Encouraging Trail Access: Indiana’s New Limited Liability Law

Communities across the state are working to convert abandoned railway beds to trails as part of the national “rails-to-trails” movement and establishing other bike-walk linear parks and greenways. Beyond recreation and immediate health benefits, linear trails serve as important pedestrian and bike corridors through which people access schools, jobs, food, transit, and community centers. They can provide tree canopy and refuge for wildlife. They are a source of pride for communities, contribute to increased property values and quality of life.

Unfortunately, providing neighborhood access to those trails and greenways can be a challenge, particularly in communities where pre-established private property boundaries block access to trails. Several issues may need to be addressed to establish neighborhood trail access through private property, including available space, privacy, parking, improvements, maintenance, and landowner liability. Here we focus on the concern of landowner liability.

Liability Concerns

Concern and confusion over landowner liability provide a disincentive to establishing shared-use access points on or through private property. When private property owners consider granting recreational access through their property, the question of liability remains, “If I let people walk through my property and someone gets hurt, will I be liable?” Such concern can cause private landowners to delay or deny neighborhood access. As we build more trails around the country, enabling neighborhood access is anticipated to be a growing issue.

Limited liability laws can provide statutory protection for property owners who open their land to the public. They remove a significant disincentive to providing trail access on or through private property. Lowering barriers to access is critical for communities that are establishing rail-trails, greenways, parks, and similar areas used for recreational purposes. While it doesn’t solve all the issues of access, it is an important tool in the tool chest for encouraging and enabling trail access and use.

Indiana Limited Liability Legislation for Access to Trails, Parks and Greenways

Last week Indiana House Bill 1115, authored by Representatives Carey Hamilton and Wes Culver, passed the Indiana House and Senate unanymously; on Mar 9th, 2018, it was signed into law by the governor. The Bill limits the liability of landowners for recreational access to trails, parks, and greenways. Important: the Bill does not require landowners to provide access through their property to access a trail or greenway. Rather, it limits landowner liability if someone passes on or through their property for this purpose and is injured, similar to landowner immunity for other recreational purposes such as hunting and fishing.

Indiana already has limited landowner liability for hunting, fishing, and other recreational uses. HB 1115 includes access to rail-trails, parks, and greenways.

Nora and the Monon Trail

The Indianapolis northside suburb of Nora provides a case study for the impact of disconnected neighborhoods on trail access. Nora is the proud birthplace of the world-class Monon Trail & Greenway. Paved in 1999, a 3-mile section of the trail runs north to 96th Street and south to the White River (the trail extends for several miles in both directions beyond Nora). It traverses the edges of suburban neighborhoods, the Indiana School for the Blind and Visually Impaired, nearby schools, and busy Nora Center.

Private property abuts the trail (green); properties in adjacent neighborhoods (orange) lack access unless provided through private property.

As is typical with suburban communities, many of Nora’s neighborhoods are disconnected from each other, and from a traditional urban street grid and pedestrian network. When neighborhoods exist before trail development, pre-established private property boundaries make access to trails/bikeways/greenways/other recreation challenging to retrofit.

Nearly all of Nora’s single-family residential neighborhoods adjacent to the Monon Trail lack formally established public access (approximately 560 households). In these neighborhoods, trail access occurs on or through private property, or not at all. Families might live within spitting distance, but have to drive to trailheads to get access.

Nora neighbor, Susan Wever, shares these concerns, “The edge of my property has become the entrance point for my entire subdivision and for residents of other nearby neighborhoods and apartment complexes. Dozens of people walk through my property every day to access the Monon Trail. If unable to access the Trail from my property my neighbors would have to walk (or drive!) a mile or so, along a fast and busy road that lacks a sidewalk, to get to an official trailhead.” Passage of HB1115 gives Susan peace of mind that she can continue to allow access without exposing herself and her family to unnecessary risk.

The Monon Trail is Nora’s primary pedestrian corridor. Landowner liability is a concern the Nora Alliance is working to alleviate because enabling trail access is a key component to connecting people to nature, recreation, schools, transit, food, jobs, and public services in Nora Center.

Similar State Legislation

Similar state legislation to promote recreational use of land and water are highlighted below.

Pennsylvania Recreational Use of Land and Water Act

Pennsylvania’s Recreational Use of Land and Water Act provides statutory protection for property owners who open their land to the public. The Act limits the liability, resulting from personal injury or property damage, of landowners who make their land available to the public for recreation free of charge. The purpose of the law is to encourage landowners to allow hikers, fishermen, and other recreational users onto their properties by limiting the traditional duty of care that landowners owe to entrants upon their land. So long as no entrance or use fee is charged, the Act provides that landowners do not have to keep their land safe for recreational users and have no duty to warn of dangerous conditions. This immunity from liability does not protect landowners who willfully or maliciously fail to warn of dangerous conditions. Here is a summary of the law and thoughts on how it could be strengthened:

Washington State Beach Access

Although it does not specifically address private property limited liability, cities, and counties in Washington State are required to develop Shoreline Master Programs (SMPs) that regulate development within areas near marine and freshwater shorelines. These SMPs must contain “a public access element making provisions for public access to publicly owned areas.” The WCZMP addresses public access through the local government public access plans required for SMPs, by developing and providing easily accessible information on existing public access to shoreline planners and the public. The Coastal Program also works with state agencies, local governments, and nonprofits to increase public access through land acquisition.

Maine Landowner Liability for Recreational Activity

Maine has a strong landowner liability law which protects landowners from suits by people who get hurt on their land while they are engaged in some recreational activity. The landowner is protected whether or not permission is given to using the land (Maine Revised Statutes Section 59a). This protection removes a strong motive for landowners to forbid people to use their land.

California Rights and Obligations of Owners

An owner of any estate or any other interest in real property, whether possessory or nonpossessory, owes no duty of care to keep the premises safe for entry or use by others for any recreational purpose or to give any warning of hazardous conditions, uses of, structures, or activities on those premises to persons entering for a recreational purpose, except as provided in this section.



EDIT  3/12/18: post updated to reflect signature by governor








Strong Public Support of Marion County Transit Plan

Map shows strong support for transit among central and north Indianapolis voters.

November 21, 2016
Public Support for Transit Overwhelming;
Council Urged to Vote for Full Funding of Marion County Transit Plan

INDIANAPOLIS — Today, certified Election Board results show that voters overwhelmingly voted to fund The Marion County Transit Plan with nearly 60 percent support countywide. A majority of voters supported it in 79 percent of precincts as well. Constituents approved the plan in 19 of the 25 City-County Council districts and AARP of Indiana, the Indy Chamber and the MIBOR REALTOR® Association call on the Indianapolis City-County Council to promptly pass full funding for the Marion County Transit Plan.

“The Marion County Transit Plan will create greater connectivity to jobs and educational opportunities for residents across Indianapolis,” said Mark Fisher, chief policy officer for the Indy Chamber. “Voters have acted in support. It is time now for the City-County Council to respond accordingly and vote for the 0.25% increase to fully fund the plan so our city can benefit from improved transit access as soon as possible.”

“The Marion County Transit Plan not only increases home and property values, but assures an improved quality of life for our residents and our neighborhoods,” said Chris Pryor, vice president of government and community relations with MIBOR REALTOR® Association. “We want our communities to thrive and grow. The City-County Council has overwhelming approval of its constituents and must enact the increase at the full amount and help keep Indianapolis and our region moving forward.”

The Marion County Transit Plan will provide
• 70% increase in the frequency of bus service, offering every route on every day;
• later evenings and weekend service; and
• 3 bus rapid transit lines.

“Reliable bus service means that our friends and neighbors can get to their jobs, that our parents and grandparents can get to appointments and the grocery store, and that members of the community can access shopping and businesses, said Sarah Waddle, state director for AARP Indiana. “A better connected Indianapolis is essential to building a livable community for people of all ages. We ask that the City-County Council moves forward to enact the full plan and help make that a reality.”

Transit supporters are urged to contact their councillor by phone, email, and social media to express support for fully funding the Marion County Transit Plan and keep Indianapolis moving forward.
The final vote count by City-County Council district appears below.

Council District Yes Count Yes Percentage No Count No Percentage
1 9964 65.60% 5232 34.40%
2 12581 63.60% 7185 36.40%
3 11196 63.50% 6441 36.50%
4 9412 61.60% 5870 38.40%
5 9534 57.60% 7011 42.40%
6 7678 57.80% 5608 42.20%
7 10444 68.50% 4794 31.50%
8 9451 67.80% 4496 32.20%
9 10959 70.10% 4671 29.90%
10 6035 65.00% 3244 35.00%
11 9221 72.40% 3511 27.60%
12 7361 63.60% 4206 36.40%
13 6941 64.60% 3801 35.40%
14 6145 66.10% 3156 33.90%
15 5979 57.30% 4459 42.70%
16 4451 58.60% 3139 41.40%
17 8113 71.30% 3266 28.70%
18 5799 46.20% 6765 53.80%
19 6840 56.70% 5217 43.30%
20 5339 40.40% 7867 59.60%
21 5154 53.80% 4429 46.20%
22 4379 48.40% 4671 51.60%
23 6189 48.80% 6505 51.20%
24 5774 46.90% 6543 53.10%
25 7050 43.00% 9339 57.00%
TOTAL 191989 59.40% 131426 40.60%

Indy’s Most Needed Pedestrian Walkways

Walkable cities contribute to people’s overall health, safety, and quality of life. This study prioritizes missing pedestrian walkways to help identify where investment should be focused in Indianapolis.

Although it has some very walkable areas of town, overall Indy ranks low in nationwide surveys of walkability (Walkscore.com). Recent efforts are underway in Indianapolis to enhance walkability, as demonstrated by its recently adopted Complete Streets Ordinance and the Health By Design et.al. Indy WalkWays initiative. A large land area and limited budget require the City find tools and strategies to efficiently and effectively develop and maintain its infrastructure. This includes finding ways to prioritize the types of pedestrian infrastructure needed to enhance walkability, and the location of that infrastructure.

The map shows the results from a study of Indy’s missing pedestrian infrastructure (i.e., sidewalks and multi-use paths). It reveals the gaps in pedestrian walkways and prioritizes them based on proximity to destinations, population density, and demographic factors that may contribute to an area’s particular transit needs.

Three basic assumptions are followed:

  1. You don’t have walkability without destinations.
  2. Walkways should go where people are (i.e., population density).
  3. Certain social factors, such as age, income and education, may limit people’s transportation options thus making walkways a higher need (and that need should be a factor in prioritizing pedestrian infrastructure).

High ranking walkway segments (red and orange) would be considered among Indy’s most needed walkways.

About the Map

“Missing Walkways” are shown as lines on the map where there are gaps in the existing pedestrian network. These are mapped along primary and secondary arterial roads, and collector streets hosting major bus routes, using 2014 data of Indianapolis’ existing pedestrian network* as a reference. The missing walkway segments are ranked and color-coded low (yellow) to high (red) based on their proximity to destinations combined with proximity to areas of highest population density and concentration of people who may have limited transportation options (Net Social Index). For example, segments shown in red (high priority) touch areas containing both high net population density and high scores for social indicators representing potential pedestrian infrastructure need, such as income, minority status, education, linguistic isolation, and age (2010 Census; 2013 ACS).

Missing walkway segments received scores for their proximity to 5- or 10-minute walk radius around destinations. Destinations include public libraries, college campuses, primary schools, secondary schools, vocational schools, museums, supermarkets, recreation facilities, greenways, parks, future Red Line bus rapid transit (BRT) stops, and city bus stops.

The scores for each segment are tallied and the results are used to rank the missing walkway segments from low to high in terms of their priority for future development. High ranking walkway segments (red and orange) would be considered among Indy’s most needed walkways.


The map of “Missing Walkways” does not distinguish places where sidewalks may exist along only one side of a road, or where existing sidewalks may switch back and forth between different side of the road, nor the quality of existing sidewalks. It also does not evaluate the existence of crosswalks (another essential component to the pedestrian infrastructure). The data are not field verified. Sidewalks within neighborhood subdivisions and along minor collector streets are not considered by this study.

For Further Study

This study shows one way that pedestrian infrastructure gaps can be prioritized for future investment, which is just one aspect of pedestrian infrastructure planning and management. Further areas of interest include: Where are crosswalks and what is their importance in the pedestrian network? What is the role of speed limit control in designing the pedestrian network? What additional prioritization should be considered for Safe Routes to Schools initiatives? How do accident reports factor into identifying priorities? Should we rate short segments of missing walkways higher where pedestrian infrastructure otherwise exists (e.g., prioritizing small gaps)? Where are we investing today versus where priorities have been identified? How do we balance the maintenance of existing infrastructure with the development of new pedestrian infrastructure?

Data Sources

City of Indianapolis GIS; IndianaMap; Indiana Department of Education; Indiana Department of Local Government Finance (DLGF) Property Tax Management System; The Polis Center; US Census American Community Survey 2013 5-year Estimates; 2010 Census; 2015 Federal Poverty Level; US Environmental Protection Agency (EPA) EJ SCREEN.

* Special thanks to Kevin Kastner for providing the pedestrian network GIS data used in this study and for posting on Urban Indy. See Prioritizing Missing Pedestrian Infrastructure, Saligoe-Simmel (PDF) for detailed methodology and documentation of data used in the study.