THE HELLBENDER TRAIL

Western North Carolina, nestled in the southern Appalachian Mountains, is known for its natural assets- the waterfalls, vistas, rivers, national forests, state parks, the list goes on. The outdoor lifestyle is what appeals to many of the region's residents as well as people who come to visit. However, moving around the region by walking or biking is often challenging, unsafe, or, in some cases, impossible. Currently the region has about 18 miles of disconnected multi-use paths spread out over Asheville, Black Mountain, Brevard, Canton, Fletcher, Hendersonville, Mars Hill, and Waynesville. Only one jurisdiction in the region currently has marked bike lanes (Asheville.) Simply put, walking or biking around the region currently is limited to more confident bicyclists, but many communities in our region are planning for that to change.

Over the last few decades, local governments and advocates in Western North Carolina have been working on plans for trails, greenways, multi-use paths, and other bicycle and pedestrian infrastructure to develop a safer, healthier, and more environmentally-friendly region. During this time, planning efforts have mostly focused on projects within a single jurisdiction- the Asheville Bike Plan, the Canton Bike/Ped Plan, the Laurel Park Bike/Ped Plan, etc. As many of these plans have started to be developed and implemented, the possibility of linking together local infrastructure to produce regional connections is becoming increasingly likely.

The Hellbender Trail is a concept developed from existing plans in Buncombe, Henderson, Haywood, Madison, and Transylvania counties to document a vision for region connected by trails for people to bike and walk. The name, taken from a large salamander native to Western North Carolina, is intended to reflect the natural appeal of the region, the toughness of the mountain topography, and something that has been local for a long, long time. The Hellbender Trail does not primarily try to plan connections or trails that haven’t been previously documented but intends to knit together existing and planned infrastructure from the local level to the regional. The goal of this approach is to form a regional bicycle and pedestrian network that is more than a sum of its parts, connects the communities of Western North Carolina, and enables a safe way for residents and visitors to explore our region on foot or bike. A trail network of this magnitude will require coordination and collaboration from many regional partners, including local governments, non-profits, land conservancies, and advocates.

The Regional Trail Workgroup met several times over 2019 and 2020 with final approval of the plan coming from the French Broad River MPO and Land of Sky RPO in September 2020. The following individuals served on the workgroup and provided valuable guidance on the development of this plan. The stakeholder list has expanded since adoption to include more regional partners such as non-profits, trail and healthcare organizations.

The Hellbender Trail builds upon existing and planned infrastructure to provide active transportation options to all ages and abilities to explore, move through, and enjoy our region. The network meaningfully connects communities and destinations for local residents and visitors, promoting the unique aspects of our region for mobility, access, improved health, and economic development.       

The proposed Hellbender Trail is a plan that stitches together trails from local plans to assemble clear regional connections. Sections of trail have been proposed that are not currently in local plans as a means to provide additional connections, but should be seen as early concepts that require more study before moving forward. The following adopted plans were used to help to piece together the regional trail network:

•  Henderson County Greenway Master Plan 
•  Buncombe County Greenways and Trails Master Plan 
•  Haywood County Comprehensive Bicycle Plan 
•  Transylvania County Bicycle Plan 
•  Asheville Bicycle and Pedestrian Plans 
•  Hendersonville Bicycle Plan 
•  NC 280 Corridor Bikeway Study  
•  Waynesville Greenway Feasibility Study 
•  Black Mountain by Bike 
•  Fonta Flora State Trail Master Plan 
•  Town of Mars Hill Parks and Recreation Plan 
•  Ecusta Rail Trail Planning Study and Economic Impact Analysis 
•  Bent Creek Greenway Feasibility Study 

All these plans were overlaid to examine planned bicycle and pedestrian infrastructure in the region and how connections can be made across jurisdictions.

The Regional Trail Workgroup decided early in the process that the Regional Trail Network should not include every section of existing and planned infrastructure in the region but should focus on infrastructure that is most likely to provide regional connectivity. Criteria for inclusion in the Regional Trail Network also allows for additional segments to be added in the future, when appropriate.

The criteria for inclusion for the Hellbender Trail is that (1) a segment of trail connects multiple communities in at least two counties; and (2) all segments that make up the Regional Trail Network connect to each other. This does not mean that other planned or existing sections of trails are of less significance, merely that it is worth signifying which trails may provide regional connections. Providing clear connections to other, more local infrastructure will be important to overall bicycle and pedestrian connectivity in the region.

For the purposes of this plan, a geographical limit was set to the counties that make up the French Broad River MPO and the Land of Sky RPO, including Buncombe, Haywood, Henderson, Madison, and Transylvania counties in Western North Carolina. However, connecting to and including additional counties in the future may be desirable and can be included in future amendments.

As it stands, combining the different segments to complete a connected network results in an estimated 150 miles of trail. As shown in the maps below, there are alternative routes that would change the total mileage.The segments connect the majority of the population and employment centers in the region, as well as numerous outdoor and tourism destinations. 

The chart breaks out the status of various trail systems by mileage, and the subsequent sections detail what trails make up those segments. 

In designing a well-connected trail network, it is important to consider the continuity and overarching goals of the system. While the focus of the Regional Trail Workgroup was on high-level route determination and partnerships, it was identified that accessibility, mobility and connectivity of the system are important supplemental goals. In order to be considered part of the Hellbender network, segments should generally be considered “multi-use paths” (MUPs). MUPs, sometimes called shared-use paths, are designed for both transportation and recreation purposes to be used by pedestrians, bicyclists, in-line skaters, strollers, skateboarders, wheelchair users (both non-motorized and motorized) among other users. MUPs are physically separated from motor vehicle traffic and generally do not permit motor vehicles, except in cases of trail maintenance. These facilities are paved, generally with asphalt or concrete, and provide enough width for two-way travel. MUPs should not be used to preclude on-road bicycle facilities or sidewalk facilities, but rather to supplement this system to provide a complimentary system of off-road transportation routes for bicyclists, pedestrians and other users as a necessary extension to the roadway network. Sidewalks, gravel trails, on-street bicycle lanes and similar type facilities are not considered multi-use paths and would generally not be considered for inclusion.

 As with any roadway project, multi-use path projects need to fit into the context of the multimodal corridor they are serving. There will likely be areas where topographic constraints or other natural or man-made barriers (i.e. historic properties) prevent a meaningful connection without spending a disproportionately high amount of funding. Where a MUP may not be feasible, such as a constrained downtown corridor, an on-street bicycle facility that provides adequate protection for its users may be a viable alternative. Exceptions and considerations to multi-use paths should use guidance such as the FHWA Bicycle Selection Guide to determine appropriate alternatives. 

'Hellbender' sections should be well-marked, generally be ADA-accessible and provide sufficiently wide links connecting neighboring businesses and destinations to the bicycle and pedestrian network. Consistent markings that denote segments of trail as part of the Hellbender network is important for wayfinding, in addition to distance markers helping to orient and guide users. This includes adequate signage at intersections, particularly those at roadway crossings in order to accommodate all intended users and minimize conflicts. Given the steep terrain throughout the region, consideration must be given to design speed and encouraging compatibility between bicyclists and other mixed-use (walkers, strollers, skate boards) users. Adequately wide paths and pavement markings denoting travel direction such as center lines help encourage appropriate speeds. 

In order to serve a variety of transportation needs that connect destinations, segments of the 'Hellbender' should be open on a year-round basis. Complimentary infrastructure such as emergency call-boxes should be made available. Where sections of the 'Hellbender' pass through a public park with posted hours (i.e. 6AM-10PM), an exception to this policy should be noted with local signage.  

 As bicycle and pedestrian facility design standards are often evolving, those working on the implementation should seek guidance from resources such as NACTO, AASHTO and other best practice design guidance. Detailed design alternatives were not considered by this group because exceptions to design and place-specific concerns place-specific use cases of the trails and exceptions to designs will be needed in places with physical or environmental constraints. A connection from Weaverville to Asheville may primarily serve as a commuting route and need specific designs to accommodate such traffic, while a section from Mills River to Brevard may often serve recreational users of Pisgah National Forest. Consulting with locals such as municipality staff, trail users and advocates, and maintenance crews will help practitioners understand the keys to successful trail implementation. The NCDOT cross-section below shows how a separated multi-use path can be implemented adjacent to a two-lane roadway.   

Early on in the process, the workgroup held a discussion around the collaborative naming process of the trail system. Some of the attributes that the group set out to achieve with the name included: being unique to the region, being memorable, having an ecological lens, being “marketable”, and having potential for stimulating fund raising opportunities. The group referenced other regional trail systems and the brands they embody, including the Swamp Rabbit Trail, the Carolina Thread Trail, and the Long Leaf Trace Trail. The following list of trail names was generated by the group and considered: WNC Regional Trail, Headwaters Trail System, Estatoe Trail System, Rutherford Trace Trail, and the Hellbender Trail. After considering the names, and consulting with the Tourism Development Authorities (TDAs) in the region, The Hellbender Trail was the approved name moving forward. 

The Hellbender Trail reflects many of the things that make our region special. The brand and name promotes something that is local, that reflects the natural appeal of the area, and a brand that sounds as rugged as the Southern Appalachians. In discussions with TDAs, it was noted that memorability is one of the most important aspects of branding, and the 'Hellbender' accomplishes that. Locals and visitors are likely to remember the name, in addition to the desire to market and purchase apparel reflecting the brand. The TDAs also mentioned the opportunity for the educational aspect, meaning those familiar with the trail can share and promote it among their friends and family, and increase awareness of the unique salamander that makes Western North Carolina its home.

A preliminary logo is shown below, compliments of Regional Trail steering committee member, Andrew Bowen. The next steps for the brand would entail having a design team consider the logo/icons and other branding aspects of the trail.

The 'Hellbender' salamander, also referred to by locals as “mud dogs” among other names, is the largest salamander in the western hemisphere and is native to the waters of Western North Carolina. These fully-aquatic amphibians average 20 inches in length while weighing up to four or five pounds, making them the largest salamander by weight. They have a flat head, a wrinkled body and a paddle-shaped tail which makes them adept for navigating stream bottoms. Contrary to popular belief, it is a harmless aquatic salamander that is considered a habitat specialist who occupies shallow, fast-flowing, rocky streams. The species is listed as Near Threatened on the IUCN Red List of Threatened Species, due in large part to declining habitats of cool, well-oxygenated flowing water. Due to the declining habitats, the North Carolina Wildlife Commission is currently conducting a public study to get a more accurate counts of Hellbenders in WNC.

Unlike other salamanders who often travel downstream, an individual hellbender’s range is less than half a square mile, with some being found under the exact same rocks year after year. Their current range stretches along the Appalachian Mountains, spanning from streams and rivers in southern New York to northern Georgia.

The Hellbender Regional Trail brand is meant to identify trails that provide regional connections but does not intended to usurp the importance of local names or trail brands. The Hellbender, at its most basic purpose, is meant to elevate local infrastructure, not usurp it.

An example of how regional and local brands could interact would be “the Oklawaha Greenway, a part of the Hellbender Trail.” Further work can and should be done to develop wayfinding and branding materials to make recommendations more specific.

Ultimately, local governments will be responsible for the construction and maintenance of bicycle and pedestrian infrastructure. In North Carolina, the state does not construct or maintain bicycle and pedestrian infrastructure, nor is state funding permitted to go towards standalone pedestrian/bicycle projects. Though this policy is subject to change over the course of trail implementation, it is foreseeable that local governments will be responsible for initiating the construction of new multi-use paths in the region.  Federal funds, local donations and fundraisers, and funds from Tourism Development Authorities are increasing in the region but the application of those funds is still the responsibility of local governments.

Generally, building infrastructure is not cheap. Recent greenway projects in urban areas of the region have exceeded $3,000,000/mile. While not every stretch will be as expensive, it's often forgotten that land needs to be acquired or easements provided to place the infrastructure, engineering firms need to work on designs, and construction crews are needed to physically put the trails into place. Essentially, this infrastructure requires investment and, depending on the placement and challenges of each segment, often significant investments.

More opportunities are also being made available for bicycle and pedestrian infrastructure to be constructed concurrently with NCDOT roadway projects. Multi-use paths are expected to be built as part of road projects on US 19/23 between Haywood and Buncombe counties, Swannanoa River Road, and Meadow Road. In 2019, NCDOT recently revamped its Complete Streets Policy which now allows for bicycle and pedestrian elements to be built as part of a roadway project without cost to the local government, so long as those elements are clearly identified in a plan. While this policy is also subject to change, it includes side paths and greenway crossings that could provide crucial connections between trail termini. Part of what is laid out in this plan shows areas where these opportunities may exist in the future.

Maintenance of the trail systems, primarily ensuring that the trail corridors are trimmed of brush and vegetation and that the pavement is in optimal condition, will also likely be the responsibility of the local government. Opportunities for non-profit “Friends” groups could help enlist volunteers to help with these tasks but will likely take local cooperation. This should be considered as local governments look to implement projects and apply for funding.

Although there are increasing investments in bicycle and pedestrian infrastructure, to fully realize and build out a regional trail system, more partners are needed. At the current rate of greenway construction, the full system of trails is expected to take 60-100 years. That doesn’t include other segments of infrastructure not identified in this plan that are in community master plans, some of which are considered priorities. In order to implement a regional trail network, more regional partners are needed with more coordination required across the region to make it happen.

Constructing trails, and especially trail systems, requires a community of partners to come together. Local governments are ultimately responsible for constructing and maintaining trails, but there are many other partners that can help with the process. The French Broad River MPO and Land of Sky RPO have worked with members of NCDOT and the municipalities in the five county region to begin identifying potential community foundations and partners in the region such as advocates and trail groups. This partnership and collaboration will continue throughout implementation of the trail system.

Federal funds are made available through the French Broad River MPO for projects within the MPO’s planning boundary. The MPO receives approximately $4,500,000 per year in federal funds that can be put towards bicycle and pedestrian projects that fulfill a transportation need. In the past five years, the MPO has put more than $20 million towards greenways and multi-use paths being implemented by member governments, but 20% of the project’s cost is required to come from the local government.

Other federal funds have been accessed through the statewide prioritization process, which involves NCDOT, the French Broad River MPO, and the Land of Sky RPO. This process has helped to provide funding for a greenway bridge in Brevard, a section of greenway in Asheville, and several sidewalk projects in the region. This funding also requires 20% of project funds to come from the local government.

Other partners that play a crucial role include land conservancies and non-profits. Land conservancies have helped to acquire greenway easements on planned corridors to lessen the right-of-way burden needed. Other non-profits (some of them land conservancies) have provided thousands of dollars to local governments to assist in trail construction. Conserving Carolina has pledged support to the Town of Mills River for the NC 280 Multi-Use Path and the Blue Ridge Bicycle Club has provided thousands of dollars in support of several local planning efforts.  

A regional trail requires more coordination and partnerships than currently exist. Currently, many local governments work with non-profits directly in their area. A more regional effort can help to direct non-profit fundraising to a wider area. With a Regional Trail Network, a trail does not need to exist in Asheville to provide a benefit to Asheville, and a connection or safe crossing does not need to exist in Hendersonville to provide a benefit to Hendersonville residents. Continued coordination and cooperation can help to leverage many of the activities and talents in our region to be used for a regional benefit.

The Carolina Thread Trail, based around the metro region of Charlotte, North Carolina is an example of a regional collaboration to move forward with a regional trail. The “Thread Trail” sets out to connect over 1,600 miles of trails, greenways and blueways spanning 15 counties in North and South Carolina. The project launched in 2007 with a focus on preserving natural corridors and connecting people to nature through a network of connected trails.  As of 2018, there are 260+ miles of trail open with 88 local governments collaborating on the effort. Catawba Lands Conservancy serves as the lead agency for the project, but focuses on collaboration involving local governments, businesses, community groups and regional land trusts. The Thread Trail has attributed its success to the collaborative partnerships that have taken place over the last decade.

The Thread Trail is planned, built and owned by the local communities using a collaborative and citizen-input driven approach. By having a private nonprofit entity, with no governmental power, oversee the initiative, there are less conflicts in terms of land and project ownership. Planning guidelines established by the Carolina Thread Trail encourage routing the trail across public right of way, or working with willing landowners, but relies on the local governments to manage and implement their own trail plans. There are multiple organizations capable of this work in the region and carrying out this plan will provide an opportunity for new partnerships to develop. By having a neutral, nonprofit and/or private organization manage the plan, local governments can focus on implementing and building out the trails.

While the 'Hellbender' is considerably smaller in scope than the Carolina Thread Trail, initially aiming to connect five counties with around 150 miles of trails, there is a number of takeaways to glean from the successes of the Thread Trail. The Thread Trail has been able to capitalize on the growing outdoor tourism industry while accommodating regional transportation trips around the Charlotte and upstate South Carolina region. Similarly, the Land of Sky region is desirable to so many people given the abundant outdoor recreation opportunities and the variety of shops, restaurants, and destinations. Additionally, the Thread Trail is truly a regional system, spanning a large geographic area covering metropolitan, suburban and rural areas. As the 'Hellbender Trail is built out, it plans to connect traditional downtowns such as Asheville and Hendersonville to suburban areas such as Fletcher and Canton, while reaching rural parts of the region towards Mars Hill and into Transylvania County.

While bicycle and pedestrian infrastructure is considered a local responsibility in North Carolina, the need for better bicycle and pedestrian connections is a gap in the regional transportation network. Across the region, tens of thousands of people commute across county-lines every day. An estimated 12,303 Henderson County residents commute to jobs in Buncombe County and 6,966 Buncombe County residents commute to jobs in Henderson County. This doesn’t include the thousands of trips that are made across jurisdictions to access services, health care, entertainment, and other amenities around the region. In sum, the region is a highly connected entity.

The downside to being increasingly regional is that while the region is highly connected, the region’s bicycle and pedestrian infrastructure is not. There are currently no multi-use paths that connect across county lines and most bicycle and pedestrian infrastructure has limited connectivity.

Strategically developing regional corridors is critical to reflect how people move around the region today, enhance the health of our residents, provide better access to the outdoors, and improve safety for those who cannot rely on a personal automobile to get around. 

There’s no way to sum up all the benefits to a fully realized Regional Trail Network in one section, largely because every segment of trail is expected to serve different purposes.

Sections in some of the more urbanized parts of the region may help to alleviate congested roads by encouraging more trips to be made by walking or by bike. The French Broad River MPO’s Congestion Management Process determined areas in the region that would be more likely to see a shift in modes used for trips if safe infrastructure were provided.

Some sections, especially along the Blue Line, serve to enhance access to major recreational assets in the region. These include destinations for mountain biking. Places like Pisgah National Forest, outside of Brevard, attract mountain bikers from across the country, bringing economic benefits to the region and improving the quality of life for the thousands of mountain biking residents. Similar destinations are growing in popularity in Mills River, Mars Hill, Black Mountain, and Canton.

A built out trail network will encourage friends, families and communities to interact with each other and nature, while also providing a venue for physical activities such as walking, jogging, running, in-line skating and bicycling. The associated physical and psychological health benefits of these activities is significant. To put a dollar figure on it, a 2004 Study found that for every dollar spent on trails, nearly three dollars of public health benefits are produced ( Source) .

Many Americans are aware of the need to exercise more, and providing a free, accessible means to do so can greatly increase physical activity for individuals and the community as a whole. In addition, trails and adjacent green space provide safe places for kids to play and recreate with others, which is vital in brain and social development for children. A growing body of research suggests that contact with, and merely being out in nature, improves psychological health. Cognitive function, work performance and decreased feelings of stress and anxiety are often associated with spending time in green settings, which is vital for the health of adults in the community. The social health of a community increases when an asset such as trails are able to be a safe place to experience a sense of community, while creating stronger social and familial ties.

Greenways, particularly when connected in a network, serve as highways for alternative means of transportation. Unlike our road highways, these trails and greenway networks provide safe routes for people to travel. Even with electric-bikes and new micro-mobility options on the market, the speed of which trail users travel is much lower than that of motorists. Additionally, the separation from traffic drastically reduces the number of vehicle-pedestrian and vehicle-bicyclist related accidents. The social and health care costs associated with roadway crashes could be reduced by shifting more trips to the trail network.

A network of trails offers multimodal options for users, therefore, automobiles are used less frequently, resulting in lower overall emissions and carbon dioxide levels. Additionally, increased tree density along greenway segments could mitigate air pollution by filtering pollutants in the air, helping to reduce the number of respiratory illnesses experienced by many people. People using the trails for exercise regularly will gain all the individual health benefits that cardiovascular exercise offers. This benefit is available for everyone, including the youth and elderly, who might not be able to afford or physically access exercise options elsewhere.

Building out a regional trail network not only provides more options for commuting and recreation trips, but is also a good investment of transportation funds. A regional trail has the potential of all the following economic benefits: attracting tourism and stimulating the regional economy; attracting and retaining employers and new businesses as well as their employees; increases adjacent property values; revitalizing communities along the corridor; and enhancing local natural and cultural resources. These benefits are in addition to the public health and environment benefits listed in subsequent sections.  A 2011 report from the Policy Economy Research Institute found that public investments in multi-use trails created 9.6 jobs per $1 million spent compared with 7.8 jobs per $1 million spent on roadway-only projects ( Source ). Pedestrian and bicycle projects typically require more in labor costs than capital as compared to roadway projects, so funding is allocated towards salary and wages for local and regional workers. The maintenance for multi-use paths typically requires more “hands on” tasks such as vegetation and trash removal, facilities/restroom upkeep, and mowing versus capital-intensive road maintenance such as patching potholes and repaving surfaces. According to the Rails to Trails Conservancy, the average annual cost per mile of trail is between $1,000-2000 ( Source ).

In 2012, the Friends of The Ecusta Trail, the City of Hendersonville, the Town of Laurel Park and the French Broad River MPO partnered to commission an economic impact study for the potential of the Ecusta Trail connecting Transylvania and Henderson counties. The study found that approximately $9.4 million will be returned based on tax revenues, visitor spending, health care cost savings, property value increases and direct use values. This is in addition to the initial direct cost benefits such as material costs and local jobs.

In 2018, Alta Planning on behalf of NCDOT conducted a study to evaluate the economic impact of shared use paths across four trail systems in North Carolina. The Brevard Greenway in Transylvania County was one of the four trails studied, which currently sees over 76,000 annual trips on its 4.8 mile section. The study analyzed return on investment and found that for every $1.00 spent on trail construction, $1.72 is generated annually from local business revenue, sales tax revenue, and benefits related to health and transportation ( Source ). This greenway and the surrounding outdoor industry booming in Brevard is an indicator of the economic growth that occurs when investments are made in trails.

There is significant research that supports the notion that the addition or expansion of greenspace, which would include multi-use paths, positively affects the value of nearby property. Economic benefits are generated by the expenditures associated with public and private capital investments. These investments, which are attractive for individuals, families and businesses who want to be by the desired resource, increases the price people are willing to pay for adjacent neighborhood properties. These increases also benefit the municipalities by way of additional property tax revenue. Similarly, industry and business development professionals often support the creation of trail networks by seeing the potential of year-round recreational opportunities. Developers can identify properties along the network that would be ripe for restaurants, retail and housing given the increased desire for people to live in close proximity to these amenities. New businesses and expanding sectors such as technology and healthcare can build office and retail space adjacent to the trail network, while constructing housing nearby would enable shorter commutes and recreation trips for incoming residents.

In a region that depends heavily on tourists to generate economic growth, the network would provide another destination for visitors to the region, in addition to promoting connectivity between tourist destinations. As new cafes, bicycle shops and grocers open alongside the trails, visitors and residents alike will inject new dollars into the local economy while supporting jobs from new businesses. In the Brevard Greenway study from Alta, it was found that there are 21 jobs supported through trail user expenditures, with 16 of those jobs being directly supported from trail users. These economic benefits are just some of the numerous examples of what can occur when investments in trails are made. Since the Hellbender Trail system is not built out, it can be helpful to look at an excerpt of recent visitor numbers from nearby trail systems.

Transportation infrastructure provides people with the mobility to access goods and services, allows emergency vehicles to quickly get to people in need, and generally keeps the regional economy moving. A byproduct of a transportation system built largely for motor vehicles, however, is the toll it can take on the environment through increased emissions that decrease air quality and stormwater runoff that damages streams and causes erosion. While a regional greenway network is not a panacea for these issues, greenway infrastructure has been an example of how detrimental impacts from transportation can be reduced and provide a environmental asset to surrounding communities.

Cars release toxins into the environment- particulate matter, volatile organic compounds (VOCs), nitrogen oxides, carbon monoxide, and greenhouse gases. These toxins, in large enough concentrations, can can cause damage to human bodies and the environment at-large. People living in close proximity to highways are more likely to face a number of health challenges from decreased air quality and transportation is now considered the largest source of greenhouse gases. According to a New York Times analysis from 2019, total emissions have increased by 59% in the Asheville metro region since 1990. This is an 8% increase per person, meaning emissions from driving grew faster than the population did during the 1990-2017 study period. While it is not expected that the Hellbender Trail will cause people to abandon their personal vehicles, a reasonable expectation is that it can help to reduce the number of trips individuals need to make with their cars, enabling a potential decrease in emissions.

Another problematic byproduct of the transportation system is stormwater runoff. Stormwater is rain that accumulates on impermeable surfaces (roads, parking lots, buildings, even greenways (asphalt surfaces), etc.) and runs off into the surrounding environment. Significant stormwater runoff can build up, flowing into streams and rivers and carrying roadway pollutants with it. On the way to the streams and rivers, stormwater can cause erosion to areas without significant vegetative build-up and as more areas are covered with impermeable surfaces, that means more stormwater going directly into the streams and rivers, causing streams and rivers to see rapid increases in water levels. Green space surrounding the corridors helps to mitigate stormwater runoff while serving as a natural filter, trapping pollutants from urban runoff in order to keep our water and streams healthy. Greenway projects, many of which follow streams and rivers, often allow for additional greenspace and stormwater mitigation efforts to preserve the health of our region's waterways.

Given the rich cultural history around the natural features in this region, there is emphasis on preserving and appreciating the mountains and streams that encompass the area. Given the name and branding aspects of the trail, the 'Hellbender' can raise awareness of the special natural resources that are unique and vital for Western North Carolina. This shared knowledge can help individuals and communities connect back to nature and become stewards to the natural world while providing substantial steps towards a more environmentally-friendly transportation system. 

While this document provides a high-level overview of how our regional trail system could be developed, it is important for each municipality to continue implementing their local trail systems while supporting policies and ordinances that encourage regional trail development. Each municipality should continue to coordinate with their MPO/RPO partners, state DOT, in addition to the selected non-profit partner(s) who will potentially oversee fundraising and trail promotion.

The Hellbender Regional Trail plan was adopted by the French Broad River MPO Board on September 24, 2020.

The next steps to implement this plan are as follows: 

1. Continue to hold Hellbender workgroup meetings

2. Further discussion on partnerships, particularly to identify potential non-profit partner(s) for fundraising and promotional efforts

3.  Provide official guidelines on branding and wayfinding for the Hellbender Trail. This would entail logo design, trail incorporation, marketing efforts, etc.

4.  Consider an Economic Benefits Study to help make the case for trails and greenways in the region

5.  Consider how regionally significant bicycle and pedestrian projects could be made eligible for Regional Impact funds through SPOT

6.  Coordinate to direct funding towards projects that are gaining momentum and may need more study