegetative Clearing
Vegetative clearing refers to the amount of vegetation removal that is required
for various levels of trail development. The amount of vegetative clearing re-
quired for any one trail will depend on the type of trail being developed. While
footpaths or hiking trails require little or no vegetation removal, paved pathways
may require significantly more.
Single -tread, multi -use trails are the most common trail type in the nation. These
trails vary in width, can accommodate a wide variety of users and are especially
popular in urban areas. While the vegetative clearing needed for these trails var-
ies with the width of the trail, the graphic below outlines typical requirements.
10' minimum
clearance
selective thinning width
26' minimum
clearing and yruWnq width
1& minimum
10'-14' wide trail
Typical Tree Trimming Distances
Clearing and grubbing consists of tree, shrub and stump removal. The minimum
width for clearing and grubbing of a 14'-wide trail is 16 feet (2'-wide shoul-
ders). Selective thinning includes removal of underbrush and limbs to create
open pockets within a forest canopy. Selective thinning increases sight lines and
distances and enhances the safety of the trail user. Selective thinning does not
include the removal of the forest canopy.
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Trail Culvert
Proper installation of trail culverts is important to ensure proper stormwater
runoff drainage, trail user safety and longevity of the trail surface. Pipe length,
diameter and material specifications will vary depending on specific site needs.
Two materials typically used for trail culverts are reinforced concrete pipe (typi-
cally required when the trail is within NCDOT Right of Way), and High Den-
sity Polyethylene (HDPE) recycled plastic pipe. Plastic pipes are typically less
expensive on a per foot basis. Outlet protection varies per site needs and in some
cases a flow spreader may be required at the outlet location. Rock check dams
can be placed after the outlet to slow and filter drainage. The graphic below out-
lines proper installation parameters for greenway trail culverts.
Trail
3.1 max
side elopes
Stone Headwall, Rip -Rap
CuWero
' 1111
1
1
1
E IFFLI __I 12"MIN.
COVER
296 minimum slope —)►
Culvert Placement Cross Section
DESIGN GUIDELINES B-29

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Planting Tree Plantings
Details Trees are important to greenways and trails for both aesthetic and environmental
reasons. Not only do they contribute to the appearance of a trail, their shade
cools the environment for trail users and provides habitat for birds and wildlife.
Trees also help keep streams healthy by providing shade (which regulates the
temperature), filtering pollutants in storm runoff and adding leaf litter to feed
small insects and fish. When choosing trees and shrubs for greenway corridors,
it is recommended that indigenous and well -adapted species be used. This will
reduce the need for chemical and water applications as a part of long term main-
tenance. The following graphics represent common installation practices used
for several different types of plant material.
1
AIBBERItlSE Af DARI
RIACE TXFE MM MLL CRLXN KCh4G[K£
%I TREE AIGUTIIN LGR.W4
..'CN'. FIN F BMR OR N CNIYSY MIX,
NO, O,UCEt USE'E,,E,E0 E0,N01L I6'MX
RCEES AT qP CE M1.1 BE CUT III.
CIE BW AP NON MATERML
swat RE ml.' REMCNELI
ERERAREo RNreE.1NL OR xnmE xa
TAMEEOADMIXTUE1 BKRFILL
Ball and Burlap Tree Planting Detail
'JI
A
'� �I ERuxEIAOFczoum Br TNlxxlxc
l ' CUT THE
UN RNICNFS W Itlr
CUT LEAL£R
C'..OE
EXCAIAXTCN TO
-T TREE H—RIx-I—TO
RE MIN.Ygnm
NEY/GGGE AS TO RREMCNO GRAUE
(1i)BETc Nz, 0.
OE EMT.
SxREOCFU EARS MULCH tiillm l2"IMW.
" -" RFATE SQI SAIYERMM fdS'XL
��
� 6Pnn (6'IMIX
aC."UE KI CAM U
UR" ..
TAME FREEAAM YAI MIX AROUND RMI
5151EM. ANO.1 IN I.RSR
IHdnm �6'}
Bare Root Tree Planting Detail
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B-30 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN'

Shrub Plantings
The amount of planting needed will vary depending on the project. While some
projects will require little or no planting, other projects may require it for vege-
tative screening, habitat restoration, erosion control or aesthetics. The graph-
ics below illustrate planting techniques for two types of shrub material (ball &
burlap and bare root) which can be used.
SHRUB ➢I TINO - BARE ROOT
TNw DRANCNEe DY In RETAI.ING NORMAL
PLANT SHARE.
BNRV. ..ALL DE SUSI.11 NIGHER IN
FELATgN i0 FINIONEO GRADE THAN TNEYw£RE
2-u"ABGVEEBTN G BADE. TOR OF WDRALL
FINE EAR. MULCH Z. MIN.
.BEAT! SAUCER .IN TOPSOIL B" MIN
HEL.9 DAMAGED R .
MENRY CON`1 C OMISSI
N URE
SCARIFY PR DOTIOM &' MIN.
.M... OF EOOT 9YHTEM lO DE AT
NE OF ORIGINAL GRADE
FIRM"
'
.OMFACTEO DAUCER(USE TOPSOIL).
ANGLE OF REPOSE VARIES V F
DTEEPNESS OF SLOPE AND SOIL TYPE.
CUT THE ROPES AT TOP OF SALL. REMO✓E
TOP US OF BURLAP NON-SIODEGRADADLE
MATERIAL SHALL DE TOTALLY REMOVED.
O.NLYAWUPA TEDD TOPSOIL MIM KM
12.
..III111. I InNTING ON ELAN! - SAT., AND EML,RS
Ball and Burlap Shrub Planting Detail
DESIGN GUIDELINES B-31

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Bike Bike Considerations - Wide Curb Lanes
There are three types of on -road bicycle facilities: wide curb lanes, bike lanes ,
and paved shoulders. Wide curb lanes, or outside lanes, are wider than the stan-
dard 12' travel lane and can provide more space for cyclists and easier passing for
motorists. Under most conditions, automobiles and bicycles can coexist in a 14'
wide curb lane, without the need for the motorist to move into the next adjacent
lane.
Location and Width '
Wide curb lanes best accommodate advanced cyclists, as these riders are more
comfortable operating directly in traffic. The wide curb lane is always the fur- '
thest right-hand lane, and should optimally be 14'-16' wide, not including the
gutter pan (curb lanes that are wider than 16' are not recommended). Wide curb
lanes are not required to have curb and gutter. In order to achieve the extra space
ened or restriped to reduce the lane width of inner lanes and increase the width ■
of outer lanes. Re -striping proposals should be reviewed by a transportation
engineer to ensure adequate safety for the motorists as well as bicyclists. '
FNe Lam P.wMgvntli Cu.LBGuttar.5tandard tT Lance aM wdc Outelde Lana
n I n
'
_ _ _ iw Lanc Rpabxq xltM1 N1dc Lenae_ _
'
Sienace
There is no special "wide curb lane" sign, however on high volume urban arte-
rials, the designer may choose to install "Share the Road" warning signs (stan-
dard bicycle warning plate with a subplate stating SHARE THE ROAD).
Intersection Design
'
When the curb lanes approach intersections with taming lanes, the 14' wide lane
should continue through the intersection as the outside through -lane.
,
Design Issues
Acceptance: Bicycle programs in numerous communities have found that less
experienced bicyclists seldom see a difference when wide curb lanes are pro-
,
vided. Therefore, if the desired outcome is greater numbers of bicyclists or a
visible "pro -bicycle" statement, this option will not satisfy the need.
Traffic: Wider curb travel lanes may tend to increase motorist speeds. Whether
,
a marginal increase in speeds is important in a particular situation should be a
subject for analysis. '
B-32 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN' '

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Bike Considerations - Bike Lanes
' Bicycle lanes in Chowan County and Edenton should conform to the standards
in AASHTO's Guide for the Development of Bicycle Facilities (2000). Bicycle
lanes are an on -road type of facility. They should not be separated from other
' motor vehicle lanes by curbs, parking lanes, or other obstructions. General stan-
dards for width, striping, and intersections are provided below.
' Location and Use
Bicycle lanes serve the needs of experienced and inexperienced bicyclists in ur-
ban and suburban areas, providing them with their own travel lane. Bicycle lanes
' are always located on both sides of the road (except when they are constructed
on one-way streets). By this design, cyclists are encouraged to follow the rules
of the road, which require them to travel in the same direction as adjacent motor
vehicle traffic.
' Width
The minimum width of bike lanes should be 4', exclusive of the gutter pan. On
roads with parallel parking, bike lanes should be a minimum of Y wide, and
should be installed adjacent to the motor vehicle lanes, rather than between the
parking lane and the curb. Along streets in Chowan County and Edenton with
' higher motor vehicle speeds and traffic volumes, 6' wide bike lanes are recom-
mended.
' The
nage
The MUTCD specifies standard signage for bicycle lanes. According to section
9B-8, the R3-16 sign should be used in advance of the beginning of a designated
bicycle lane to call attention to the lane and to the possible presence of bicyclists.
' The MUTCD requires that the diamond lane symbol be used with both the R3-16
and R3-17 signs.
According to Section 9B-11 of the MUTCD, the R7-9 or R7-9a signs can be used
along streets where motorists are likely to park or frequently pull into the bike
lane.
' Striping
Bicycle lane stripes should be solid, 6"-wide white lines. Care should be taken
to use pavement striping that is skid resistant. Bicycle -shaped pavement sym-
bols and directional arrows should be placed in the bicycle lane to clarify its use.
Pavement letters that spell "ONLY BIKE" are also highly recommended. Sym-
bols should be installed at regular intervals, immediately after intersections, and
' at areas where bicycle lanes begin.
Bike lane striping at intersections is challenging. Traffic has a tendency to mix at
intersections: motorists who are turning right must cross paths with cyclists who
wish to continue straight, and cyclists who wish to turn left must cross into left-
hand turn lanes. Several intersection striping patterns are provided by AASH-
I TO's Guide for the Development of Bicycle Facilities (2000) and the MUTCD
(2001).
DESIGN GUIDELINES B-33

Bike Route
A bicycle route is a "suggested way" for a cyclist to get from a point of origin to
a destination. Bike routes do not necessarily require physical improvements in
order to accommodate bicyclists, given that they meet minimum safety criteria
in their present condition. Bike routes can be preferable for a number of reasons
including directness, scenery, less congestion and lower speed limits.
Location and Use
Bicycle routes may be used by all types of cyclists. In urban areas bike routes
are most often designated on residential streets with low traffic volumes, and
are typically used to direct cyclists to a destination within the community, or to
provide a through -route for bicyclists. In rural areas, bike routes are most often
designated on roadways that are popular touring routes for recreational cyclists,
or long-distance commuting routes for advanced cyclists.
Safety Criteria
A street does not necessary have to be physically widened in order to be desig-
nated as a bicycle route. A road with standard 12' wide lanes can be designated
as a bike route with the appropriate signage, given that each condition below is
met:
• In its present state (or with planned improvements), the roadway
sufficiently accommodates cyclists. The evaluation should take into
account roadway width and traffic volumes. Candidate bike routes
should have good sight distances and adequate pavement conditions. In
addition, traffic should not regularly exceed posted speed limits.
• All bicycle hazards have been removed from the roadway or other-
wise remedied, including unsafe drainage grates and angled railroad
crossings.
• The bicycle route is designated as one segment within an intercon-
nected system of bicycle facilities.
Bicycle route signage should be used according to the standards in the MUTCD,
which provides several choices in styles. Bicycle route signs should be placed
at all areas where new traffic enters the roadway. The distance between signs
should not be greater than two miles. In urban areas, it is helpful to include
directional arrows and captions that indicate nearby destinations, particularly at
intersections.
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B-34 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN,
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' Bike Pavement
' Bike lane pavement and sub -base should always have the same depth and quality
as the adjacent roadway. Bike lanes are not required to have a curb and gutter.
' Every effort should be made to provide a smooth and even surface for bicycles,
particularly for designated bicycle routes and lanes. Bicycles are much more
vulnerable to surface irregularities than motor vehicles, because they rely on
very narrow, highly pressurized wheel with no suspension. A simple pothole that
might cause a slight jarring to the passengers of a car can cause a serious crash
for a cyclist.
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Potholes aren't the only surface hazard for cyclist. Bumps, corrugations, seams,
rumble strips, unraveled pavement and bridge expansion joints can cause bicy-
clists to lose their balance. In addition, temporary roadway construction zones
often include surface hazards such as milled pavements and sudden pavement
changes. Temporary signage can be used to wam bicyclist of upcoming irregu-
larities.
When paved shoulders or bicycle lanes are added to the edge of the existing
roadway, a resulting seam between the two can be hazardous to bicyclists. One
solution is to install 10' wide strips of asphalt, partially overlapping the existing
motor vehicles lanes.
Pavement with large aggregates can also put additional stress on the mechanical
parts of road bikes, especially for distance riders. Smooth pavement is preferred
to avoid accidents due to the loss and/or looseness of bike parts.
r an Yew
- 8' wide troll surface
$Ncxalk
Bike Curb Ramp Plan View
8' wide cancmte ramp aeon
Mm .M apron sbpe dull iwt
meted 12:1 (x sec4on Wow)
Curb tronNi-warpedW
meetm SVM Brads
_V4F_ curb W meet
street surface
DESIGN GUIDELINES B-35

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Bike Intersections
Trail/Roadway intersections can become dangerous conflict areas if not carefully
designed. For at -grade intersections, there are usually several design objectives:
1. Site the crossing area at a logical and visible location.
2. Warn motorists of the upcoming crossing.
3. Maintain visibility between trail users and motorists.
4. Inform trail users of the upcoming intersection.
asphalt Entrance bollaM;
trail stop sign and atop
graphic
5t9� I JI'llllllll llll
HH�
�� signali7td
y� �—(� ,� Intemtctlan
Gurb Ramp sidewalks
(at all comer) __ _
BIkUPcd
crooawHlk
Typical Signalized Intersection Plan View
Intersections and approaches should be on relatively flat grades. In particular, the
bicyclist should not be required to stop at the bottom of the hill. If the intersection
is more than 75 feet from the curb to curb, it is preferable to provide a center me-
dian refuge area, per ADA (Americans with Disabilities Act) or ANSI ( American
National Standards Institute) standards. If crossing traffic is expected to be heavy,
it may be necessary to provide a traffic signal that responds to bicycles and/or can
be pedestrian activated.
T
_ - 5 L �^
—Drop doom bollaN —Drop dorm bollard Drop dow bollard
MpEalt Trail surface — —
Typical Bollard Placement
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B-36 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN'
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Bike Intersections
Typical Intersection Sig gage Layout Plan
View
IW DASNES
PNNfE0"ITE
SWP BAR4 PROM
INTEMCWN
ORNAMENM
TREES
rrU wM A
n L
TRAIL
SLOP 56N
12 MN, FROM
IYn:R cnR
ROAD
Typical Perpendicular Trail and Road
Intersection
Typical Trail Crossing at Local Street
(from Contra Costa Counjy Trail Design Guidelines)
DESIGN GUIDELINES B-37

Sidewalk Sidewalk Considerations
Sidewalks are a critical component of this Greenways and Open Space Plan.
They not only encourage walking, but they also improve the safety of pedes-
trians. An individual's decision to walk is as much a factor of convenience as it
is the perceived quality of the experience. Pedestrian facilities should be de-
signed with the following factors in mind:
Sufficient width
Sidewalks should accommodate anticipated volumes based on adjacent land uses,
and should at a minimum allow for two adults to walk abreast (min. 5 feet, prefer
6 feet).
Protection from traffic
High volume and/or high speed (greater than 35 mph) motor vehicle traffic
creates dangerous and uncomfortable conditions for pedestrians. Physical (and
perceptual) separation can be achieved through a combination of methods: a
grassy planting strip with trees, a raised planter, bicycle lanes, on -street parallel
parking, etc.
Street trees
Street trees are an essential element in a high quality pedestrian environment.
Not only do they provide shade, they also give a sense of enclosure to the side-
walk environment which enhances the pedestrian's sense of a protected envi-
ronment.
Pedestrian -scaled design
Large highway -scale signage reinforces the general notion that pedestrians are
out of place. Signage should be designed to be seen by the pedestrian. Street
lighting should likewise be scaled to the level of the pedestrian (14 feet tall), rath-
er than providing light poles that are more appropriate on high-speed freeways.
Continuity
Pedestrian facilities are often discontinuous, particularly when private developers
are not encouraged to link on -site pedestrian facilities to adjacent developments
and nearby sidewalks or street corners. New development should be designed
to encourage pedestrian access from nearby streets. Existing gaps in the system
should be placed on a prioritized list for new sidewalk construction.
Clearances
Vertical clearance above sidewalks for landscaping, trees, signs and similar
obstructions should be at least 10 feet. In commercial areas and the downtown,
the vertical clearance for awnings should be 10 feet. The vertical clearance for
building overhangs which cover the majority of the sidewalk should be 12 feet.
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Conformance with national standards
Sidewalk design should be consistent with Americans with Disabilities Act
requirements and/or ANSI requirements. Specific guidance is provided by the
Architectural and Transportation Barriers Compliance Board's American's with
Disabilities Act Accessibility Guidelines.
Sidewalk Obstacles
Street furniture and utility poles create obstacles to pedestrian travel when
located directly on the sidewalk. At a minimum, there should be 36 inches of
sidewalk width to allow wheelchairs to pass. Where possible, utilities should be
relocated so as not to block the sidewalk. Benches should not be sited directly
on the sidewalk, but set back at least 3 feet. The design of new intersections or
re -design of existing intersections presents an opportunity to improve pedestrian
circulation. Street furniture located near intersections can block sight lines. In
general, the designer should consider the impact on sight distance for all features
located in the vicinity of roadway intersections.
Sidewalk pavement design
Sidewalks and roadside pathways should be constructed of a solid, debris -free
surface. Regardless of the type of surface chosen, it must be designed to with-
stand adequate load requirements. Pavement depth should reflect site specific
soil conditions but never be less than 4.5 inches. Brick and concrete pavers are
popular materials for more decorative sidewalks. The use of stylized surfaces
is encouraged, however they must be installed properly or they will deteriorate
more rapidly.
Sidewalk width and setback guidelines
' It is important to note that there are some areas that warrant wider sidewalks
For example, sidewalks in and around local universities and colleges must
accommodate a much higher volume of pedestrians and, therefore, warrant ad-
ditional width. The recommendations below are based upon standards used by
other pedestrian -friendly communities in the U.S. Following the recommend-
ations below ensures that basic needs of pedestrians are addressed in developing
' areas. In existing residential and commercial areas that lack sidewalks, new
sidewalk construction (independent of new development) should occur first in
locations that demonstrate the most need.
' Sidewalks on local streets in residential areas
Five-foot wide sidewalks are recommended on at least one side of the street, with
a 5 feet wide planting strip. The planting strip may need to be slightly wider to
accommodate the roots of street trees, if they are included in the design. Side-
walks are not necessary on cul-de-sacs that are less than 500 feet in length.
' Sidewalks on collector streets in residential and commercial areas
Five-foot wide sidewalks are recommended on both sides of the street. However,
one option may be to install a 6 feet wide sidewalk on the side
1
DESIGN GUIDELINES B-39

of the street that generates the most activity. A 7 foot wide planting strip is rec-
ommended.
Sidewalks on arterial streets in residential and commercial areas
Six foot sidewalks are recommended on both sides of the street, with an 8' wide
planting strip.
Sidewalks on streets within 2000' of schools
Width and setback should be based on the specific roadway type as
described above. For all roadway types, however, sidewalks should be installed
on both sides of the road, and should include well -marked crosswalks and school
crossing signs.
Sidewalks on streets with no curb and gutter
Sidewalks located immediately adjacent to "ribbon pavement" (pavement with
no curb and gutter) are not recommended. However, if no other solution is
possible, sidewalks adjacent to ribbon pavement have a much greater setback
requirement, depending on roadway conditions. Engineers should consult the
AASHTO Policy on Geometric Design of Highways and Streets for more spe-
cific guidelines._
Sidewalks in rural areas
In most rural areas, the low volume of pedestrians does not warrant sidewalk
construction. In most cases, 4'-6' wide paved shoulders can provide an adequate
area for pedestrians to walk on rural roadways, while also serving the needs of
bicyclists. Exceptions should be made in areas where isolated developments
such as schools, ballparks or housing communities create more pedestrian use.
For example, motorists might regularly park along a rural road to access a nearby
ballpark. A sidewalk may be warranted in this circumstance so that the pedes-
trians can walk separately from traffic. Sidewalks in rural areas should be pro-
vided at a width based on anticipated or real volume of pedestrians, with 5' being
the minimum width.
cafcama yM1Gng prlMe an p4r2 One Gun walk
aM 5Ncw1k bN
pW
Typical Street Section
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B-40 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN,
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Roadside Treatments
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./�1Y Wu I 10'�uRNe nngwen snrvbeaM I ./�1Y Wnc
pewnmai pWnurg w4
Typical Median Shrub Planting
Typical Scenic Road Corridor
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wttn 3' mmi
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Typical Road with Adjacent Sidewalk
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Typical Median Planting
Roadside
Treatments
DESIGN GUIDELINES B-41

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CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN ' '

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Appendix C:
Summary of Public Input
An important part of the process used to
develop this Greenways and Open Spaces
Plan was the public input phase. In order
to gather the necessary level of public
opinion, the project consultant held three
separate public meetings to discuss the
planning process, to share draft concepts,
and to solicit feedback from the meeting
participants.
At each of the meetings, participants
were positive about the basic concept
of developing a greenway system in the
community and about protecting important
open spaces. Their feedback regarding the
draft versions of proposed trail alignments
and draft portions of the document was
equally positive.
The Meetings
The first public meeting
was held in the Council
Chambers of the Town of
Edenton. Approximately
40 participants listened
to presentations given by
the consultant regarding
the overall purpose of
the planning process, the
expected products, and the initial concepts
for the system. Following the presentation,
there was a lengthy question and answer
session where individuals further developed
their understanding of the process and
engaged in constructive conversation about
their specific concerns. Several maps of
the community's existing landscape were
provided for general background and to
assist with conversation about proposed
greenway corridors and areas for potential
open space protection. The meeting was
open to the public, and at least half of the
participants were local elected officials.
The second meeting was sponsored by
the Rotary Club in February 2003. The
meeting was designed as an information
sharing session for a specific target group
- the business community of the Town
of Edenton. The meeting began with
a presentation given by the consultant
regarding potential economic impacts of
greenway development
and open space
protection. Following the
discussion a question and
answer session was held.
Finally, a third session
was held in March 2003
in Edenton. Like the
first meeting, this one
was advertised as an
opportunity for the
general public to hear
about the planning process and for them
to share their thoughts on the draft
maps and system design concepts. This
particular meeting was designed to share
draft materials with the public and to get
SUMMARY OF PUBLIC INPUT C-I
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their feedback on those materials. Maps
were presented that represented proposed
greenway corridors and the proposed
open space search areas. Additionally,
presentations were given to explain the
use of GIS technology in the planning
process and to introduce participants to
the concepts of greenways and open space
planning.
Throughout the process, the consultant
staff was in regular contact with the local
government partners from the Town of
Edenton and Chowan County. This regular
consultation helped shape the goals and
objectives of the planning process and
guided the design of the greenways and
open space system.
As a way to solicit greater levels of public
input, the consultants asked the participants
of the final workshop to complete a short
survey form. Copies of the form are available
on the following pages. The results, while
not from a sample size large enough to
represent the entire community, serve as
a good indicator of general preferences and
were consistent with returns from larger
nation-wide surveys.
Summary of Survey Results
• The participants' top preference for
new facilities is single and multi -use
trails. Their second preference is new
or expanded parks, followed by on -road
bicycle lanes and natural area corridors
with no trail facilities.
The most popular expected uses for
the new system are walking, biking,
jogging, learning about wildlife, and
learning about natural areas. Less
popular, but commonly expected, uses
are visiting with family and friends,
walking pets, picnicking, and learning
about the area's history. The expected
uses that received the fewest votes
are rollerblading, teaching children to
ride bikes, and commuting.
Among conservation functions, water
quality protection and connecting
existing green spaces scored highest.
Natural habitat protection, new
recreational opportunities, alternative
transportation, and connectivity
within town were listed as second tier
concerns. Farmland protection and
town -to -town connectivity was listed as
least important to the participants.
C-2 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN ,

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Public Meeting Survey Form
' Chowan County and Edenton
Greenways and Open Space Plan
' It is important that we understand your needs and interests as we develop the Chowan County and
Edenton Greenways and Open Space Plan. Please help us by answering the questions on the front and
back of this page:
1) Do you support the greenways and open space concept that has been presented?
' Yes
' No
' 2) What type of facility do you value the most?
(Please rate each item. 1= Very Important, 2= Important, 3= Less important)
' Single use walking or hiking corridor
Multiple use biking, walking, hiking, rollerblading corridor
' On -road bicycle lane
Natural community corridor (no dedicated trail)
' New or expanded park
Other
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3) Please describe how you would use a greenways and open space system
(1= I would do this often, 2= I would do this sometimes, 3= I probably won't do this )
Walk/jog for fun or fitness
Ride a bike for fun or fitness
Visit with friends and neighbors
Rollerblade
Teach my children how to ride bikes
Walk pets
Picnic with friends or family
Commute to work or school
Observe wildlife
Learn about the history of the region
Learn about creeks, rivers, and wetlands
Play sports (Which sports?
Other
SUMMARY OF PUBLIC INPUT C-3

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4) How important to you are the following issues?
,
(Please rate each item. 1= Very Important, 2= Important, 3= Less important)
Water quality protection
'
Farmland/Forestland protection
Natural habitat protection
New recreational opportunities
'
Alternative transportation options
Town -to -town connectivity
'
Connectivity within town
Connectors between existing green spaces
,
5) How important is the development of a Greenways and Open Space network for
maximizing the quality of life in Chowan County and Edenton?
(Please circle one answer below)
,
Very Important Important Somewhat Important Not Really Important
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6) Do you have suggestions for additional/alternate corridors or open space locations that
should be considered? If so, please describe them here:
'
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7) Where is your primary residence?
'
Within the Town of Edenton
Just outside Edenton
,
Another community in Chowan County
(Which community?)
,
Other
Any additional comments? '
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Appendix D:
Catalog of GIS Data Layers
As part of the data collection and informa-
tion management of the Chowan County and
Edenton Greenways and Open Space plan-
ning process, a new Geographic Information
System (GIS) was created. GIS allows users
of data to analyze it spatialy - that is, to
link information about a point on the ground
with a map of the spatial relationship of the
data. The system that has been created
for Chowan County and Edenton is made up
of consolidated available data layers from a
number of sources as well as some new lay-
ers created by Greenways Incorporated.
A CD-ROM (CD) of all the collected and
created layers has been transmitted to the
Edenton-Chowan Parks and Recreation De-
partment. The CD is organized into: data re-
ceived from the NC Department of Transpor-
tation (NCDOT), the NC Center for Geoprahic
and Information Analysis (NC CGIA), and data
created by Greenways Incorporated.
In addition to these GIS resources, this proj-
ect was selected as a pilot project for the US
EPA, Region 4, GeoBook process. This is a
test process that uses collected GIS data for
a specified region to help inform local land
use and resource conservation decisions.
The Chowan-Edenton Geobook CD, has also
been trasmitted to the Parks and Recreation
Department as part of this planning process.
The GeoBook CD is a complete Desktop GIS
that includes an instructional video, descrip-
tions of the various data layers, and a com-
ponent that allows internet access to infor-
mation on funding and to additional mapping
resources. The EPA GeoBook was used in
the process of delineating open space search
areas and was used as an information and
educational tool at the final public open
house.
The following list is a full account of the data
layers that are availbale on the Chowan-
Edenton Greenways and Open Space Plan
CD. It does not include the additional data
layers that are available as image files on the
EPA GeoBook CD. Greenways Incorporated
used ESRI's software products to create
all the maps and data layers. Further ques-
tions about these GIS products/data sets
should be directed to the Edenton-Chowan
Parks and Recreation Department or to the
NCDOT, NC-CGIA, or EPA - Region 4 offices.
Up-to-date information on State Natural
Heritage Areas is availble form the Natural
Heritage Program in the NC Department of
Environment and Natural Resources.
NCDOT Layers
• DOT Primary Roads
• DOT Secondary Roads
• County and Municipal Boundaries
NC CGIA Layers
• Hydrology
Streams
Lakes
Other surface waters
CATALOG OF GIs DATA LAYERS D-I
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• Public Schools
• Rail roads
• Existing Protected lands
Federal properties
State properties
Local parks
Private conservation reserves
Greenways Incorporated Layers
• African American Heritage Sites
• Proposed Sidewalks
• Proposed Bike Lanes
• Edenton Landmarks
• Existing and Proposed Boat Access
Points
• Existing Sidewalks
• Proposed Open Space
• Pilot Project
• County and Town Owned Lands
• Proposed Greenways
Additional Maps and Prepared Products
• County -wide system - JPEG file
• County -wide system - PDF file
• Town of Edenton system - JPEG file
• Town of Edenton system - PDF file
D-2 CHOWAN COUNTY & EDENTON GREENWAYS AND OPEN SPACE PLAN 6
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Appendix E:
Pilot Proiect
An early action greenway project has been
identified by the project consultants for
immediate implementation. This "Pilot
Project" will serve to link the business
and commercial interests on Virginia
Avenue and US Highway 17 to the Edenton
Waterfront. The goal of this pilot project
is to provide residents and visitors with
bicycle and pedestrian access into the
downtown of Edenton. In accomplishing
this project hotels and business that
visitors frequent would be linked to the
historic and scenic resources of the
community.
The Possibilities
The consultant has prepared a series of
before and after photographic renderings
to illustrate possible future development
of the project corridor. These illustrations
are provided on the following pages as
examples of future greenway facility
development.
This pilot project links hotels, shopping and
restaurants near the intersection of Hwy
17 Bypass and Hwy 32 with the, Hospital,
African American Cemetery and the down-
town waterfront area. Running south from
Hwy 32, the route follows Claire Road to W.
Hicks St, then continues SE to Granville St.
Along Granville Street and into the cem-
etary, the route follows new sidewalks and
eventually connects with the abandoned
rail corridor in the cemetary, terminating at
Moseley St. The corridor then winds along
W. Eden, Granville and W. Water Street to
its endpoint.
The photos below show a before and after
representation of bike and pedestrian im-
provements to Moseley Street.
PILOT PRoIKT E-1

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The photos above offer a before and after
representation of improvements that could
be made to the old textile mill property,
looking north from Moseley Street toward
the African American Cemetery.
The existing abandoned rail tracks would be
removed and replaced with a 10-foot wide
asphalt trail that would support bicycling
and walking.
At the African American Cemetery, a
new trail would be constructed along the
abandoned tracks and could be a place
where interpretive/education signage could
be installed.
From this location, the trail would proceed
north to the constructed wetlands at
the hospital. The greenway would wind
past the hospital and have its northern
endpoint at the US 17 and Virginia Avenue
intersection, near the Hampton Inn hotel
area,
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