Connellsville Gateway to Gateway Master Plan

Connellsville

Gateway To Gateway Master Plan

BRC TAG # 13.6-594 October, 2009 This project was funded in part by a grant from the Community Conservation Partnership Program, Keystone Recreation, Park, and Conservation Fund under the administration of the Pennsylvania Department of Conservation and Natural Resources, Bureau of Recreation and Conservation.

CITY CO U N C I L Mayor Judy Reed Terry Bodes David McIntire Brad Geyer Charles Matthews

T H E PR OG RE S S F U N D ( TRA I L TOW N PROGRAM) Cathy McCollom

CO NNE L L SVI LLE RE D E V E LO PME N T AUT H ORI T Y Michael Edwards

DC N R Tracy Stack Laura Imgrund

DC E D Jack Machek Joy Ruff

AL L E G H ENY T RA I L ALLI A NC E Linda Boxx

W I D M E R EN G I N E E RI N G Glenn Wolfe

M A C KI N ENG I N E E RI N G Robert Genter

PENNSYL VAN I A EN V I RO N M E N TAL C OUN C IL Jim Segedy

CONNE L L SVILLE TRA I L TOW N TASK FORC E Ted Kovall Bryan Kisiel Michael Edwards Dexston Reed Glenn Wolfe Karen Heckler Linda Boxx

acknowledgements

A special thanks go to all of the citizens of the City of Connellsville for their enthusiasm and input during this study. Also, the contribution and input of the following individuals were important to the successful development of this plan:

Mayor Judy Reed Mike Comisky Nino Marandino Pat Tremble Ralph H. Wombacker Todd Reagan Tom Rusnack Toni Tessaro

YOUG H PA R K M AST E R P LA N CO MMIT T E E S TEWA RT’S C RO S S I N G M AST E R PL AN COMMIT T E E

EXECUTIVE SUMMARY .................................................................... 1 HOW AND WHY WAS THIS PLAN CONCEIVED? ................................................. 9 WHY ARE TRAILS IMPORTANT? ...................................................................... 9 WHAT IS THE PURPOSE OF THIS PLAN? ........................................................... 9 WHAT IS THE STUDY AREA? ........................................................................ 10 WHAT IS INVOLVED IN MASTER PLANNING? .................................................. 13

CHAPTER 2: BACKGROUND INFORMATION ...........................15 WHERE IS CONNELLSVILLE IN THE SCHEME OF THINGS? ................................ 17 AN OPPORTUNITY FOR A NEW INDUSTRY AND ECONOMIC GROWTH...................................17 CONNECTING TRAIL TO TOWN ......................................................................................17

EXISTING PLANNING EFFORTS ...................................................................... 18 STEWART’S CROSSING MASTER PLAN (2008) ...............................................................18 YOUGH PARK MASTER PLAN (2008) ..........................................................................18 MEMORIAL BRIDGE IMPROVEMENTS ..............................................................................19 CRAWFORD AVENUE BRIDGE REDESIGN ........................................................................20 CONNELLSVILLE, SOUTH CONNELLSVILLE, AND CONNELLSVILLE TOWNSHIP COMPREHENSIVE PLAN (2009) .........................................................................................................20 THE CONNELLSVILLE COMMUNITY DESIGN WORKSHOP (2008) .......................................22 INTER-CITY LOOP TRAIL .............................................................................................22 SHEEPSKIN TRAIL ......................................................................................................22 COAL AND COKE TRAIL .............................................................................................23 THE YOUGHIOGHENY RIVER AND WATER TRAIL..............................................................23

CHAPTER 3: SITE ANALYSIS .........................................................25 THE SITE ANALYSIS IDENTIFIES OPPORTUNITIES AND CONSTRAINTS FOR TRAIL DEVELOPMENT............................................................................... 27 BASE MAPPING..........................................................................................................27

3 STREET AREA SITE ANALYSIS ................................................................. 27 RD

EXISTING ZONING AND LAND USE ...............................................................................27 NATURAL FEATURES ...................................................................................................28 OPPORTUNITIES FOR IMPROVEMENT ..............................................................................28

INDUSTRIAL GATEWAY SITE ANALYSIS .......................................................... 33 EXISTING ZONING AND LAND USE ................................................................................33 EXISTING SITE FEATURES ............................................................................................33 NATURAL FEATURES ...................................................................................................33 OPPORTUNITIES FOR IMPROVEMENT ..............................................................................33

CHAPTER 4: DESIGN PROCESS ....................................................37 WHAT WAS THE DESIGN PROCESS? ............................................................... 39 PUBLIC PARTICIPATION PROCESS................................................................... 39 DESIGN GUIDELINES ................................................................................... 41 ADA ACCESSIBILITY ...................................................................................................41

ta b le o f c o n ten ts

CHAPTER 1: PLAN INTRODUCTION ............................................ 7

PARK SUSTAINABILITY GUIDELINES...............................................................................41 GREEN PRINCIPLES FOR PARK DEVELOPMENT AND SUSTAINABILITY ..................................43

DESCRIPTION OF CONCEPT/DRAFT PLANS ..................................................... 43 FIRST AND THIRD ENLARGEMENT CONCEPTS .................................................................43 INDUSTRIAL GATEWAY CONCEPT DRAFT ........................................................................47

CHAPTER 5: RECOMMENDATIONS ............................................49 PROJECT GOALS ......................................................................................... 51 ECONOMIC OPPORTUNITIES .........................................................................................51 TRAIL IMPROVEMENTS .................................................................................................51

RECOMMENDATIONS .................................................................................... 52 OVERALL CONNELLSVILLE PLAN ...................................................................................52 STEWART’S CROSSING MASTER PLAN ............................................................................57 YOUGH PARK MASTER PLAN .......................................................................................61 THIRD STREET AREA MASTER PLAN..............................................................................65 1. TORRANCE AVENUE BIKEWAY ..........................................................................69 2. RIVERSIDE REDEVELOPMENT ............................................................................75 3. NORTH FIRST AND THIRD STREETS PLANTING ..................................................78 4. VILLAGE GREEN .............................................................................................83 5. THIRD STREET STREETSCAPE IMPROVEMENTS ....................................................87 6. THIRD STREET RESIDENTIAL INFILL ..................................................................88 7. HISTORIC RESTORATION AREA .........................................................................89 8. MEASON STREET RESIDENTIAL REDEVELOPMENT ..............................................90 9. CRAWFORD AVE STREETSCAPE IMPROVEMENTS .................................................91 10. THIRD AND CRAWFORD REDEVELOPMENT AREA ..............................................93 11. FIRST AND CRAWFORD REDEVELOPMENT AREA ...............................................99 12. HILLSIDE SCREENING ..................................................................................103 13. SOUTH FIRST AND THIRD GREENING AND OVERLOOK ....................................104 14. FACADE IMPROVEMENT AREA ......................................................................111 INDUSTRIAL GATEWAY MASTER PLAN ..........................................................................113 15. BICYCLE RAILING ALONG STEEP SLOPES.......................................................117 16. VEGETATIVE SCREEN ...................................................................................119 17. MURAL PROJECTS .......................................................................................120 18. INDUSTRIAL PORTAL AND OVERLOOK............................................................121

OPINION OF PROBABLE CONSTRUCTION COSTS ............................................ 125 PHASING PLAN ......................................................................................... 126

APPENDICES .................................................................................. 127 • • • • • •

Funding Sources Potential Residential Riverfront Redevelopment Ballfield Options Shared Use Lane Information Market Background Permeable Paving Information

e xe c u tiv e s um mar y

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The purpose of this Plan is to identify trail improvements and economic development opportunities that will enhance the trail experience, improve the local economy, and increase the quality of life for Connellsville residents and trails users.

Several broad recommendations include: •

Strengthen Crawford Ave as a “Main Street.” This is done by concentrating commercial / mixed use redevelopment and façade improvements within a couple of blocks of the bike lanes on 3rd Street.

•

Strengthen the Residential Area North of Crawford Ave. This is accomplished with residential redevelopment and infill, historic restoration, and new park development.

•

Create Bicycle Gateways. A gateway at both trail entrances into Connellsville not only identifies the City boundary, but starts to describe the character and creates anticipation to a destination.

•

Create Vehicular Gateways. This includes vehicular oriented gateways at the intersections of Route 119 / Pittsburgh Street and Route 119 / Crawford Street to welcome visitors and direct people towards downtown and trail access.

•

Improve the Streetscape. Major streetscape improvements along Crawford Ave focus on creating a pedestrian and bicycle oriented environment.

•

Create Bicycle Plazas. Creating spaces for bicyclists to stop, park their bikes, rest, and get information about local businesses further facilities trail-related tourism and economic opportunities.

•

Employ Environmentally Sustainable Design and Construction Solutions. Using sustainable practices not only protects the environment but also improves the quality of life.

•

Provide Bike Loops Connecting Commercial Activities.

exe cu t ive s u m m ar y

The Trail Town Program, an initiative of The Progress Fund and the City of Connellsville, have long recognized the economic benefits of the Great Allegheny Passage (GAP) for Connellsville. The GAP is a 150-mile biking and hiking path connecting Pittsburgh to Cumberland, MD and on to Washington DC through the 185 mile long C & O Canal Towpath. As a Trail Town, the City of Connellsville seeks to better connect “trail and town.”

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CONNELLSVILLE GATEWAY

GATEWAY MASTER PLAN

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N Pittsburgh Street

N Meadow

N Arch Stre et

N Water Stre et

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N 4th Street

N 5th Street

N 6th Street

N 7th Street

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E Apple St reet S 2nd Street

S` 3rd Street

S 4th Street

S 6th Street

S 7th Street

S 8th Street

S 9th Street

Gateway to Gateway Master Plan

Current Bridge Redesign

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Downtown Master Plan E Fairview

Ave

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LEGEND

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Facade Improvement Area Commercial / Mixed Use Redevelopment Historic Restoration Residential Infill Park Land Vehicular Gateway Bicycle Gateway Streetscape Improvements Great Allegheny Passage Inter-City Loop Trail Coal & Coke Trail Connector Bicycle Plaza Existing Boat Launch Boat Docks

OVERALL CONNELLSVILLE PLAN

INCOPRPORATED

c ha p ter 1 : pl an i n t r o d u c t i on

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As a Trail Town, the City seeks to better connect “trail and town.” By definition, Trail Towns are small town centers of commerce for bikers, visitors, and residents. Just as other Trail Towns have benefited from the GAP, both economically and recreationally, Connellsville would like to take full advantage of the new and growing trail-related tourism industry. As a result, Pashek Associates was hired to lead the development of the Connellsville Gateway to Gateway Master Plan.

plan int r oduct i on

The Trail Town Program, an initiative of The Progress Fund and the City of Connellsville, have long recognized the economic benefits of the Great Allegheny Passage (GAP) for Connellsville.

The GAP is a 150-mile biking and hiking path connecting Pittsburgh to Cumberland, MD and on to Washington DC through the 185 mile long C & O Canal Towpath. The GAP runs through the City crossing Crawford Ave, the “Main Street” of Connellsville.

chapte r 1:

HOW AND WHY WAS THIS PLAN CONCEIVED?

WHY ARE TRAILS IMPORTANT? The trails of the Connellsville area have the potential to become the defining feature of the community for years to come. The convergence of multiple trails, both land and water based, can have a significant impact on the Connellsville community.

Trails provide a multitude of recreational opportunities for people of all ages and abilities. They attract users because of the vast array of opportunities that come with them…..the opportunity to walk, run, bike, blade or paddle; to enjoy the scenery, to exercise, to see the wildlife, be active, to be alone, to be with friends…the list goes on and on. It is because of this vast potential that trail users have rapidly become one of the largest recreational user groups nationwide. They come from the local community, from other places close-by, and from greater distances away, an economic opportunity for Connellsville.

WHAT IS THE PURPOSE OF THIS PLAN? The purpose of this Plan is to identify trail improvements and economic development opportunities that will enhance the trail experience, improve the local economy, and increase the quality of life for Connellsville residents and trails users.

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All recommendations proposed by the Gateway to Gateway Plan seek to: Protect the Natural Environment • apply sustainable stormwater Best Management Practices • increase plantings to convert CO2 to Oxygen and reduce the heat island effect • preserve habitat and wildlife Provide Community Benefits • such as places for community events and social gatherings • offer opportunities for physical exercise • establish places to safely enjoy the natural and built environment Provide Economic Benefits • attract businesses and their employees to the area • increase property values • increase tourism

WHAT IS THE STUDY AREA? This Plan covers areas along the GAP as it travels through the City of Connellsville. The Trail follows just across the Youghiogheny River, from the northwest most point of the City at Stewart’s Crossing, through Yough Park, along the 3rd Street bike lane crossing Crawford Ave, and through an industrial area to the edge of the City limits.

The Plan takes into consideration recently completed plans for Yough Park, Stewart’s Crossing, and Downtown Connellsville along with other regional trail plans and proposed improvements for the Memorial and Crawford bridges. The Gateway to Gateway Master Plan particularly focuses on the area between 4th Street and the Youghiogheny River and the section of trail traveling through the industrial section of Connellsville.

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WHAT IS INVOLVED IN MASTER PLANNING? This Master Plan process involves a number of steps, including the following: • Chapter 2 - Background Information o Describe how this Study fits in with the City of Connellsville. o Review existing planning efforts related to this Study.

• Chapter 3 - Site Inventory and Analysis o Analyze existing natural and cultural conditions within the study focus area in order to identify opportunities for improvements.

• Chapter 4 - Public Design Process o Gather input through public participation (i.e. public input sessions, study committee meetings, key person interviews) that encourages collaboration with interested citizens to identify future recreation and economic development policies. o Present Concept Plans.

• Chapter 5 - Recommendations and Implementation o Identify potential economic development opportunities along with potential relocation sites for incompatible businesses located within the study area. o Prepare an overall Master Plan along with selected enlargement Plans identifying specific projects and associated recommendations. o Estimate construction costs for both the economic development opportunities and proposed trail improvement projects. o Preparation of a phased capital improvements plan identifying strategies for development.

• Appendices o Funding Sources o Potential Residential Riverfront Redevelopment o Ballfield Options o Shared Use Lane Information o Market Background o Permeable Paving Information It is essential to note that the Master Plans are meant to be a flexible tool for planning. Specific details of the design and the final locations of facilities may be adjusted through subsequent design.

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c ha p ter 2 : back g r o u n d i n f ormation

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WHERE IS CONNELLSVILLE IN THE SCHEME OF THINGS? The City of Connellsville is located in Fayette County, Pennsylvania at the foothills of the Laurel Highlands. The Youghiogheny River flows through the City and the Great Allegheny Passage (GAP) connects the City to the heart of Ohiopyle State Park just 17 miles away.

The GAP has become an attraction for many from outside the area. The trail is designed as a non-motorized, shared-use, recreational trail for bicycling, walking, fishing and canoe access, hiking, nature study, historic appreciation, cross country skiing, picnicking, and “in-part” horseback riding. Now, with the recent connection of the Sheepskin Trail, that will eventually connect to other regional trails; with the proposed Coal and Coke Trail connection, the development of an Inter-City Loop Trail, and the designation of the Yough River Water Trail, there is great attraction for visitors and trail users from around the region and beyond.

backgr ound i nf or m at i on

No longer a great capital of industry producing coal and coke, the City is now searching for a new source of economic growth and job creation. The GAP has created a new hope for Connellsville’s economic recovery by bringing in trail-related tourism. The GAP has generated millions of dollars in trail-related revenue and new jobs for its Trail Towns.

Connellsville is looking to capitalize on this opportunity.

c h a p ter 2:

AN OPPORTUNITY FOR A NEW INDUSTRY AND ECONOMIC GROWTH

CONNECTING TRAIL TO TOWN Fortunately, the GAP already crosses the west side of Crawford Avenue, Connellsville’s “Main Street.”

There are two distinct development characteristics along Crawford Ave, separated by the Youghiogheny River. The east side consists of the original historic downtown area with taller buildings hosting banks, offices, some retail, and restaurants. The west side consists of a more recent development pattern with two story buildings housing more retail-oriented businesses. Making improvements to both sides of Crawford Ave will help make Connellsville a successful Trail Town.

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EXISTING PLANNING EFFORTS Currently, there are several planning and construction projects underway or recently completed within the City of Connellsville. Several that directly relate to the GAP include:

STEWART’S CROSSING MASTER PLAN (2008) This master plan, developed by Widmer Engineering and David Reagan, creates an exciting plan for park development on the northern bicycle gateway of the GAP into the City. Recommendations include improved trail head parking, trail realignment, overlook, amphitheater, restrooms, and historical interpretation relating to Stewart’s Crossing. Recently, a kiosk describing Connellsville and its history along with a sculpture serving as a physical gateway have been built in this location. The next phase will be improvements to the parking lot near the gateway.

YOUGH PARK MASTER PLAN (2008) Next, the GAP passes through Yough Park in which Mackin Engineering has recently completed a master plan. Currently, Yough Park offers a variety of amenities for trail users including parking, picnic shelters, a playground, river access, visitor information, an ice cream shop, recreational facilities, historic sites, and restrooms. The park also includes an area operated by the Connellsville Historical Society that includes the Colonel Crawford Cabin, a spring house, picnic shelter, and open lawn area.

This park will serve as the hub of the regions trails. The first phase of construction began in the summer of 2009 and includes a kiosk plaza with tables and umbrellas, chairs, geranium garden area, flowering trees, decorative lighting and landscaping; relocation of a chain-link fencing at the municipal authority’s sewage pumping station; removal of the boardwalk and lawn restoration after demolition.

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MEMORIAL BRIDGE IMPROVEMENTS Recently redesigned by PennDOT to better accommodate pedestrians and bicyclists, this bridge serves as a key connection for the Coal and Coke Trail extension and the Inter-City Loop Trail.

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CRAWFORD AVENUE BRIDGE REDESIGN Mackin Engineering has recently looked into pedestrian and bicycle improvements for this bridge. The bridge serves as a major connection between the GAP and downtown Connellsville. The report concluded that the existing bridge structure will support new cantilevered brackets for a widened 8 or 10 foot sidewalk on one or both sides of the bridge.

CONNELLSVILLE, SOUTH CONNELLSVILLE, AND CONNELLSVILLE TOWNSHIP COMPREHENSIVE PLAN (2009) This Plan, completed by Mullin and Lonergan and Pashek Associates, has recently looked into revitalizing the area, particularly downtown Connellsville. The plan recognizes that bicyclists and other tourists need places to eat, sleep, and shop. In addition, they need appropriately located bike racks to temporarily and safely store their bikes while they explore the area’s amenities. The urban, city experience that downtown Connellsville offers bicyclists and other tourists could be enhanced with the addition of restaurants, hotels, shops, circulation improvements, and better signage to direct trail users to area amenities, including “share the road” signage.

In order to take advantage of the tourism generated by the GAP and to create a dense central core, the Comprehensive Plan calls for concentrating reinvestment activities within an area defined by Prospect Street, Fairview Avenue, Water Street, and Apple Street. In particular, major reinvestment activities are located along Pittsburgh Street, Crawford Ave, and North Meadow Lane within this defined area.

A Downtown Master Plan was created as part of the Comprehensive Plan. Proposed improvements include: • Commercial / Mixed Use Redevelopment – Identifies properties in which commercial infill, reinvestment, and redevelopment will contribute to the density and vitality of downtown. The

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Plan identifies a hotel redevelopment site and the Mongell property across the River as key redevelopment properties for the downtown area.

• Historic Restoration – Identifies historically significant buildings such as the Brimstone and Aaron buildings along with buildings in key locations within downtown.

• Bicycle Facilities Improvements – Identifies opportunities in which improved bicycle facilities will allow bicyclists traveling along the GAP to conveniently access downtown and its amenities, including an Inter-City Loop Trail and bike plaza for lockers, bike racks, kiosk, and seating.

• Streetscape Improvements – Identifies Pittsburgh Street, Crawford Avenue, and North Meadow Lane as streets in which public right-of-way improvements will contribute to the overall character, and function of downtown. Streetscape improvements include street trees, new sidewalks, brick crosswalks, light posts, bump outs at intersections, and screened parking lots.

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THE CONNELLSVILLE COMMUNITY DESIGN WORKSHOP (2008) The Pennsylvania Environmental Council and Studio Three facilitated this three day workshop designed to motivate and gather ideas from the community. Four primary concepts were developed: • Visitors to Connellsville who utilize the Great Allegheny Passage create demand for lodging and other retail opportunities along Crawford Avenue and Downtown Connellsville; • A community catering to outdoor recreation, particularly bicycling, should have activities and areas that are pedestrian in scale and accessibility; • Connellsville should be viewed as a gateway to the Laurel Highlands and as a hub for recreation and tourist activities and tourism support; • While tourism and the Great Allegheny Passage are tremendous catalysts for Connellsville, the revitalization efforts must first meet the needs of the local residents and businesses.

Recommendations included façade and streetscape improvements, new public spaces, in addition to pedestrian and bicycle improvements to the Crawford Avenue Bridge.

INTER-CITY LOOP TRAIL To further enhance the Great Allegheny Passage, the City is in the process of planning a 1.5 mile inter-city loop trail that will connect local residents and downtown business people to the park and trails, and will also provide access for trail users to a host of City attractions.

SHEEPSKIN TRAIL The Sheepskin is a rail-trail project that cuts through the heart of central Fayette County. Still in the early stages of development, it is a missing link to a nationally significant trail system. To the north, it will link

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with the Pittsburgh-to-Washington DC Rail-Trail Network and the American Discovery Trail. To the south, it will link with the West Virginia Rail-Trail System, and the American Discovery Trail. As a recreational greenway, the Sheepskin will link the Youghiogheny, Monongahela, and Cheat River watersheds—making it a significant greenway.

The Sheepskin is entirely in Fayette County, Pennsylvania, and will run approximately 33 miles from Dunbar Township (at the GAP) to Point Marion Borough (at the Mon River Trail connection).

The initial 2.2 miles of the Sheepskin Trail, located in Dunbar Township, opened on Memorial Day 2008 as a spur trail off of the GAP.

COAL AND COKE TRAIL The Coal & Coke Trail is a 5 1/2 mile-long trail linking the Westmoreland County communities of Mount Pleasant and Scottdale.

The Trail provides outdoor recreational opportunities for walkers, joggers, bikers, hikers, and cross-country skiers.

There are future plans to also provide a link to the West Overton Museum. The City of Connellsville proposes a connection of the Coke and Coal Trail with the GAP and its planned Inter-City Trail within the City limits.

THE YOUGHIOGHENY RIVER AND WATER TRAIL The Pennsylvania Environmental Council is in the process of developing an official water trail along the Youghiogheny River. The Yough River, by itself, is an exceptional recreational attraction for the Connellsville area. In combination with other local facilities, it becomes a hub of recreation for the entire region. It provides a wide variety of recreational opportunities. The most apparent are fishing, boating, canoeing, and kayaking. Additionally, many simply enjoy walking, sitting, picnicking, or relaxing along the river’s edge.

As a Trail Town, the addition of a water trail will provide added recreational and economic opportunities for the Connellsville area. A water trail map will be published by the PA Fish and Boat Commission early in 2009.

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c ha p ter 3 : s i t e a n a l y si s

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THE SITE ANALYSIS IDENTIFIES OPPORTUNITIES AND CONSTRAINTS FOR TRAIL DEVELOPMENT The next step in the Master Plan process is to analyze existing natural and cultural conditions within the study focus area in order to identify constraints and opportunities for improvements. Since other planning efforts have already covered Stewart’s Crossing and Yough Park, the Site Analysis for this Plan covers two areas along the GAP in Connellsville; the 3rd Street Area and the Industrial Gateway on the southern border of Connellsville Borough.

3RD STREET AREA SITE ANALYSIS EXISTING ZONING AND LAND USE

site anal ys i s

A base map of existing conditions was prepared from aerial photography and GIS information. This mapping was supplemented with field observations conducted in 2009

by Pashek Associates.

c h a p ter 3:

BASE MAPPING

The GAP travels through four types of land use areas within Connellsville. When entering the City from the north, one travels the GAP through two parks, Stewart’s Crossing and Yough Park. As mentioned in the previous chapter, there are plans to improve these green spaces for both City residents and trail users.

Next, the trail turns into a bike lane on 3rd Street as it intersects with 1st Street. Views of the overflow park lot, residential neighborhood, and the Laurel Highlands can be seen at this intersection. This area includes mostly single-family homes with a few commercial businesses mixed in. Some of these businesses are incompatible with residential land use. There is also potential for infill housing within this area.

The GAP comes at a major crossroads at Crawford Ave, the west side “Main Street” area of the City. Crawford Ave hosts several retail establishments including some bike-related businesses.

An existing stop light allows for safe crossing, including a push button for trail users. It is at this point, trail users can make a decision as to whether they would like to stop in Connellsville to explore and spend money. Here, the proposed Inter-City Loop Trail turns onto Crawford towards downtown. Further down Crawford is another important intersection at 1st Street. Here, views of downtown can be seen, potentially enticing trail users to venture further into the historic business district.

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Finally, the trail travels through a more industrial section of the City. Here, a few institutional and commercial properties transition into the industrial heritage of the City. The bike lanes turn back into a trail along the River.

In essence, the trail user is able to see several different qualities of Connellsville. Enhancing each of those areas will entice the trail user to stop in Connellsville.

NATURAL FEATURES As in most urban areas, natural features are limited. The following are natural features that may affect opportunities for development within the study area.

The soils for this area are exclusively Monongahela silt loam with zero to two percent slopes (MoA). The parent material is old alluvium derived from sandstone and shale and are moderately well drained. Even though well developed, most of this area from Crawford Ave north is within the floodplain.

Therefore, any proposed buildings north of Crawford Ave should require provisions for flood proofing.

Steep slopes exist along the Youghiogheny River limiting building development. The GAP itself has very little grade change making it accessible to anyone.

A riparian buffer exists along several areas of the Youghiogheny River. Riparian buffers are areas of vegetation along waterways that protect water quality and stabilize stream channels. Vegetated areas along streams and rivers are of significant ecological importance as they: • • • •

Slow and reduce flood waters through infiltration and root absorption Improve water quality by filtering stormwater runoff Recharge groundwater Provide canopy cover that shades and cools streams, thus improving habitat conditions for in-stream organisms • Provide habitat for a variety of birds and small mammals, including access to shelter, food, and water

The riparian buffer along the Youghiogheny River should be protected by limiting major development within the buffer area.

OPPORTUNITIES FOR IMPROVEMENT

• Several planting opportunities include: o The intersection of 1st and 3rd Streets by Yough Park on City owned land. Cleaning up this area would create a better welcome for trail users coming in from the north.

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o The southeast corner of Crawford Ave and 1st Street. An excessive amount of pavement exists in this area near the bridge. o The small hillside near the southern end of the 3rd Street bike lanes. Plantings would soften large industrial buildings. In addition, excessive amounts of pavement surround the daycare center.

• An overlook opportunity exists at the southern end of 3rd and 1st Streets.

• Streetscape improvements along Crawford Ave would create a more pedestrian and bicycle-oriented environment.

• Redevelopment and infill opportunities exist within the residential area and along Crawford Ave. • Strengthening key intersections including 1st and 3rd by Yough Park, 3rd and Crawford, and 1st and Crawford.

• Strengthening each of the four general land use areas.

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CONNELLSVILLE GATEWAY

TO

GATEWAY MASTER PLAN

Meason Street

N 1st Street

N 2nd Street

N 3rd Street

N 4th Street

S 2nd Street

S` 3rd Street

S 4th Street

S1 st St re et

W Crawford Ave

LEGEND

Yo ug hio gh en yR ive r

Potential Infill / Redevelopment Incompatible Use Potential Park / Green Space Key Trail Intersection / Node Planting Opportunity Great Allegheny Passage Bicycle Loop Trail “Main Street” Commercial Area Residential Area Institutional / Industrial / Commercial Area Park Area Major Downtown Connection

3RD STREET AREA - SITE ANALYSIS

INCOPRPORATED

INDUSTRIAL GATEWAY SITE ANALYSIS EXISTING ZONING AND LAND USE The entire area along the GAP from the southern intersection of 1st and 3rd Streets to the southern City border is zoned industrial. Here, the GAP passes by a large industrial area on one side and the River on the other before heading out of the City and into forested land.

EXISTING SITE FEATURES •

• • • •

Chain link fencing separates the trail from Allegheny Power, the largest property holder in this area.

Split rail fencing separates the trail from an access road leading to the Youghiogheny Glass Factory.

Six foot high chain link fencing acts as a safety barrier between trail and steep slopes down to the River.

Chain link gate allows for trail maintenance access.

A mural on the silos at the Youghiogheny Glass Factory incorporates factory glass pieces.

NATURAL FEATURES The natural features in this area are similar to those in the 1st and 3rd Street Area. Wetland type plants were observed at the southern City boundary.

OPPORTUNITIES FOR IMPROVEMENT •

Space for planting a small screen exists along the chain link fence near the Glass Factory.

•

Improving site distances and views for bicyclists where the trail narrows and turns. The existing six foot tall chain link fence obstructs views.

•

Several blank walls, whether on buildings or retaining walls, presents opportunities for murals.

•

Interpreting the current and historical legacy of industry in Connellsville.

•

Space for creating a portal-like gateway entering the City from the south exists.

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CONNELLSVILLE GATEWAY

GATEWAY MASTER PLAN

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Leisenring Ave

Glass Industry

Graham Ave

S` 7th Street

S 8th Street

Allegheny Power

et

Allegheny Power

Yo u

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gh

h ec Be

iog

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Green Street

LEGEND Planting Opportunity Existing Wetland Existing Trail Maintenance Access Great Allegheny Passage Mural Opportunity Existing Bench Existing Murals on Silos Industrial Area Park Area Narrow Point in Trail Chain Link Fence

INDUSTRIAL GATEWAY - SITE ANALYSIS

INCOPRPORATED

c ha p ter 4 : des i g n p r o c e ss

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WHAT WAS THE DESIGN PROCESS? This chapter describes how the master plan was developed. Together with the inventory and analysis, public participation played a key role in helping the consultant develop the final master plan. Local community members and officials revealed more specific information about the site to the consultant and helped guide the development of several Concept Plans. The Concept Plans were revised according to feedback given by the public. Design Guidelines were also developed to guide requirements. Finally, the draft version was refined into the Final Master Plan, which is described in the Recommendations and Implementation Chapter.

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•

•

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design pr oces s

Public participation in the design process is important in ensuring that the final master plan reflects community needs and is fully supported by local decision makers and members of the community. The public participation process for this study included:

c h a p ter 4:

PUBLIC PARTICIPATION PROCESS

Yough Park Master Planning Coordination - The Yough Park Master Plan was developed concurrently with this project by Mackin Engineering. We have included the final master plan, and have included their phasing and cost estimates where appropriate in our phasing of the projects for this master plan. We met three times on-site to review the master planning efforts.

Stewart’s Crossing Master Plan Coordination - We communicated at meetings and through the exchange of planning information with Widmer Engineering, the principal planning firm for this master plan. Their cost estimates and phasing were also incorporated into this plan. The Widmer representative attended three meetings where we were able to coordinate planning efforts.

Steering Committee Meetings - We met with our task force and other stakeholders at meetings on May 21, July 8, and November 3, 2009 to review various stages of the master planning process and to receive feedback. Steering Committee members included representatives of trail groups, City Council, City Redevelopment Authority, PEC, and the Trail Town program of the Progress Fund.

Public Meeting - A copy of the draft master plan was presented to the public and before Council at their regularly scheduled meeting on October 15, 2009.

Main Street Coordination Meetings - Several meetings were held in Connellsville regarding the redevelopment of property in the area bound by the Yough River, Crawford Avenue, and Third Street. Mullin and Lonergan representatives worked closely with this master planning team to develop a coordinated effort on recommendations for the master plan. There were three specific meetings to address redevelopment issues between Pashek Associates and Mullin and Lonergan, although additional discussions occurred at other meetings as well.

Gateway Meetings - two meetings were held in early 2009 to specifically address the gateway development proposed at both ends of the project. The ultimate designs reflect the integration of industrial heritage and environmental stories that will be told at the gateways.

Other Meetings - There were a number of other meetings held throughout the planning process, all held on-site or in Connellsville, to discuss important issues offered by stakeholders. A meeting on May 4, 2009 was held at the DCED offices in Pittsburgh to review the economic redevelopment strategies that were being developed at that time. A tour of the Gateway project was scheduled with Linda McKenna Boxx in order to coordinate their activities on the GAP trail with these efforts.

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We also made a presentation to both DCNR and DCED secretaries on-site regarding the various planning efforts taking place along the trail corridor.

• Comprehensive Plan Coordination - The Multi-municipal Comprehensive Plan for the City of Connellsville, South Connellsville and Connellsville Township was prepared by Mullin and Lonergan concurrently with this plan. Pashek Associates was a subconsultant on that plan focusing on Parks, Recreation, Urban Design and Zoning. For this Gateway to Gateway project, Mullin and Lonergan were a subconsultant to Pashek Associates focusing on redevelopment opportunities in the Crawford Avenue and Third Street area of the City. As a result of working together on both projects, we were able to make sure that the overall goals and objectives developed for the Comprehensive Plan were integrated into the thinking for the Gateway to Gateway projects.

Further, recommendations for the Gateway to Gateway project, especially those recommendations related to redevelopment, were integrated into the Comprehensive Plan. The public processes of both projects overlapped and benefit each individual project.

• Key Person Interview Conclusions - Throughout the planning process we interviewed a number of people about various aspects of the project. Early on, we toured the area on bikes with Linda McKenna Boxx to better understand the importance of the Great Allegheny Passage (GAP) to this project. She provided a helpful understanding, along with Cathy McCullough of the Trail Towns program of the economic impact of the GAP trail users and what trail amenities we might consider in the planning of the project. As a result of their input, we focused on way finding and development of portals and historic interpretive opportunities. We also integrated some of the creative art initiatives that were taking place in the City, along the trail.

As we started to develop strategies for redevelopment in the Third Avenue and Crawford corridor, we met with Michael Edwards, Connellsville Redevelopment Authority executive director and Glen Wolfe, PE, engineer for the Authority. They were helpful in identifying property owners that might be willing to discuss redevelopment plans and Glen suggested improvements to traffic flow issues proposed in the new plans for Third Avenue.

We interviewed Glen Wolfe and Dexston Reed regarding the Stewart’s Crossing Master Plan and Bob Genter, RLA regarding the Yough Park Master Plan. Based on these discussions, we were able to develop a common strategy to improve the transition of the trail experience from Yough Park, along Torrance Avenue and past a proposed gateway at the corner of North First Street and Third Street.

We met with Mayor Judy Reed on several occasions to better understand the history of the Third Street bikeway development and opportunities and constraints to various options we discussed. In addition, we talked to City staff and the County about relevant zoning for the area and the Corps of Engineers about the floodway along the Yough River.

The public input process culminated in the identification of proposed improvements and development opportunities, as well as their relationships to each other, which the Master Plan reflects. The public meetings were advertised in local newspapers, as required by law, to ensure that interested residents would have a forum to voice their opinions.

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DESIGN GUIDELINES Recommendations for the Gateway to Gateway Master Plan abide by the following design guidelines to ensure quality development that is safe, accessible, and sustainable.

ADA ACCESSIBILITY Ensuring accessibility not only accommodates those with disabilities, but also makes it easier for the general public to use the facilities. It is imperative that the City take steps to provide accessibility for all.

Accessibility, in design terms, is described by the Americans with Disabilities Act (ADA), which guarantees equal opportunity for individuals with disabilities to participate in the mainstream of public life. To do so, the ADA sets requirements for facilities to prevent physical barriers that keep people with disabilities from participating. When recreational facilities are built or altered, they must comply with the ADA standards by providing an accessible route to the area of use.

Most of the project area is fairly level and ramps can be avoided unless there is a grade change into a building. However, for project funding by DCNR, handicap accessibility specifically manifests itself in the provision for handicap parking stalls that are properly located and designated in the re-stripped Yough Park parking lot just north of Torrance Avenue and the proposed angled public parking on Third Street next to the Village Green. It is important to provide sufficient numbers of parking for the handicapped.

Standards / Guidelines include: • Americans with Disabilities Act (ADA), Title II Requirement for Public Facilities, www.access-board.gov • Architectural and Transportation Barriers Compliance Board’s “Regulatory Negotiation Committee on Accessibility Guidelines for Outdoor Developed Areas”, September 1999, www.access-board. gov - sets minimum requirements for accessible trails, access routes, resting opportunities, benches, utility connections, and trash receptacles.

• American Association of State Highway Transportation Officials “Guide for the Development Of Bicycle Facilities” Americans with Disabilities Act (ADA), Title II Requirement for Public Facilities, www.access-board.gov.

PARK SUSTAINABILITY GUIDELINES Some of the discussion during the public process turned toward providing more sustainable designs.

“Creating Sustainable Community Parks, A Guide to Improving Quality of Life by Protecting Natural Resources”, published by the Pennsylvania Department of Conservation and Natural Resources (DCNR) in 2007, provides valuable recommendations regarding how to implement sustainable practices into design, maintenance, and operations of parks across the Commonwealth. The guide can be obtained from www. dcnr.state.pa.us/brc/GreeningPennsylvania.pdf These practices are based on the following principals: • Retain as much of the pre-existing landscape as possible during new construction, including the soil, rocks, native vegetation, wetlands, and contours. This will minimize disturbances, which can open up an area to invasive species. It can also keep costs down, as fewer new plants, soil amendments, and habitat enhancements will be needed.

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• Maintain high quality soils that will hold water and supply plants with proper nutrients. During construction, leave as much existing topsoil as possible. When new soil is brought in, ensure that it is certified weed free, in order to prevent the spread of new invasive species. Using compost and other natural products for mulch and fertilizer will help enhance the soil and feed the native plants.

Good quality soil will reduce the need for fertilizers and supplemental watering.

• Connect new landscape components with the surrounding native vegetation to create larger contiguous areas of habitat. Many wildlife species need large ranges to find adequate food, mates, and shelter. By reducing the amount of roads, parking lots, and turf areas, or by placing these together, habitat quality will be enhanced.

• Create natural storm water management systems and other green infrastructure, such as rain gardens and swales of native grasses. These systems help to minimize downstream flooding, recharge and filter groundwater, and are more cost-effective and environmentally-sound than man-made systems of pipes and storage tanks.

• Protect wetlands from disturbance and fill. Avoid placing construction projects, day-use areas, and roads/parking lots near or in wetlands. Natural wetlands provide many benefits to the environment that cannot easily be duplicated with man-made ones.

• Use integrated pest management (IPM) strategies to minimize the use of chemical pesticides to control plant and insect pests. IPM is an ecologically-based approach to pest control that helps maintain strong and healthy plants. IPM can include the use of traps, sterile male pests, and quarantines.

• Minimize impermeable surfaces like roads, parking lots, and paved trails. Consider replacing asphalt and concrete with permeable pavement, mulch paths, gravel lots, and native vegetation. Permeable surfaces help to recharge ground water, reduce erosion, lessen flooding events, and filter out pollutants. When impermeable surfaces must be used, arrange them in an area where they will not fragment habitat, make them as small in area as possible, and keep them away from water bodies.

• Reduce turf to only those areas essential for recreational and other human use activities. Turf offers little habitat benefit and is not as effective as many native plants in pollution filtration, flood prevention, and erosion control. In addition, turf maintenance can have negative impacts on the surrounding environment and can require lots of mowing, watering, and fertilizing. Replace nonnative turf grasses with native warm season grasses, which, once they are established, have lower maintenance needs.

• Use native plants in riparian buffers around any surface water body, including wetlands. Riparian buffers help to filter pollutants before they reach water bodies, and the vegetation discourages nuisance geese from staying in the area. Roots from riparian vegetation also prevent erosion of soils into the water body and minimize flooding events. Shade from these buffers acts as a temperature control for the water body, which enhances habitat value for aquatic organisms. The food and shelter values of these buffers also enhances habitat. In addition, by selecting the right kinds of plants, the scenic views of the water bodies can be enhanced.

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• Identify and remove invasive plant species whenever possible. Invasive plants have a number of detrimental effects on natural habitats. Most invasive plants grow so densely and spread so rapidly that native vegetation is choked out.

Opportunities for sustainable design in Connellsville include permeable paving, rain gardens, native species, removing invasive species, reducing the amount of turf, expanding and restoring a riparian buffer, and promoting alternative transportation, to name a few.

GREEN PRINCIPLES FOR PARK DEVELOPMENT AND SUSTAINABILITY DCNR has recently developed a set of principles to help communities develop practical projects that conserve resources, generate economic and environmental benefits, and become healthier more sustainable places to live. More information can be found at http://www.dcnr.state.pa.us/brc/grants/indexgreen.aspx.

The following are the five basic principles: • • • • •

Principle #1: Principle #2: Principle #3: Principle #4: Principle #5:

Maintain and Enhance Trees and Natural Landscaping Connect People to Nature Manage Stormwater Naturally Conserve Energy Integrate Green Design and Construction

DESCRIPTION OF CONCEPT/DRAFT PLANS Based on the inventory and analysis and public input processes, several concept plans were developed for the Gateway to Gateway Master Plan. The conceptual plans reflect the input received from City representatives, the project’s steering committee, and professional input from Pashek Associates staff members.

FIRST AND THIRD ENLARGEMENT CONCEPTS These Draft plans were developed as options or potential phases and presented to the committee. They all include housing and mixed-use redevelopment and infill, streetscape improvements, and green space improvements related to the GAP.

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INDUSTRIAL GATEWAY CONCEPT DRAFT This plan includes planting areas, overlooks, and mural projects.

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c ha p ter 5 : recom m e n d a t i o n s

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PROJECT GOALS The primary goal of this Plan is to identify trail improvements and economic development opportunities that will enhance the trail experience, improve the local economy, and increase the quality of life. In order to achieve this goal, this Plan has identified:

Several towns along the GAP have taken economic advantage of the trail since its construction. Trail-related tourism has breathed new life to many declining post industrial small towns. For most, including Connellsville, trail-related tourism is the newest industry in town and has great potential for growth. This Plan strives to recommend trail improvements and economic development opportunities in the hopes of increasing trailrelated tourism, thereby creating economic growth and increasing the quality of life for Connellsville.

ECONOMIC OPPORTUNITIES

r ecommendat i ons

Potential economic development opportunities near the GAP, and Trail improvements such as signage, plantings, bicycle facilities, and streetscape improvements.

c h a p ter 5:

• •

The City has a number of key properties that, if strategically redeveloped, could enhance the economic development potential of the area between 3rd Street and the riverfront. The three initial properties include the following: 1) the Connellsville Bottling Company site on N. First Street next to the city-owned parking lot for Yough Park, 2) the vacant Mongell property at the corner of W. Crawford Avenue and N. First Street, and 3) a prominent property located at the northeast corner of W. Crawford and N. Third Street, adjacent to the bike trail. In addition, infill sites located along Crawford and 3rd Street contribute to the economic development potential of the area.

Each of these sites has the potential to bring development that would bring housing and business development that takes advantage of the proximity to the river, leverages the gateway into downtown Connellsville, provides uses that are more in-keeping with the long-term goals of economic development and rational land use in Connellsville, and incorporates good design and site planning principles.

TRAIL IMPROVEMENTS There are numerous opportunities to enhance the trail user experience. Minor trail improvements include wayfinding signs, plantings, and providing bicycle facilities. Streetscape improvements connect the trail to City attractions such as downtown and bicycle amenities.

All of these improvements enhance the trail users impressions and experience through Connellsville, enticing them to stop and spend money.

This chapter describes improvements proposed for the Gateway to Gateway Master Plan, cost estimates, phasing plan, and funding that will fuel implementation.

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RECOMMENDATIONS The Connellsville Gateway to Gateway Master Plan includes a series of Plans that start with the big picture and then zooms in on several key improvement areas along the GAP. The first, the Overall Connellsville Plan, describes the relationship between general recommendations and existing planning efforts throughout the City. Next, the Third Street and Industrial Gateway Master Plans focus more detail on recommended improvements, including enlargement plans for priority improvement projects.

OVERALL CONNELLSVILLE PLAN This Plan describes the relationship between general recommendations and existing planning efforts mentioned in Chapter 2. Several broad recommendations noted on this Plan include:

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•

Strengthen Crawford Ave as a “Main Street.” This is done by concentrating commercial / mixed use redevelopment and façade improvements within a couple of blocks of the bike lanes on 3rd Street. These efforts connect with proposed redevelopment and infill within Downtown. This will create a concentrated core that demonstrates a greater impact on attracting trail-related tourism. Once this area of Crawford is densely filled with activity, redevelopment and façade improvements can be focused on surrounding areas if there is enough demand.

•

Strengthen the Residential Area North of Crawford Ave. This is accomplished with residential redevelopment and infill, historic restoration, and new park development. Enhancing the existing housing stock and filling in the voids with new homes and green space will help showcase an attractive neighborhood for trail users to ride through.

•

Create Bicycle Gateways. A gateway at both trail entrances into Connellsville not only identifies the City boundary, but starts to describe the character and creates anticipation to a destination. The northern gateway at Stewart’s Crossing has already begun to be developed including a stone and glass arch along with trail signage. A similar treatment is recommended at the southern gateway.

•

Create Vehicular Gateways. When developing the Overall Connellsville Plan, one element, outside

of the scope of this project, seemed to be missing.

This includes vehicular oriented gateways at the intersections of Route 119 / Pittsburgh Street and Route 119 / Crawford Street. These two intersections are important for both welcoming visitors into town and directing people towards downtown and trail access.

•

Improve the Streetscape. Major streetscape improvements along Crawford Ave focus on creating a pedestrian and bicycle oriented environment. This will entice people to stop and visit local businesses.

Minor streetscape improvements along 3rd Street, Pittsburgh Street, and the Inter-City Loop Trail include street trees and lighting.

•

Create Bicycle Plazas. Creating spaces for bicyclists to stop, park their bikes, rest, and get information about local businesses further facilities trail-related tourism and economic opportunities. Located at the corners of 3rd Street / Crawford Ave and Crawford Ave / Meadow Lane, these bicycle plazas will entice visitors to stop and look around.

•

Employ Environmentally Sustainable Design and Construction Solutions. Using sustainable practices not only protects the environment but also improves the quality of life. The following techniques are recommended throughout this Master Plan: o Employ Innovative Stormwater Management Techniques - The Pennsylvania Department of Environmental Protection regulates the management of stormwater volumes and water quality, through Chapters 105, 102, and 93 of the Pennsylvania Code, and the U.S. Environmental Protection Agency’s Phase II National Pollutant Discharge Elimination System permitting requirements. These regulations require any land development to limit post construction increases in stormwater runoff to pre-development rates, to implement best management practices to temporarily control erosion and sedimentation, and protect water quality during construction, and to permanently control and protect water quality during the life of the constructed project. o Minimize Impervious Surface Area - The master plan recommends that impervious surface area is kept to a minimum to reduce stormwater runoff.

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o Use Porous Paving - Porous paving allows some of the stormwater to infiltrate into the soils below, and therefore reduces the volume of stormwater that needs to be managed.

Porous paving is a highly effective paving material for areas that receive light vehicular and pedestrian traffic.

Access aisles, service drives, and other areas that will receive heavy traffic, and many turning movements are not suited for porous asphalt. In these instances traditional bituminous paving is used and the parking areas beyond these areas are paved with the porous material.

o Rain Gardens / Bio-infiltration Swales - Rain gardens, or bio-infiltration swales are shallow planted swales that help to retain, filter, and infiltrate stormwater runoff from impervious pavements and roofs into the underlying soil rather than channeling it into piping systems.

o Restore and Protect Riparian Buffers Riparian buffers are areas of vegetation along waterways that protect water quality and stabilize stream channels. Vegetated areas along water bodies are of significant ecological importance as they: Slow flood waters and reduce the volume of water through infiltration and root absorption Improve water quality by filtering stormwater runoff and promoting sediment deposition Recharge groundwater Provide canopy cover which shades and cools streams, thus improving habitat conditions for in-stream organisms Provide habitat for a variety of birds and small mammals, including access to shelter, food, and water

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CONNELLSVILLE GATEWAY

GATEWAY MASTER PLAN

TO

119 £ ¤

et re St

M

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Highland Ave

Blv ial r o

by PennDOT

tte ye Fa

Current Bridge Project d

by Widmer and David Reagan

York Ave

Stewart’s Crossing

Youghiogheny Park

by Mackin

N et re St ch Ar

Meason Stree Streett

E Peach St reet

Lane

N Prospect Street

N Pittsburgh Street

N Meadow

N Arch Stre et

N Water Stre et

N 1st Street

N 2nd Street

N 3rd Street

N 4th Street

N 5th Street

N 6th Street

N 7th Street

N 8th Street

N 9th Street

" ò

E Apple St reet S 2nd Street

S` 3rd Street

S 4th Street

S 6th Street

S 7th Street

S 8th Street

S 9th Street

Gateway to Gateway Master Plan

Current Bridge Redesign

E Crawford Av e

Downtown Master Plan E Fairview

Ave

S Prospect Street

S Pittsbu rgh Stree t

119 £ ¤

" è

by Mackin

S Arch Street

Marietta Ave

119 £ ¤

S1 st St re et

W Crawford Ave

LEGEND

Yo u

gh

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Facade Improvement Area Commercial / Mixed Use Redevelopment Historic Restoration Residential Infill Park Land Vehicular Gateway Bicycle Gateway Streetscape Improvements Great Allegheny Passage Inter-City Loop Trail Coal & Coke Trail Connector Bicycle Plaza Existing Boat Launch Boat Docks

OVERALL CONNELLSVILLE PLAN

INCOPRPORATED

STEWART’S CROSSING MASTER PLAN This master plan, as mentioned in Chapter 2, was completed by Widmer Engineering and David Reagan in 2008. Major recommendations include: • • • • • • •

Improved trail head parking Trail realignment Overlook Amphitheater Restrooms Gift shop Historical interpretation relating to Stewart’s Crossing and Connellsville

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YOUGH PARK MASTER PLAN This master plan, as mentioned in Chapter 2, was completed by Mackin Engineering in 2008. The goal, as stated in the Plan document, is to “enhance existing facilities and define the optimal use for the property, conserve and preserve sensitive environmental features, and meet the current and future recreational needs of the community.” Major recommendations include: • • • • • • • • • • •

Parking realignment Trail realignment New playground with historical theme Relocation or construction of new pavilions Gazebo River overlook Expansion of ‘Cream of the Trail’ and restroom building Boat launch improvements Riverbank stabilization New open space Utility relocations

Estimated costs for improvements to Yough Park are between $1,300,000 and $1,700,000

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THIRD STREET AREA MASTER PLAN This Master Plan identifies major projects recommended for the Third Street Area of the Gateway to Gateway project. The Third Street Area Master Plan is followed by more detailed text and enlargement plans focused on the identified projects.

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CONNELLSVILLE GATEWAY HC

TO

GATEWAY MASTER PLAN Potential Projects

HC HC

1. Torrance Ave Bikeway 2. Riverside Redevelopment

3. North First and Third Streets Planting HC

4. Village Green

C HC H

5. Third Street Streetscape Improvments 6. Third Street Residential Infill (Typical) Meason Street

7. Historic Restoration Site 8. Meason Street Residential Redevelopment

N 1st Street

N 2nd Street

N 3rd Street

N 4th Street

9. First Street Bikeway

10. Crawford Ave Streetscape Improvements 11. Third and Crawford Redevelopment Area

S 2nd Street

S` 3rd Street

S 4th Street

S1 st St re et

W Crawford Ave

12. First and Crawford Redevelopment Area

13. Hillside Screening

14. South First and Third Greening and Overlook

15. Facade Improvment Area

3RD STREET AREA MASTER PLAN

INCOPRPORATED

1. Torrance Avenue Bikeway The Master Plan calls for the section of Torrance Ave between 3rd and 4th Streets to be closed off to vehicular traffic. The purpose is to create a safer and more fluid connection between Yough Park and the Third Street bike lanes. Currently, the Third Ave bike lanes cross Torrance Ave and the exit for the parking lot before entering Yough Park. The lanes narrow to just a few feet wide and make sharp turns. Therefore, recommended improvements to this area include: Reconfigure the North First and Third Street Intersection • Extend the existing planting median to separate bicycle and vehicular traffic.

• Extend the existing sidewalks into the parking lot for Yough Park and include crosswalks.

• Install a stop sign at Third Street.

Convert Torrance Ave into Bike Lanes • Reduce the width of Torrance Ave to twelve feet.

• Restripe the pavement for bike lanes.

• Plant shade trees creating an allee to announce the entrance into Yough Park.

Install a Bike Crossing on Fourth Street • Install bollards to restrict vehicular traffic on Torrance Ave and the trail in Yough Park.

• Stripe the crossing with paint.

Restripe Parking Stalls in Existing Parking Lot • Allow for two-way traffic on the southern aisle by restriping the parking stalls in the southern most bay.

Construct Bio-swale in Parking Lot • Install a planted swale between parking bays to infiltrate part of the stormwater runoff.

Cost Estimate

Connellsville Gateway to Gateway Master Plan Torrance Ave Bikeway Opinion of Probable Construction Costs - 2009

Item No. 1 2

Item / Recommendation Removals and Demolition Remove existing asphalt Site Improvements

Quantity

Unit

85

SY

Unit Cost $6

Total Item Cost $510 $510 $12,620

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3

Earthwork Concrete sidewalk Concrete curb Regulatory signs Line striping Crosswalk painting Bollards Landscaping Shade trees Rain garden planting Planting median

100 30 90 2 1 1 4

CY SY LF EA LS LS EA

$10 $102 $34 $250 $2,000 $1,000 $500

15 800 150

EA SF SF

$500 $5 $5

1 3 3

LS % %

$5,000 $25,380 $25,380

$1,000 $3,060 $3,060 $500 $2,000 $1,000 $2,000 $12,250 $7,500 $4,000 $750 $25,380 $5,000 $761 $761

1

%

$25,380

$254

8 10

% %

$25,380 $25,380

$2,030 $2,538 $36,725

SUBTOTALS Permitting Mobilization Stake-Out Erosion & Sedimentation Control Measures Design and Engineering Fees Construction Contingency TOTAL

Time Frame This project can be implemented immediately after City approval. This section of Torrance should be kept as a public right-of-way.

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CONNELLSVILLE GATEWAY

TO

GATEWAY MASTER PLAN

Restripe Parking Stalls

Construct Bio-swale

Reconfigure Intersection

- Allow for two-way traffic

- Infiltrate runoff from parking lot

- Extend planted median - Extend sidewalk into parking lot - Include crosswalks - Install stop signs

19 e1

t ou

ge

ial

/R

rid

B

or

m

Me

HC

- Install bollards to restrict vehicular traffic - Stripe bike crossing on Fourth Street

Convert Torrance Ave into Bike Lanes

et

tre

tS

- Reduce width of pavement - Restripe for bike lanes - Plant shade trees to announce entrance to Park

rs

TORRANCE AVE BIKEWAY

Install Bike Crossing

Fi

- Connect to existing trail

Third Street

Realign Trail

Fourth Street

Existing Parking Lot

INCOPRPORATED

2. Riverside Redevelopment This property is important because it is located adjacent to the GAP, Yough Park, existing residents, and the River.

Currently an incompatible land use, the purpose of this project is to identify compatible uses that fit in with the surrounding area. Community members discussed several alternatives for this property including a restaurant, camp sites, green space, parking, and residential development.

A restaurant would have great river views and is adjacent to the GAP and Yough Park. However, a busy restaurant results in land use conflicts with surrounding single family homes, brings delivery truck traffic into a residential neighborhood, and may dilute the concentration and attraction of businesses located on Crawford.

The suggestion of camp sites emphasizes the need for overnight accommodations for trail users. Camp sites located on this property include great river views and are adjacent to the GAP and the Park. However, there is only a small area for camping and conflicts with surrounding single family homes. Stewart’s Crossing was suggested as a better alternative for camp sites at a committee meeting.

Green space, parking, and residential development all fit in with the surrounding area with the least amount of conflicts. Therefore, the Master Plan proposes three different options for this property. These three options can be considered as different phases leading up to future demand for residential development.

Phase 1 – Green Space Providing unprogrammed green space at this site extends Yough Park along the River. A planted lawn and / or meadow with trees provides for a cheap and easy first option. The riparian buffer should be protected.

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Phase 2 – Parking Lot A second alternative or phase is to extend the parking lot for Yough Park into this site. This option includes providing an adequate buffer between existing residents and protecting the riparian buffer along the River.

Phase 3 – Residential Redevelopment Given the sites proximity to the trail, the river, and the park, it would be a prime location for a residential development that could take advantage of the site. The final phase includes single family homes to fit in with the rest of the neighborhood. These houses would overlook the village green and would need to be properly flood proofed. Again the riparian buffer along the River should be protected.

Cost Estimate

The following budget scenario is based on a three unit residential development on the site. The development would be market rate for-sale housing, with an estimated square footage of 2,500 square feet of space at a development cost estimate of $120 p.s.f. This estimate is considered to be a good base line for the region for new housing development. The acquisition cost is an estimate to acquire the property based on the current market value according to the Fayette County assessment web site.

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Three unit housing development Acquisition $120,000 Relocation $50,000 Site preparation $50,000 Development $900,000 Other costs (soft costs) $100,000 Total Estimate $1,220,000 Time Frame This project can be implemented after funding is secured to relocate the existing beer distributor.

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3. North First and Third Streets Planting This project involves planting beds, public art, parking, and open lawn space. The purpose is to: • • • • •

Create a transition between Yough Park and the neighborhood, Increase the property values of the neighborhood, Create an added attraction for GAP trail users, Provide unprogrammed open space as an addition to Yough Park, and Provide event parking.

Currently, this space is a sight for sore eyes. The overflow parking area is unorganized and unsightly. The corner is dominated by parked trucks and cars.

Recommendations for this area includes following two projects.

Plant a Geranium Display in the Island • Plant several Geranium varieties to help promote the Geranium Festival in Connellsville.

• Install flagstone edging to provide a buffer and allow for safer maintenance.

Create a Pervious Plaza Surrounded by Plantings • Design a sculptural element for the center of the plaza.

• Construct a seat wall facing the sculpture and village green area with views of the hills in the background.

• Use native plantings.

• Install flagstone edging to match that of the Geranium Island display.

• Install bike racks for trail users who would like to stop and enjoy the green space.

Cost Estimate

Connellsville Gateway to Gateway Master Plan North First and Third Street Planting Opinion of Probable Construction Costs - 2009

Item No. 1 2

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Item / Recommendation Removals and Demolition Remove existing trees Site Improvements Earthwork Concrete sidewalks (leading to plaza) Concrete curb Crushed limestone

Quantity Unit Unit Cost

1

LS

$500

20 27 35 55

CY SY LF SY

$10 $102 $34 $22

Total Item Cost $500 $500 $30,354 $200 $2,754 $1,190 $1,210

3

Flagstone edging Concrete seat wall Sculpture Bike rack Crosswalks Landscaping Flowering trees Flower bed

450 1 1 1 2

SF EA LS EA EA

$20 $5,000 $7,500 $1,500 $1,000

6 1150

EA SF

$450 $5

1 3 3

LS % %

$1,000 $39,304 $39,304

$9,000 $5,000 $7,500 $1,500 $2,000 $8,450 $2,700 $5,750 $39,304 $1,000 $1,179 $1,179

1

%

$39,304

$393

8 10

% %

$39,304 $39,304

$3,144 $3,930 $50,130

SUBTOTALS Permitting Mobilization Stake-Out Erosion & Sedimentation Control Measures Design and Engineering Fees Construction Contingency TOTAL

Time Frame We expect that the North First and Third Street Plantings can be accomplished as soon as funding is available.

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CONNELLSVILLE GATEWAY

TO

GATEWAY MASTER PLAN

Plant Geranium Display - Use flagstone edging - Plant several Geranium varities

Create a Pervious Plaza - Design a sculptural element - Construct a seat wall - Use native plantings - Install flagstone edging - Install bike racks

Install a Concrete Sidewalk - Extend sidewalk on 1st Street

Install Parallel Parking - Approximately 30 spaces on northeast and south sides of Village Green

HC

et

tre

tS

rs

Fi

Third Street

Create a Village Green - Use low mow grass for low maintenance - Collect excess runoff from adjacent pervious pavement

Install Angled Parking - Approximately 30 spaces on west side of Village Green - Use pervious pavement - Install wheel stops - No curbs on new sidewalk

NORTH FIRST AND THIRD STREETS PLANTING / VILLAGE GREEN

INCOPRPORATED

4. Village Green This project involves parking and open lawn space. The purpose is to: • • • • •

Create a transition between Yough Park and the neighborhood, Increase the property values of the neighborhood, Create an added attraction for GAP trail users, Provide unprogrammed open space as an addition to Yough Park, and Provide event parking.

The existing overflow parking area is unorganized and unsightly. Recommendations for this area include the following: Create a Village Green • Remove one block of North Second Street.

• Use low mow grass seed mixture for low maintenance.

• Plant native shade trees.

• Create a native meadow on the southern side of the Green to reduce maintenance.

Install Parallel Parking on First and Meason Streets • Create approximately 30 spaces on the northeast and south sides of the Village Green.

• Install bump outs with plantings to extend the green space and slow traffic.

Install Angled Parking on Third Street • Create approximately 30 spaces on the west side of the Village Green.

• Use pervious pavements to reduce stormwater runoff.

• Install wheel stops instead of curbs to allow excess stormwater to flow into and infiltrate into the Village Green.

Install Concrete Sidewalks on First Street • Extend the existing sidewalks to connect the neighborhood with the new green space and Yough Park.

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Cost Estimate

Connellsville Gateway to Gateway Master Plan Village Green - Phase 1 Opinion of Probable Construction Costs - 2009

Item No. 1

2

3

Item / Recommendation Removals and Demolition Remove existing trees Remove existing asphalt Remove wooden bollards Remove existing split rail fence Remove dugout building Site Improvements Earthwork Concrete sidewalks (1st Street extension) Concrete sidewalks (around village green) Concrete curb Asphalt paving (parallel parking) Pervious paving (angled parking) Wheel stops Benches Landscaping Shade trees Seeding

Quantity

Unit

Unit Cost

1 610 1 180 1

LS SY LS LF LS

$2,500 $6 $1,000 $2 $2,500

2200

CY

$10

Total Item Cost $10,020 $2,500 $3,660 $1,000 $360 $2,500 $197,010 $22,000

165

SY

$102

$16,830

500

SY

$102

$51,000

420 420 6270 26 6

LF SY SF EA EA

$34 $35 $10 $250 $1,500

35 50

EA MSF

1 3 3

LS % %

$5,000 $229,530 $229,530

$14,280 $14,700 $62,700 $6,500 $9,000 $22,500 $17,500 $5,000 $229,530 $5,000 $6,886 $6,886

1

%

$229,530

$2,295

8 10

% %

$229,530 $229,530

$18,362 $22,953 $291,913

$500 $100

SUBTOTALS Permitting Mobilization Stake-Out Erosion & Sedimentation Control Measures Design and Engineering Fees Construction Contingency TOTAL

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Connellsville Gateway to Gateway Master Plan Village Green - Phase 2 Opinion of Probable Construction Costs - 2009

Item No. 1

2

3

Item / Recommendation Removals and Demolition Remove existing asphalt Remove existing gravel parking Remove existing house Site Improvements Earthwork Concrete sidewalks (around village green) Concrete curb Asphalt paving (parallel parking) Pervious paving (angled parking) Wheel stops Benches Landscaping Shade trees Meadow planting

135 800 1

SY SY LS

$6 $1 $5,000

1100

CY

$10

Total Item Cost $6,610 $810 $800 $5,000 $91,230 $11,000

360

SY

$102

$36,720

540 360 855 4 2

LF SY SF EA EA

$34 $35 $10 $250 $1,500

25 0.8

EA AC

$500 $2,500

1 3 3

LS % %

$5,000 $112,340 $112,340

$18,360 $12,600 $8,550 $1,000 $3,000 $14,500 $12,500 $2,000 $112,340 $5,000 $3,370 $3,370

1

%

$112,340

$1,123

8 10

% %

$112,340 $112,340

$8,987 $11,234

Quantity Unit

Unit Cost

SUBTOTALS Permitting Mobilization Stake-Out Erosion & Sedimentation Control Measures Design and Engineering Fees Construction Contingency TOTAL

$145,425

Time Frame A first phase of the Village Green can be implemented after the vehicles are removed from the City property and funding is secured. The first phase includes all improvements associated with the Village Green located on existing City property.

85

The second phase includes acquiring the two properties located on Meason Street, when they become available, in order to complete the Village Green.

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5. Third Street Streetscape Improvements This project includes simple streetscape improvements to Third Street from one end to the other. The purpose is to increase bicycle safety, provide for pedestrian comfort, and enhance the visual appearance of Third Street. Improvements include: • • • •

Install colored asphalt to make the bike lanes more visible to motorists.

Plant more street trees to provide shade and soften buildings.

Install push buttons for bicyclists to cross Crawford Ave. Install wayfinding signs directing bicyclists towards the Crawford Ave shops.

Cost Estimate

Connellsville Gateway to Gateway Master Plan Third Street Streetscape Improvements Opinion of Probable Construction Costs - 2009

Item No. 2

3

Item / Recommendation Site Improvements Colored asphalt Push buttons at Crawford “Bike Lane” or Bike Symbol Straight Arrow Bike Lane Striping Wayfinding signs Landscaping Shade trees

Quantity

Unit

Unit Cost

2090 2 10 10 1,800 4

SY EA EA EA LF EA

$5 $5,000 $250 $150 $0.25 $1,000

35

EA

$500

1 3 3

LS % %

$1,000 $46,400 $46,400

Total Item Cost $28,900 $10,450 $10,000 $2,500 $1,500 $450 $4,000 $17,500 $17,500 $46,400 $1,000 $1,392 $1,392

1

%

$46,400

$464

8 10

% %

$46,400 $46,400

$3,712 $4,640 $59,000

SUBTOTALS Permitting Mobilization Stake-Out Erosion & Sedimentation Control Measures Design and Engineering Fees Construction Contingency TOTAL Time Frame Third Street Streetscape Improvements can be implemented as soon as funding is secured.

87

6. Third Street Residential Infill This project involves building new homes in void spaces along Third Street that fit in with the existing neighborhood character. The purpose is to strengthen the look and vitality of the neighborhood. Infill houses should be of high quality, flood proofed, and reflect similar setbacks and styles of surrounding houses.

Cost Estimate

Three sites were identified as potential infill locations, in addition to a subdivision of the land with the current building proposed as a location for a bed and breakfast.

Three Residential Infill Developments on Third Street Acquisition $10,000 Site preparation $50,000 Development $900,000 Other costs (soft costs) $100,000 Total Estimate $1,060,000 Time Frame Residential infill is expected to happen over time as demand for quality housing in the neighborhood increases due to other improvements such as the Village Green.

88

7. Historic Restoration Area This project involves restoring a beautiful historic home located at 223 North 3rd Street. There has been recent interest to create a bed and breakfast at the site. Singlefamily residential is also a compatible use for this site.

Restoration needs to include flood proofing since the house is located within the 100 year flood plain.

Cost Estimates

The following costs estimated were provided to rehabilitate the bed and breakfast building.

Historic Rehabilitation on Third Street: B and B Building Acquisition $100,000 Site preparation $0 Development $500,000 Other costs (soft costs) $100,000 Total Estimate $700,000

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8. Meason Street Residential Redevelopment This project involves building new homes facing the Village Green on Meason Street. These homes should be properly flood proofed because of being within the flood plain. The purpose is to strengthen the look and vitality of the neighborhood.

Cost Estimate

This estimate is for six units of single-family housing facing the park. In addition, enhancing the park will add to the attractiveness of the area and the utility of the green space.

Two phased process for the park area Acquisition $300,000 Relocation $50,000 Site preparation $50,000 Development $180,000 Other costs (soft costs) $100,000 Total Estimate $2,300,000 Time Frame New homes can be built as property becomes available. Funding can be sought to properly relocate the beer distributor located on Meason and First Streets.

90

9. Crawford Ave Streetscape Improvements The purpose of these improvements is to create a pedestrian and bicycle friendly street that supports businesses on both the west and east sides of Crawford Ave. Currently, the street is devoid of trees, lacking good crosswalks, full of overhead utilities, and deficient of visual interest. Streetscape improvements include: • • • • • • • •

Install brick crosswalk.

Install bump outs with integrated rain gardens to capture stormwater runoff.

Plant street trees.

Install banners and hanging baskets on existing light poles.

Install wayfinding signs at intersections directing visitors to the GAP, trail parking, public parking, and downtown.

Install Sharrows, or Shared Use Lane Markings, along the Crawford and the Inter-City Loop Trail.

Relocate utilities to rear parking lots.

Install benches.

Cost Estimate

The following cost estimates are based on proposed improvements for one block of Crawford Ave. Streetscape improvements to 3½ blocks of west Crawford Ave will cost about $811,300.

Connellsville Gateway to Gateway Master Plan Crawford Ave Streetscape Improvements per Block Opinion of Probable Construction Costs - 2009

Item No. 1

2

Item / Recommendation Removals and Demolition Remove existing asphalt Remove existing concrete curb Site Improvements Concrete sidewalk (bump outs) Concrete curb Brick crosswalks Sharrows Benches Trash cans Wayfinding signs

Quantity

Unit Unit Cost

525 330

SY LF

$6 $2

65 200 1250 2 2 2 2

SY LF SF EA EA EA EA

$102 $34 $26 $100 $1,500 $1,000 $1,000

Total Item Cost $3,810 $3,150 $660 $90,630 $6,630 $6,800 $32,500 $200 $3,000 $2,000 $2,000

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3

4

Light posts with hanging baskets and banners poles Landscaping Shade trees Rain garden plantings Utilities Rain garden outlets and storm connections Relocate overhead utilities

5

EA

$7,500

$37,500

10 4

EA EA

$500 $3,000

$17,000 $5,000 $12,000 $70,000

4

EA

$5,000

$20,000

1

LS

$50,000

1 3 3

LS % %

$5,000 $181,440 $181,440

$50,000 $181,440 $5,000 $5,443 $5,443

1

%

$181,440

$1,814

8 10

% %

$181,440 $181,440

$14,515 $18,144

SUBTOTALS Permitting Mobilization Stake-Out Erosion & Sedimentation Control Measures Design and Engineering Fees Construction Contingency TOTAL

$231,800

Time Frame Improvements to Crawford Ave can be implemented as soon as funding has been secured. The streetscape can be constructed in phases focusing on the Gateway to Gateway and Downtown areas first, and then stretching to Route 119. Relocating utilities can also be accomplished as a later phase.

92

10. Third and Crawford Redevelopment Area The purpose of this redevelopment area is to enhance the major crossroads between the GAP and Crawford in order to best take advantage of trail related tourism. This area involves the following redevelopment and infill projects that will create a concentrated mix of uses serving both trail users and local residents: Northeast Corner Redevelopment

This project is the most important in the Gateway to Gateway Master Plan because it provides the best opportunity to capture trail related tourism. Involving two different properties, this project includes: •

Construct a Bicycle Plaza o Design the plaza around a bicycle theme. o Install covered bike racks and bike lockers. o Install a kiosk with brochures of City information. o Construct planters with trees and benches. o Install a drinking fountain. o Install an air pump for bicyclists.

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• Infill with a Two-Story, Flood Proofed, Mixed-Use Building (9,500 sf per floor) o Allow retail on the ground floor and office or residential on the second floor. o Potential uses include a hostel or other overnight facility and retail shops. o Include public restrooms and shower facilities.

•

Construct a Rear Parking Lot o Plant a hedge to screen the lot from adjacent land uses. o Install bio-swales to collect stormwater runoff. o Include 39 spaces and two accessible spaces.

•

Create Pedestrian Access Connecting the Parking Lot to Crawford Ave o Install a wide sidewalk lined with low plantings and trees.

Install Angled Parking on Third Street o Install approximately 15 spaces along the first block north of Crawford. o Install rain gardens to capture stormwater runoff.

•

Cost Estimate

3rd and Crawford - Northeast Corner Redevelopment Acquisition $125,000 Relocation $100,000 Site preparation $20,000 Development $2,850,000 Other costs (soft costs) $250,000 Total Estimate $3,345,000 North Third Street Mixed-Use Infill Project This project will fill in a current void space on Third Street and contribute to the concentration of businesses located in this area. The project involves the following: • • •

94

Construct a two-story, flood proofed, mixed-use building (5,000 sf per floor) with retail on the ground floor and office or residential on the second floor.

Create parking in the rear.

Install a sidewalk to the front of the building.

Cost Estimate

3rd and Crawford - North 3rd Mixed-use Infill Acquisition $6,000 Site preparation $5,000 Development $1,500,000 Other costs (soft costs) $20,000 Total Estimate $1,531,000 Third Street Commercial Conversion Project We envision the only remaining house on this block of Third Street to be converted into a commercial use over time with available parking in the rear.

Crawford Ave Mixed-Use Infill Projects These two projects include constructing two-story mixed-use buildings with retail on the ground floor and office or residential on the second floor. One includes 1,225 square feet per floor and the other 2,100 square feet per floor. Parking should be considered in the rear where feasible.

Cost Estimate

3rd and Crawford - Mixed-use Infill Projects Acquisition $15,000 Site preparation $10,000 Development $1,000,000 Other costs (soft costs) $15,000 Total Estimate $1,040,000 Time Frame The projects included in the Third and Crawford Redevelopment Area are dependent on the current land owners. Securing funding for relocating and acquiring the properties involved in the Northeast Corner Project are a priority.

95

CONNELLSVILLE GATEWAY

TO

GATEWAY MASTER PLAN

Convert to Commercial

Construct a Parking Lot

- Parking in rear

- Plant a hedge to screen from adjacent land uses - Install bio-swales to collect stormwater

Infill with Mixed-Use - Retail on ground floor with office or residential on second floor - Parking in rear

Infill with Mixed-Use - Retail on ground floor with office or residential on second floor - Potential hostel - Include public restroom and shower facilities

Install Angled Parking

Third Street

Second Street

- Install along the first block of Third Street north of Crawford Ave - Install rain gardens to capture stormwater

Create Pedestrian Access

Improve Crawford Ave

- Install a wide sidewalk lined with low plantings and trees

- Install brick crosswalks - Install bump outs with integrated rain gardens - Plant street trees - Install banners and hanging baskets on light poles - Install wayfinding signs at intersections - Install Sharrows along Inter-City Loop Trail - Relocate utilities to rear parking lots - Install benches

Crawford Ave

Construct a Bicycle Plaza

Improve Third Street - Color bike lanes - Plant more trees of east side of the Street - Install push buttons for bicyclists at Crawford Ave

Infill with Mixed-Use - Retail on ground floor with office or residential on second floor - Parking in rear

THIRD AND CRAWFORD REDEVELOPMENT AREA / STREETSCAPE IMPROVEMENTS

- Design the plaza around a bicycle theme - Install covered bike racks and bike lockers - Install a Kiosk with brochures of City information - Construct planters with trees and benches - Install a drinking fountain - Install an air pump

Infill with Mixed-Use - Retail on ground floor with office or residential on second floor

INCOPRPORATED

11. First and Crawford Redevelopment Area The purpose of this redevelopment area is to enhance the major connection between the GAP and Downtown. This area involves the following redevelopment and infill projects serving both trail users and local residents: Northeast Corner Redevelopment

This project provides for riverfront access, river views, gateway into downtown, and anchors the existing vacant corner. Currently, the existing property owner is willing to sell if the City maintains the site as a park for around 20 years. At the same time, this corner is considered a high priority economic redevelopment site connecting the GAP to downtown. Boat access at this location is intended to be an amenity associated with the commercial development at the top of the bank. This is not a “public access” boat launch area as that is more easily achieved with better grades and more convenient parking at Yough Park a very short distance from this site. This boat access would probably be built as part of the commercial development and not with public funds. Handicap access would most likely be internal to the building construction. Therefore, we recommend the following two phases for this site: Phase one includes: • Construct a plaza with bicycle amenities such as bike racks, bike lockers, seating, and a drinking fountain.

• Construct a clock tower at the street corner to draw peoples eyes toward downtown.

• Create docks for public boat access along with reconstruction of the existing stairs and a new path leading up to the new parking area.

• Construct a small parking lot with screening from adjacent land uses.

• This may be an ideal location to display old trams that the City owns.

Phase two includes: • Construct a flood proofed, two-story (9,200 sf per floor) building that fronts Crawford Ave and wraps around to offer views of the River. A large deck overlooking the River provides outdoor

99

• •

seating. A bell or clock tower rising from the corner helps create a visual connection between the GAP and downtown.

Suggested uses for the building, brought up during meetings include a restaurant along with shops related to river trail users.

Adjust access to docks built in Phase I in response to building construction.

Construct a parking lot for approximately 20 spaces including one accessible space.

The parking lot should include bio-swales to collect stormwater runoff and screening from adjacent land uses.

Cost Estimate

1st and Crawford: Northeast Corner Redevelopment (phase two) Acquisition $118,000 Relocation $0 Site preparation $20,000 Development $2,895,000 Other costs (soft costs) $250,000 Total Estimate $3,283,000 Southeast Corner Planting The purpose of this project is to soften the building on the corner, remove excessive impervious surfaces, and provide a gateway between the east and west sides of Crawford Ave. Recommendations include: • • • •

100

Remove excessive asphalt and concrete near the corner of the building.

Relocate the sidewalk closer to the street to line up with the bridge sidewalks.

Plant shrubs and shade trees in a new planting bed.

Talk with adjacent land owners to relocate the existing parking lot access to First Street.

Cost Estimate

Connellsville Gateway to Gateway Master Plan Southeast Corner Planting Opinion of Probable Construction Costs - 2009

Item No. 1

2

3

Item / Recommendation Removals and Demolition Remove existing asphalt Remove existing concrete walk Site Improvements Topsoil Concrete sidewalk Concrete curb Landscaping Shade trees Perennials Flowering shrubs

Quantity

Unit

Unit Cost

115 70

SY SY

$6 $10

40 70 60

CY SY LF

$25 $102 $34

1 400 25

EA SF EA

$500 $5 $75

1 3 3

LS % %

$5,000 $15,945 $15,945

Total Item Cost $1,390 $690 $700 $10,180 $1,000 $7,140 $2,040 $4,375 $500 $2,000 $1,875 $15,945 $5,000 $478 $478

1

%

$15,945

$159

8 10

% %

$15,945 $15,945

$1,276 $1,595 $24,931

SUBTOTALS Permitting Mobilization Stake-Out Erosion & Sedimentation Control Measures Design and Engineering Fees Construction Contingency TOTAL Northwest Corner Building Addition and Parking Lot The purpose of this project is to provide additional parking for apartment residents and add more retail space that compliments the Northeast Corner Project.

Recommendations include: • • •

Construct a two-story (1,800 sf per floor) mixed-use addition.

Install approximately eleven parking spaces including one accessible space in the rear.

Plant a vegetative screen next to adjacent land uses.

101

Cost Estimate

1st and Crawford: Northwest Corner Acquisition $20,000 Relocation $50,000 Site preparation $10,000 Development $500,000 Other costs (soft costs) $25,000 Total Estimate $605,000 Southwest Corner Redevelopment

The purpose of this project is to extend the existing fabric and character of the business district to create a more pedestrian friendly and attractive environment. Currently up for sale this property has the potential for at least two store fronts with second story office or residential and seven parking spaces in the rear.

Cost Estimate

1st and Crawford: Southwest Corner Redevelopment Acquisition $50,000 Relocation $50,000 Site preparation $30,000 Development $810,000 Other costs (soft costs) $15,000 Total Estimate $905,000 Time Frame The projects included in the First and Crawford Redevelopment Area are dependent on the current land owners. Securing funding for the Northeast Corner Project is a priority.

102

12. Hillside Screening The purpose of this project is to screen views of industrial uses adjacent to the GAP bike lanes on South Third Street.

This area should be planted with a variety of shade trees and shrubs.

Cost Estimate

Connellsville Gateway to Gateway Master Plan Hillside Screening Opinion of Probable Construction Costs - 2009 Item No.

1

Item / Recommendation

Unit

Unit Cost

Removals and Demolition Remove existing lawn area for plantings

3

Quantity

$500

1

LS

$500

Landscaping Shade trees Evergreen trees Flowering shrubs

Construction Contingency

TOTAL

$500 $14,475

12 22 25

EA EA EA

$500 $300 $75

8 10

% %

$14,975 $14,975

SUBTOTALS Design and Engineering Fees

Total Item Cost

$6,000 $6,600 $1,875 $14,975 $1,198 $1,498 $17,671

Time Frame Public Right-of-Way limits should be checked first. If the planted area extends into the adjacent property, an agreement should be made with the owner to get permission for this project.

103

13. South First and Third Greening and Overlook The purpose of this project is to enhance the transition between neighborhood bike lanes and the more industrial section of the GAP trail in Connellsville. This project actually consists of several smaller projects which include: South First Street Reconfiguration

This project involves the reduction of excessive asphalt. Recommendations include: • Reconfigure the Intersection of First Street and Industrial Building Driveway o Reduce excessive lane widths and asphalt pavement area. o Create more green space with shade trees. o Create a crosswalk and sidewalk connection to the existing playground. • Plant a Geranium Display o Mark the transition between the trail and bike lanes (just like the other end).

Cost Estimate

Connellsville Gateway to Gateway Master Plan South First Street Reconfiguration Opinion of Probable Construction Costs - 2009 Item No.

1

Item / Recommendation

Concrete sidewalks Crosswalk

Total Item Cost $750

125

SY

$6

$750 $3,530

40 15 1

CY SY LS

$25 $102 $1,000

Landscaping Shade trees

104

Unit Cost

Site Improvements Topsoil

3

Unit

Removals and Demolition Remove existing asphalt

2

Quantity

$1,000 $1,530 $1,000 $2,800

4

EA

$500

$2,000

Seeding Flower bed areas

1 2

MSF EA

1 3 3 1 8 10

LS % % % % %

$100 $350

SUBTOTALS Permitting Mobilization

Stake-Out Erosion & Sedimentation Control Measures Design and Engineering Fees Construction Contingency

$1,000 $7,080 $7,080 $7,080 $7,080 $7,080

TOTAL

$100 $700 $7,080 $1,000 $212 $212 $71 $566 $708 $9,850

Daycare Building Greening • Create a New Building Entrance for the Daycare o Replace excessive pavement with planting areas. o Install sidewalks around the building to connect entrances. o Restripe the parking stalls.

• Plant Rain Gardens o Divert water from the building’s downspouts into rain gardens.

Cost Estimate

Connellsville Gateway to Gateway Master Plan Daycare Building Greening Opinion of Probable Construction Costs - 2009

Item No. 1

Item / Recommendation

Unit Cost

Concrete walks Concrete curb Linestriping Underdrainage Overflow outlet and storm connection

350

SY

$6

Groundcover (assumes 12” O.C. spacing)

$2,100 $33,730

120 90 325 1 1 2

CY SY LF LS EA EA

$25 $102 $34 $500 $5,000 $2,500

Landscaping Shade trees

Total Item Cost $2,100

Site Improvements Topsoil

3

Unit

Removals and Demolition Remove existing asphalt

2

Quantity

$3,000 $9,180 $11,050 $500 $5,000 $5,000 $8,655

4 350

EA EA

$500 $2.80

$2,000 $980

105

Rain garden perennials Flowering shrubs

850 19

SF EA

$5 $75

1 3 3 1 8 10

LS % % % % %

$1,000 $44,485 $44,485 $44,485 $44,485 $44,485

SUBTOTALS Permitting Mobilization Stake-Out Erosion & Sedimentation Control Measures Design and Engineering Fees Construction Contingency

TOTAL

$4,250 $1,425 $44,485 $1,000 $1,335 $1,335 $445 $3,559 $4,449 $56,606

Industrial Warehouse Greening • Create a Planting Bed at the Industrial Warehouse o Replace excess pavement with plantings to soften the building adjacent to the Daycare.

Cost Estimate

Connellsville Gateway to Gateway Master Plan Industrial Warehouse Greening Opinion of Probable Construction Costs - 2009 Item No.

3

Item / Recommendation

Quantity

Unit

Unit Cost

Landscaping Groundcover (assumes 12” O.C. spacing) Flowering shrubs

$885 75

EA

$2.80

$210

9

EA

$75

Construction Contingency

10

%

$885

$675 $885 $89 $974

SUBTOTALS TOTAL

106

Total Item Cost

South First and Third Overlook

This project involves enhancing the existing overlook area: • Install pervious pavement with flagstone edging.

• Construct a seat wall.

• Install a decorative railing.

• Plant native species around the overlook.

• Install interpretive signs focused on the River and railroad tracks.

• Restore the riparian buffer by removing invasives and planting natives.

Cost Estimate

Connellsville Gateway to Gateway Master Plan South First and Third Overlook Opinion of Probable Construction Costs - 2009

Item No. 1

2

Item / Recommendation Removals and Demolition Remove encroaching trees and shrubs Remove existing bench Remove existing bulletin board Site Improvements Earthwork Crushed limestone Flagstone edging Concrete seat wall

Unit Cost

Quantity

Unit

1 1 1

LS LS LS

$1,000 $100 $250

20 15 100 1

CY SY SF EA

$10 $22 $20 $5,000

Total Item Cost $1,350 $1,000 $100 $250 $14,605 $200 $330 $2,000 $5,000

107

3

Asphalt paths (6’ wide) Decorative barrier railing Interpretive sign Landscaping Flowering trees Flower bed

45 50 2

SY LF EA

$35 $50 $1,500

4 225

EA SF

$450 $5

1 3 3

LS % %

$1,000 $18,880 $18,880

$1,575 $2,500 $3,000 $2,925 $1,800 $1,125 $18,880 $1,000 $566 $566

1

%

$18,880

$189

8 10

% %

$18,880 $18,880

$1,510 $1,888 $24,600

SUBTOTALS Permitting Mobilization Stake-Out Erosion & Sedimentation Control Measures Design and Engineering Fees Construction Contingency TOTAL

Time Frame The South First and Third Greening projects need approval and commitment from the property owners and the City. The Overlook can be accomplished as soon as funding is secured.

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TO

GATEWAY MASTER PLAN tre et

CONNELLSVILLE GATEWAY

Plant Geranium Display

Fi rs tS

Plant a Rain Garden - Divert water from building down spout

- Mark transition between trail and bike lanes

Create a New Building Entrance

Reconfigure Intersection - Reduce excessive lane widths and asphalt pavement area - Create more green space with shade trees - Create a crosswalk and sidewalk connection to existing playground

- Replace excess pavement with planting areas - Install sidewalks - Restripe parking stalls

Existing Playground

Create an Overlook Plant a Rain Garden - Divert water from building down spout

Existing Daycare Center

- Install pervious pavement with flagstone edging - Construct a seat wall - Plant native species - Install interpretive signs focused on the River and railroad tracks

Restore Riparian Buffer - Remove invasives and plant natives

Create a Planting Bed - Replace excess pavement with plantings to soften building

SOUTH FIRST AND THIRD GREENING AND OVERLOOK

INCOPRPORATED

14. Facade Improvement Area The purpose of this recommendation is to help concentrate facade improvement funding for the businesses adjacent to the GAP. This will create a quicker and stronger impact than if funding was spread over a larger area.

111

INDUSTRIAL GATEWAY MASTER PLAN This Master Plan identifies major projects recommended for the Industrial Gateway Area of the Gateway to Gateway project.

The Industrial Gateway Master Plan is followed by more detailed text and enlargement plans focused on the identified projects.

113

CONNELLSVILLE GATEWAY

GATEWAY MASTER PLAN

TO

Leisenring Ave

Potential Projects 16. Bicycle Railing 17. Hillside Reinforcement Graham Ave

18. Vegetative Screen S` 7th Street

S 8th Street

19. Mural Projects (Typical)

gh

re St et

Yo u

h ec Be

iog

he

ny

Ri

ve

r

Green Street

20. Industrial Portal and Overlook

INDUSTRIAL GATEWAY MASTER PLAN

INCOPRPORATED

15. Bicycle Railing along Steep Slopes The purpose of this project is to provide an attractive, lowmaintenance barrier that will protect bicyclists from potentially falling down the slope, help bicyclists feel safe, allow views of the River, and allow safe site distances around corners.

Currently, chain-link fencing (approximately six feet high) exists along portions of the industrial section of the GAP, protecting bicyclists from steep slopes leading down to Youghiogheny River. This fencing, while providing a necessary function, has several drawbacks. They include: • Limited site distances around corners – The height of the fencing restricts bicyclists’ vision around corners where the trail narrows, thereby increasing the potential for collisions with oncoming bicyclists.

• Limited views of the River – The height of the fencing restricts views of the River.

• Aesthetically unpleasing appearance – Chain-link fencing is usually portrayed as a cheaper, more unsightly fence option compared to most other fence materials and designs.

Railing Height Several organizations have specified heights for bicycle barrier railings. The American Association of State Highway Transportation Officials (AASHTO) “Guide for the Development of Bicycle Facilities” (1999) specifies a minimum railing height of 42” while their “Standard Specifications for Highway Bridges” (2002) specifies a minimum of 54” for bicycle railings on bridges. PennDOT has adopted a standard of 42” for both bridge railings and shared use path railings designed for bicyclists.

In 2004, the National Cooperative Highway Research Program (NCHRP) funded a study to resolve the inconsistency between these standards. According to the NCHRP’s “Determination of Appropriate Railing Heights for Bicyclists” (Project 20-7/task 168) a 48” bicycle railing should be used where a shared use path is adjacent to a hazard such as a cliff, water body, or rocks. An exception to this standard is when there is potential for vaulting over a railing where a bicyclist’s speed may project him or her over an outside curve. More specifics on these exceptions can be found within the NCHRP’s document. In the case of Connellsville, a 48” bicycle railing would suffice according to this document.

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Railing Design and Materials The railing should be low maintenance and durable.

Therefore, we recommend using an attractive metal cable or mesh railing. Although more expensive than wood, steel or aluminum will be less costly to maintain and will last longer.

Cost Estimate

Connellsville Gateway to Gateway Master Plan Bicycle Railing Opinion of Probable Construction Costs - 2009

Item No. 1

2

Item / Recommendation

Quantity

Unit

Unit Cost

Removals and Demolition Remove encroaching shrubs and trees Remove existing chain link fence Site Improvements Bicycle railing

1 850

LS LF

$2,000 $2

850

LF

$85

Design and Engineering Fees Construction Contingency

8 10

% %

$41,950 $41,950

SUBTOTALS

TOTAL

Total Item Cost $3,700 $2,000 $1,700 $72,250 $72,250 $75,950 $6,076 $7,595 $89,621

Time Frame This project can be implemented as soon as Ohiopyle State Park approves the railing type and when funding can be secured.

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16. Vegetative Screen The purpose of this project is to screen some of the more unattractive industrial areas along this portion of the Trail.

Recommendations include planting a low hedge and some trees along the industry side of the Trail maintenance access.

Care should be given so as to not block views of the silo public art piece.

Cost Estimate

Connellsville Gateway to Gateway Master Plan Vegetative Screen Opinion of Probable Construction Costs - 2009

Item No. 1

2

Item / Recommendation

Quantity

Unit

1

LS

Unit Cost

Removals and Demolition Remove existing lawn area for plantings Landscaping Shade trees Flowering shrubs

2 70

EA EA

$500 $75

Design and Engineering Fees Construction Contingency

8 10

% %

$6,750 $6,750

$500

SUBTOTALS

TOTAL

Total Item Cost $500 $500 $6,250 $1,000 $5,250 $6,750 $540 $675 $7,965

Time Frame This project can be implemented as soon as the proper approvals are acquired and funding is secured.

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17. Mural Projects

The purpose of these projects are to beautify otherwise dull areas along portions of the Trail. Opportunities also exist to use the murals for interpretation.

Time Frame The murals can be implemented when funding and property owner approval is secured. Some murals, such as along an existing wall have already been completed.

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18. Industrial Portal and Overlook The purpose of these two projects is to create a portal gateway between the City and the start of Ohiopyle State Park and an overlook with signage.

Industrial Portal This project is intended to create a narrow portal that will clearly delineate and contrast the City and the Park settings.

The following improvements are recommended: •

Plant a Natural Vegetative Screen o Use a variety of native plants to screen initial views of the City’s industry.

• Construct an Archway o Build a stone and glass arch similar to that at Stewart’s Crossing.

Cost Estimate

Connellsville Gateway to Gateway Master Plan Industrial Portal Opinion of Probable Construction Costs - 2009

Item No. 1 2 3

Item / Recommendation

Unit Cost

Quantity

Unit

1

LS

$500

Removals and Demolition Clear and grub Site Improvements Stone and glass arch Landscaping Shade trees Evergreen trees Large shrubs Small shrubs

1

LS

$10,000

4 6 3 12

EA EA EA EA

$500 $300 $150 $75

Design and Engineering Fees Construction Contingency

8 10

% %

$15,650 $15,650

SUBTOTALS

TOTAL

Total Item Cost $500 $500 $10,000 $10,000 $5,150 $2,000 $1,800 $450 $900 $15,650 $1,252 $1,565 $18,467

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Industrial Overlook This project acts as a welcome for those entering the City. Recommendations include: • Create an Overlook on the river side of the Trail o Install pervious pavement with flagstone edging.

• Install a bench. o Plant a tree for shade.

• Install a Kiosk Opposite the Overlook o Focus on interpreting the industry of Connellsville and general information about the City.

• Restore the Riparian Buffer o Replace invasive plants with natives.

Cost Estimate

Connellsville Gateway to Gateway Master Plan Industrial Overlook Opinion of Probable Construction Costs - 2009

Item No. 1

2

3

Item / Recommendation Removals and Demolition Remove existing bench Remove existing lawn area Site Improvements Earthwork Crushed limestone Flagstone edging Bench Kiosk Landscaping Shade trees

Unit Cost

Unit

1 1

LS LS

$100 $250

8 20 75 1 1

CY SY SF EA EA

$10 $22 $20 $1,500 $5,000

1

EA

$500

1

%

$9,370

$94

8 10

% %

$9,370 $9,370

$750 $937 $11,150

SUBTOTALS Erosion & Sedimentation Control Measures Design and Engineering Fees Construction Contingency TOTAL Time Frame These two projects can be implemented as soon as funding becomes available.

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Total Item Cost $350 $100 $250 $8,520 $80 $440 $1,500 $1,500 $5,000 $500 $500 $9,370

Quantity

CONNELLSVILLE GATEWAY

TO

GATEWAY MASTER PLAN

Install a Kiosk - Focus on interpreting the industry of Connellsville and general information about the City

Existing Allegheny Power Property

Create an Overlook - Install pervious pavement with flagstone edging - Install a bench - Plant a shade tree

Plant a Natural Vegetative Screen - Use a variety of native plants

Restore Riparian Buffer - Remove invasives and plant natives

Existing Wet Area

Construct an Archway - Build a stone and glass arch similar to that at Stewart’s Crossing

INDUSTRIAL PORTAL AND OVERLOOK

INCOPRPORATED

OPINION OF PROBABLE CONSTRUCTION COSTS The previous opinions of probable costs were based on the assumption that implementation will occur through a public bidding process, utilizing the Commonwealth of Pennsylvania’s 2009 Prevailing Wage Rates. To budget for inflation of costs for future improvements, we recommend a four and one-half percent (4.5%) annual increase be budgeted for all work occurring after 2009.

In Pennsylvania, all projects over $25,000 are required to use the State’s Prevailing Wage Rates for Construction. However, volunteer labor, as well as in-kind services, donated equipment and materials, may reduce construction costs. The City may choose to construct some of the facilities using in-kind services, volunteer services and/or donated labor or materials. It is anticipated that this would also reduce the projected construction costs. Additionally, alternate sources of funding, including grant opportunities identified herein, may help to offset the expense to the City.

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PHASING PLAN We recommend the improvements to the Connellsville Gateway to Gateway Master Plan be constructed in a series of logical phases. Depending on the City’s financial situation, and the success of grant writing efforts, this phasing plan may be expedited, or lengthened, depending on the financial capabilities of the City.

Funding has been lined up for the following first three phases of this Master Plan: Phase 1 - CDBG funds have been acquired for the following projects in Yough Park and Stewarts Crossing: • Boundary Survey- Widmer contract, $4000 completed • Relocate fence around Sanitary pump building • Construct café-kiosk plaza and trail in front of Cream of the Trail Building • Renovations to Cream of the Trail • Paving trail through Park • Removal of boardwalk- completed • Clearing views to river-- completed • Parking lot work on Stewarts Crossing Phase 2 - Application for DCNR C2P2 funds has been submitted for the following projects in Yough Park, Stewarts Crossing, and North Third and First Streets Planting: • Additions to Cream of Trail building including wash, ADA bathroom, Bike Racks • Riverbank stabilization • Additional parking access completed in Stewarts Crossing • North Third and First Streets Planting Additional CDBG funds will be used in phase two for a new playground in Yough Park.

Phase 3 – Remaining DCNR funding from the Connellsville Gateway to Gateway Master Plan will allow for the construction of the Torrance Ave Bikeway.

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a pp e n d ic e s

127

funding sources

Funding Opportunities Many agencies provide grants to assist in providing financial resources to implement design and construction of facilities similar to those proposed for the Connellsville Gateway to Gateway Master Plan. Some offer grants to implement educational programs in concert with these facilities. Still others support the planning and implementation of projects with preserve habitat.

Assistance can also take the form of technical help, information exchange, and training.

Submission of a thorough application may result in award of monies, given the competition for grant funding. Strategies for improving the chances of receiving a grant include: •

Being well-prepared by knowing the funding agency (contact persons, addresses, phone numbers); ensuring your agency or municipality (if submitting on your behalf) and the project are eligible; and submitting a complete and accurate application ahead of the deadline.

•

Clearly indicate the funding agency’s vision and plans in the application, to portray where your project fits their goals. Describe how matching funds such as private contributions and other grants will leverage the funding. Describe how maintenance of the site will be accomplished, to help justify the request for the grant. Show past successes within the Borough such as how past recreation projects were funded and built, and how this project impacts those successes.

•

Contacting the funding agencies by personally meeting with them to show your commitment to the project.

Based on the potential funding sources for the project, we recommend the Borough pursue, at a minimum, the following grant opportunities: Community Conservation Partnerships Programs Agency: Department of Conservation & Natural Resources Program Goals: To develop and sustain partnerships with communities, non-profits and other organizations for recreation and conservation projects and purposes. The Bureau of Recreation and Conservation is responsible for fostering, facilitating and nurturing the great majority of these partnerships through technical assistance and grant funding from the Community Conservation Partnerships Programs.

Program Restrictions: See DCNR grant application manual for the Community Conservation Partnerships Program, as program restrictions vary by type.

Use of Funds: Planning and Technical Assistance; Comprehensive Recreation, Park and Open Space Plans; Conservation Plans; County Natural Area Inventories; Feasibility Studies; Greenways and Trails Plans; Rails-to-Trails Plans; Master Site Plans; River Conservation Plans; Education and Training; Peer-to-Peer; Circuit Rider; Acquisition Projects; Park and Recreation Areas; Greenways, Trails and Rivers Conservation; Rails-to-Trails; Natural and Critical Habitat Areas; Development Projects; Park and Recreation Areas; Park Rehabilitation and Development; Small Community Development; Greenways and Trails; Rails-to-Trails; Rivers Conservation; Federally Funded Projects; Land and Water Conservation Fund (LWCF) Projects; Pennsylvania Recreational Trails

Address: Department of Conservation and Natural Resources, Bureau of Recreation and Conservation, Southwest Regional Field Office, 1405 State Office Building, 300 Liberty Avenue, Pittsburgh, PA 15222 Phone: 412-565-7803 Web Site: http://www.dcnr.state.pa.us Single Application Grants Agency: Pennsylvania Center for Local Government Services, Department of Community and Economic Development Program Goals: Through one application form, applicants can apply for financial assistance from the Department’s various funding sources.

Program Restrictions: Applications can be submitted to request 100% of funding for the proposed project. However, applications that can show some match in the form of dollars or services are more likely to be successfully awarded. Funds are allocated to this program annually and are distributed quarterly. Applications can be submitted at any time.

Use of Funds or Support: This program funds a wide variety of municipal projects, including recreational facility improvements and development.

Contact: Commonwealth of Pennsylvania, 325 Forum Building, Harrisburg, PA 17120 Phone: 717-787-8169 or 1-888-223-6837 Website: http://www.inventpa.com Transportation Equity Act for the 21st Century (TEA21) Agency: TEA21 / ISTEA Program Goals: The primary source of federal funding for greenways and trails is through the Transportation Equity Act of 1998 (TEA21), formerly the Intermodal Surface Transportation Efficiency Act (ISTEA). ISTEA provided millions of dollars in funding for bicycle and pedestrian transportation projects across the country and will provide millions more as TEA21.

There are many sections of TEA21 that support the development of bicycle and pedestrian corridors. The Pennsylvania Department of Transportation (PennDOT) can utilize funding from any of these subsets of TEA21 and should be contacted for further details.

Use of Funds or Support: Safety and Transportation Enhancements Contact: Southwestern Pennsylvania Commission Phone: (412) 391-5590 Website: (Federal Highway Administration) http://www.fhwa.dot.gov/tea21/ Community Development Block Grants Agency: US Dept. Of Housing and Urban Development Program Goals: To provide a flexible source of annual grant funds for local governments nationwide C funds that they, with the participation of local citizens, can devote to the activities that best serve their own particular development priorities, provided that these projects wither (1) benefit low and moderate income person; (2) prevent or eliminate slums or blight; or (3) meet other urgent community development needs.

Program Restrictions: Low and moderate income persons (generally defined as members of a family earning no more than 80 percent of the area median income) benefit mostly directly and most often from CDBG funded activities. Grantees must use at least 70 percent of CDBG funds for activities that principally benefit low and moderate income persons.

Use of Funds or Support: Building public facilities and improvements, such as streets, sidewalks, sewers, water systems, community and senior citizen centers and recreational facilities. There are other possible uses of funds that do not relate to parks and recreation.

Address: Debbie Hennon. Lawrence County Social Services, 241 West Grant Street, New Castle, PA 16103 Phone: 724-658-7258 Email: dhennon@lawcss.org Community Improvement Grants Agency: Pennsylvania Urban and Community Forestry Department Program Goals: Focus is to support greening partnerships linking grassroots organizations, local community groups and natural resource experts in support of community resource management and natural resource.

Use of Funds or Support: Encourages partnerships with and between diverse organizations and groups. Supports local improvement projects, tree planting projects in parks, greenbelts, schools, and community public spaces.

Address: Mark Remcheck, Washington County Cooperative Extension Office, Room 601, Courthouse Square, Washington, PA 15301 Phone: 412-228-6881, 412-228-6939 - Fax Web Site: N/A Environmental Education Grants Program Agency: Pennsylvania Department of Environmental Protection (DEP) Program Goals: The Environmental Education Act of 1993 sets aside 5% of the pollution fines and penalties collected each year to stimulate environmental education in Pennsylvania. The goal is to develop new environmental education programs or improve the quality of existing programs.

Program Restrictions: This is a reimbursement program. Awards do not exceed $10,000. A 25% match is required of all granted organizations, except for county conservation districts.

Use of Funds or Support: Grants may be used to purchase materials, equipment, and other resources. Funding may also provide public and private schools for youth environmental education. Also, to promote conservation and education organizations and institutions for the purpose of providing environmental education training to teachers, county conservation districts and Bureau of State Parks Environmental Education Program to be used for training, in-service workshops, staff salaries, some transportation costs, speakers, substitute costs, and more.

Address: Sandra Titel - Environmental Education Grants Program Administrator Pennsylvania Department of Environmental Protection Environmental Education Grants, P.O. Box 2063, Harrisburg PA 17105 Phone: 717-772-1828 Web Site: http://www.dep.state.pa.us Environmental Quality Incentives Program (EQIP) Agency: Natural Resources Conservation Service Program Goals: The EQIP, established by the 1996 Farm Bill, is one of the several voluntary conservation programs which are part of the USDA A Conservation Toolbox@ to install or implement structural, vegetative, and management practices.

Program Restrictions: Through the locally led process, EQIP works primarily in priority areas identified by conservation district-led local work groups involving local community members, state and federal agencies, and others.

Use of Funds or Support: EQIP offers financial, educational, and technical help to install or implement structural, vegetative, and management practices.

Address: RR#12, Box 202 C, Greensburg, PA 15601-9271 Phone: 24-834-9063 ext. 3 724-837-4127 - Fax Web Site: www.pa.nrcs.usda.gov/programshom.htm Kodak American Greenways Awards Program Agency: The Conservation Fund and Eastman Kodak Company Program Goals: Provide seed money to stimulate greenway planning and design. Supports pioneering work in linking the nation’s natural areas, historic sites, parks and open space.

Program Restrictions: Grant recipients are selected according to criteria that include: importance of the project to local greenway development efforts; demonstrated community support for the project; extent to which the grant will result in matching funds or other support from public or private sources; likelihood of tangible results; capacity of the organization to complete the project.

Use of Funds or Support: Planning, implementation Address: Leigh Anne McDonald, American Greenways Coordinator, The Conservation Fund, 1800 North Kent Street, Suite 1120, Arlington, VA 22209 Phone: 703-525-6300 Web Site: lmcdonald@conservationfund.org Land and Water Conservation Fund (LWCF) Grants Agency: National Park Service Program Goals: This federal funding source was established in 1965 to provide park and recreation opportunities to residents throughout the United States. Money for the fund comes through the sale or lease of non-renewable resources, primarily federal offshore oil and gas leases and surplus federal land sales. In the past, Congress has also appropriated LWCF monies for state-side projects. These state-side LWCF grants can be used by communities to acquire and build a variety of park and recreation facilities, including trails. This funding source has little or no funding allocated for state-side projects for several years. State-side LWCF funds are annually distributed by the National Park Service through the Pennsylvania Department of Conservation and Natural Resources. Communities must match LWCF grants with 50 percent of the local project costs through in-kind services or cash. All projects funded by the LWCF grants must be exclusively for recreation purposes, into perpetuity. Administered through Community Conservation Partnerships Program.

Use of Funds or Support: Plan and invest in existing park system.

Address: Department of Conservation and Natural Resources, Bureau of Recreation and Conservation, Southwest Regional Field Office, 1405 State Office Building, 300 Liberty Avenue, Pittsburgh, PA 15222 Phone: 412-565-7803 Web Site: http://www.ncrc.nps.gov/lwcf/ Pennsylvania Conservation Corps

Agency: Pennsylvania Department of Labor and Industry Program Goals: This program provides work experience, job training, and educational opportunities to young adults while accomplishing conservation, recreation, historic preservation, and urban revitalization work on public lands.

Program Restrictions: The project sponsors receive the services of a Pennsylvania Conservation Corps crew, fully paid, for one year. Sponsors can also receive up to $20,000 for needed materials and contracted services. Sponsors must provide a 25% cash match on material and contracted services costs.

Use of Funds or Support: Funds may be used for materials and contracted services needed to complete approved projects.

Address: Lou Scott, Director, 1304 Labor and Industry Building, 7th and Forster Streets, Harrisburg, PA 17120 Phone: 717-783-6385 Web Site: http://www.dcnr.state.pa.us WILD ACTION Grant Program Agency: Pennsylvania Game Commission Program Goals: This is a small grant program that encourages Pennsylvania’s youth to take responsible action for wildlife and the environment. It also provides educators with the skills, ideas, and support to incorporate information about improving wildlife habitat into school curricula and/or youth group programming. This program also is designed to promote cooperation between school, youth organizations, community groups and agencies, which are encouraged to take action that fosters wildlife conservation and earth stewardship.

Program Restrictions The program is limited to schools and nonprofit organizations that have youth programming. Youths must be involved in the planning, design, implementation, maintenance, and monitoring of the project. Selected programs receive either a $250 or $500 grant.

Use of Funds or Support: The funds may be used for eligible projects that focus on improving habitat for wildlife on school or community property or on property with school and community access. Funds may be used to purchase or rent equipment and materials to carry out the project.

Address: Theresa Alberici, Project WILD Coordinator, Pennsylvania Game Commission, 2001 Elmerton Avenue, Harrisburg, PA 17110 Phone: 717-783-4872 Web Site: http://www.pgc.state.pa.us Wal-Mart - Good. Works Agency: Wal-Mart Foundation Program Goals: Allows local non-profit organizations to hold fundraisers at their local WalMart or Sam’s Club. Wal-Mart and Sam’s Club can elect to match a portion of the funds collected, up to $1,000. Events held off the premises are eligible for funding when a Wal-Mart or Sam’s Club Associate is actively involved in the event. Additionally, once the Wal-Mart or Sam’s Club has met certain criteria in the Matching Grant Program each year, a second source of funding is awarded to the store / club to use in the community. These funds do not require a fundraiser to be held; instead the funds can be awarded directly to a deserving organization.

Program Restrictions: Organizations that may qualify to receive funding through the Matching Grant Program are 501(c)(3) non-profit organizations or organizations that are exempt from

needing 501(c)(3) status, such as public schools, faith-based institutions such as churches (must be conducting a project that benefits the community at large), and government agencies.

Use of Funds or Support: Community Improvement Projects.

Contact: Community Involvement Coordinator at your local Wal-Mart or Sam’s Club store.

Web Site: www.walmartfoundation.org/wmstore/goodworks Lowe’s Charitable and Educational Foundation Agency: Lowe’s Charitable and Educational Foundation Program Goals: Education. Community improvement projects such as projects at parks and other public areas, housing for underprivileged and innovative environmental issues.

Program Restrictions: Organizations that may qualify to receive funding through the Matching Grant Program are 501(c)(3) non-profit organizations.

Contact: The Foundation only accepts grant applications submitted via online application.

Web Site: http://www.easy2.com/cm/lowe/foundation/intro.asp

potential residential riverfront development

A discussion about the potential for residential riverfront development occurred during the design process. Therefore, a sketch was developed showing how residential riverfront development could fit in with the Master Plan.

The purpose of this redevelopment project is to strengthen the residential neighborhood while providing new quality riverfront housing. The sketch illustrates the potential for eleven townhomes near Crawford Ave and nine single family homes facing the new Village Green.

The difficulty with this project is that the new housing replaces existing single family homes, several of whom are in great condition. In addition, this project does not directly affect the GAP trail, making it less of a priority.

ballfield options

A discussion about the potential for a minor league baseball stadium occurred during the design process. Therefore, two quick sketch alternatives were developed to explore how a baseball stadium would fit in with the Master Plan area.

Option A This option shows a 5,000 seat stadium overlooking the River and downtown Connellsville.

Parking can be shared between the stadium, the business district, and Yough Park. The GAP trail could stay on Third Street. However, it would be surrounded by parking lots. Otherwise, the trail could be re-routed along the River. Along with required parking, the stadium area in Option A affects approximately 66 properties and 59 buildings that are not owned by the City.

Option B This option shows a 5,000 seat stadium overlooking the River near Yough Park. Parking can be shared between the stadium, the business district, and Yough Park. The GAP trail would have to be re-routed. One option is to build a new trail along the riverfront. Along with required parking, the stadium area in Option B affects approximately 67 properties and 62 buildings that are not owned by the City.

shared use lane information

TECHNICAL COMMITTEE RECOMMENDATION

TECHNICAL COMMITTEE:

Bicycle Technical Committee

DATE OF ACTION:

07 January 2005 (revised 23 June 2005, 18 January 2007)

TOPIC:

Proposed Shared Lane Marking Part 9 of the MUTCD

ORIGIN OF REQUEST:

NCUTCD Bicycle Technical Committee

DISCUSSION: Traffic lanes are often too narrow to be shared side-by-side by bicyclists and passing motorists. Where parking is present, bicyclists wishing to stay out of the way of motorists often ride too close to parked cars and risk being struck by a suddenly opened car door (being "doored"). Where no parking is present, bicyclists wishing to stay out of the way of motorists often ride too close to the roadway edge, where they run the risks of being run off the road, being clipped by overtaking motorists who misjudge passing clearance, or of encountering drainage structures, poor pavement, debris, and other hazards.

Riding further to the left avoids these problems, and is legally permitted where needed for safety. However, this practice can run counter to motorist expectations. A pavement marking that indicates the legal and appropriate bicyclist line of travel, and cues motorists to pass with sufficient clearance, is needed. In recognition of this need, several symbols and variations are being used by numerous local agencies around the country.

To address this growing problem, the City of San Francisco selected two (2) candidate Shared Lane Markings based on a human factors study, and conducted an on-street test of those markings that was completed in February of 2004.

The results showed significant improvements to bicyclists’ and motorists’ positioning in the roadway, and identified the bike-with-chevron marking as most effective. These results have since provided guidance to the California Department of Transportation (Caltrans) to adopt the Shared Lane Marking in the California Supplement to the MUTCD. The draft proposal that the Bicycle Technical Committee is transmitting to sponsors is based on the findings of the San Francisco study and the language and figure adopted in the MUTCD California Supplement.

Results from the San Francisco study indicate that the shared lane marking: •

• •

Improves positioning of the bicyclist and motorist • Increases the distance between bicyclists and parked cars (by 8 inches in the SF study) • Increases the distance between overtaking motorists and bicyclists (by 2 feet in the SF study) Improves bicyclist behavior • Reduces wrong-way bicycling, a major cause of collisions (by 80% in the SF study) Reminds motorists of likely bicyclist presence • When surveyed, motorists claimed they did not notice the marking; however, the data indicates that their position on the roadway was adjusted to better accommodate bicyclists.

Diagram from San Francisco Shared Lane Marking study

These proposed changes were also reviewed by the NCUTCD Markings Technical Committee at their meeting in January 2005.

COMMITTEE ACTION: The Bicycle Technical Committee recommends that the National Committee forward this proposal to Federal Highway Administration for consideration.

Approved 35-0-3 by NCUTCD Council 19 January 2007.

Section 9C.XX Shared Lane Marking Support: The Shared Lane Marking is intended to: 1. Help bicyclists position themselves in lanes too narrow for a motor vehicle and a bicycle to travel side by side within the same traffic lane; 2. Encourage safe passing of bicyclists by motorists; 3. Reduce the chance of a bicyclist’s impacting the open door of a parked vehicle in a shared lane with on-street parallel parking; 4. Alert road users of the lateral location bicyclists may occupy; and 5. Reduce the incidence of wrong-way bicycling.

Option: The Shared Lane Marking shown in Figure 9C-X may be used to assist bicyclists with positioning in a shared lane with on-street parallel parking and to alert road users to the location a bicyclist may occupy within the traveled way.

Standard: If used in a shared lane with on-street parallel parking, Shared Lane Markings shall be placed so that the centers of the markings are a minimum of 3.3 m (11 ft) from the curb face, or from the edge of pavement where there is no curb.

Shared Lane Markings shall not be used on shoulders or in designated bicycle lanes.

Guidance: The Shared Lane Marking should not be placed on roadways with a speed limit above 55 km/h (35 mph).

When used, the Shared Lane Marking should be placed immediately after an intersection and spaced at intervals not greater than 75 m (250 ft) thereafter.

Option: When the shared lane marking is used, the distance from the curb or from the edge of pavement or paved shoulder may be increased beyond 3.3 m (11 ft).

Figure 9C-XX. Shared Lane Marking

Figure 9C-9. Shared Lane Marking

2.8 m (9.25 ft)

1 m (3.25 ft)

market background

Background: Housing Market Dynamics in Fayette County M & L completed a county-wide housing market analysis in June 2005 that closely studies the housing dynamics in Fayette County. This included market-rate for-sale housing. This analysis provides some context for the proposed housing developments north of Crawford Avenue between N. 3rd Street and the riverfront.

The study found the following in the Fayette County market: Market Demand Between 2000 and 2008, the total demand for sales housing is approximately 5,100 units. Most of this demand will be met through the sale of existing homes. However, approximately 1,700 newly constructed units will be needed through 2008. New construction demand is predicted to be approximately 211 units per year.

Homeowner housing demand will primarily be generated by the move up, higher income, affordable, and elderly buyer categories. The number of units constructed per year in the county is, at first glance, sufficient to keep pace with homeowner demand.1 However, the types of housing recently constructed are not necessarily meeting all housing demand. Specifically, market rate for-sale housing for households with incomes above $75,000 is not being built in sufficient quantities. Speculative housing development is negligible. And non-traditional for-sale units (patio homes, duplexes, quads, townhouses, condos, etc.) are only just now being constructed in the county. Current construction practices only perpetuate the housing status quo, leaving little room for pent-up demand of non-traditional units to surface. More variety in for-sale housing is crucial to adequately house new residents.

The following table provides an analysis of renter and owner housing demand based on existing Census data combined with projections from Claritas.

1

The only quantitative source for current residential construction is building permit data collected by the U.S. Census Bureau from local municipalities and the county. Because of antiquated filing systems and inconsistencies between permit types, local housing practitioners who were part of the study did not believe the building permit data is an accurate depiction of housing construction in Fayette County.

r for-sale e housing fo or households with inc comes abov ve $75,000 Market rate

Demand for higher-eend for-sale housing h is beeing generatted by an infflux of new, high-payingg jobs. The move up and a higher inncome houseehold types will w account for approxim mately 75% of new ownner housing demand d throough 2008. Since S househholds can geenerally afforrd a home whose w value is equal e to threee times theirr annual salaary, this incoome group will w demand homes h of $225,0000 or more. With W a mediaan owner houusing value of $63,900, a gap exists between thee existing housing h stocck and the tyype of housinng new residdents’ desire..

Some inrroads have been b made inn higher-end housing, wiith new unitss under consstruction in thhe greater Uniontown U arrea. But addditional unitss are neededd to meet thiss demand. The T market rate units connceived as paart of the Coonnellsville Gateway-to-G G Gateway Maaster Plan coould provide a product to t meet this demand. d orhood revittalization ad djacent to downtowns d Neighbo

In the past fifty yearss, living pattterns nationw wide shifted away from urban u areas and a towards suburbann living. Fay yette Countyy was no exception to thiis trend. Moost of the couunty’s popullation now residdes in its tow wnships. Thhe resulting lack l of privaate investmennt in the neigghborhoods of

the county’s cities and boroughs has led to declining housing values, an increased incidence of blight, and rising crime in certain neighborhoods.

Revitalization of these areas is necessary for long-term urban stability and viability of the county’s housing stock. Residential areas adjacent to downtowns, such as Connellsville, are suitable targets for revitalization, as their location naturally gives them a higher profile.

Preserving the best homes, removing vacant and blighted structures, and introducing new infill residential development is needed to revitalize these neighborhoods. This is a key component of the Connellsville Gateway-to-Gateway Master Plan.

Recent Sales Activity

Recent sales activity is the best way to understand the dynamics of the housing market.

Location, number, and value of sales housing helps to understand the areas of the county that are in demand. The Fayette Board of Realtors operates an independent multiple listing service that tracks sales housing trends.

In 2003, 507 units were sold in Fayette County. This was a 28.4% increase over the number of sales in 2000 (395). Sales volume was highest in Uniontown and the Connellsville area. The housing market has slowed in recent years (2007-2009) due to the recession and decline in the overall housing market, and data will most likely show that the rate of sales increase slowed over the past two years.

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Alternative Stormwater Management Practice PERMEABLE PAVING Description Permeable paving is a broadly defined group of pervious types of pavements used for roads, parking, sidewalks, and plaza surfaces. Permeable paving provides an alternative to conventional asphalt and concrete surfaces and are designed to infiltrate rainfall through the surface, thereby reducing stormwater runoff from a site. In addition, permeable paving reduces impacts of impervious cover by augmenting the recharge of groundwater through infiltration, and providing some pollutant uptake in the underlying soils. Due to the potential high risk of clogging the pavement voids and the underlying soils, permeable paving should be limited in its use and should require strict adherence to manufacturer’s specifications for installation and maintenance.

The different types of paving can be broken into two basic design variations: porous pavement and permeable pavers. Porous pavement is a permeable asphalt or concrete surface that allows stormwater to quickly infiltrate to an underlying stone reservoir. Runoff then percolates directly into the underlying soil, which recharges groundwater and removes stormwater pollutants.

Runoff can also be drained out of the stone reservoir through an underdrain system connected to the stormdrain system. Porous pavement looks similar to conventional pavement, but is formulated with larger aggregate and less fine particles, which leaves void spaces for infiltration.

Permeable pavers include concrete grid and grass pavers, interlocking concrete modules, and brick pavers (Figure 1). Often, these designs do not have an underground stone reservoir, but can provide some infiltration and surface detention of stormwater to reduce runoff velocities.

Recommended Application of Practice Permeable paving can be used to treat low traffic roads (i.e., a few houses or a small culde-sac), single-family residential driveways, overflow parking areas, sidewalks, plazas, and courtyard areas. Good opportunities can be found in larger parking lots, spillover parking areas, schools, municipal facilities, and urban hardscapes. Permeable paving is intended to capture and manage small frequent rainfall events. These events can include as much as 30 – 50% of the annual precipitation (Schueler, 1987). The system does not readily work for storms greater than 1-inch or with high rainfall intensities. The practice can be applied in both redevelopment and new development scenarios.

Center for Watershed Protection

Figure 1: Application of Permeable Pavers

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Benefits Permeable paving can have many benefits when applied to redevelopment and infill projects in urban centers. The most notable benefits include: •

Groundwater recharge augmentation

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Runoff reduction to ease capacity constraints in storm drain networks

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Effective pollutant treatment for solids, metals, nutrients, and hydrocarbons (see pollutant removal performance, Table 1)

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Aesthetic improvement to otherwise hard urban surfaces (e.g., interlocking permeable pavers, lattice pavers)

Two long-term monitoring studies of porous pavement systems conducted in Rockville, MD, and Prince William, VA, indicated high removal efficiencies for sediments and nutrients (see Table 1). The Rockville study also reported high removals for zinc (99%), lead (98%), and chemical oxygen demand (82%) (Schueler, 1987).

Table 1: Estimated Pollutant Removal Performance of Porous Pavement (Porous Asphalt) (EPA, 1999) Pollutant Parameter Total Phosphorus Total Nitrogen Total Suspended Solids

% Removal 65 80 – 85 82 – 95

Feasibility/Limitations Major limitations to this practice are suitability of the site grades, subsoils, drainage characteristics, and groundwater conditions. Proper site selection is an important criteria in reducing the failure rate of this practice. Areas with high amounts of sediment-laden runoff and high traffic volume are likely causes of system failure. High volume parking lots, particularly parking drive aisles, high dust areas, and areas with heavy equipment traffic, are not recommended for this practice. Ownership and maintenance responsibility should also be considered in determining the potential for success.

Soil It is important to confirm that local soils are permeable and can support adequate infiltration, since past grading, filling, disturbance, and compaction can greatly alter the original infiltration qualities. The underlying parent soils should have a minimum infiltration rate of 0.5 inches per hour. To maintain effective pollutant removal in the underlying soils organic matter content in the subsoils is important.

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Permeable pavers are typically not installed over a gravel chamber, but can be placed on a sand bed to facilitate drainage. Pavers generally provide more surface storage than infiltration capacity, but have the same limitations in terms of clogging. Permeable paving should generally have a drainage time of at least 24 hours.

Cold Climate Considerations Permeable paving practices can be used effectively in coldclimate areas, but should not be used where sand or other materials are applied for winter traction since they quickly clog the pavement. Care should be taken when applying salt to permeable pavement, since chlorides can easily migrate into the groundwater. Care should also be taken to select a surface material that can tolerate undulations from frost movements, or to protect pavements from frost damage (Ferguson, 2005).

Land Use Like any stormwater infiltration practice, there is a possibility of groundwater contamination. Therefore, permeable paving should not be used to treat stormwater hotspots, areas where land uses or activities have the potential to generate highly contaminated runoff.

These areas can include: commercial nurseries, auto recycling and repair facilities, fleet washing facilities, fueling stations, high-use commercial parking lots, and marinas. Additionally, certain types of permeable pavers, such as block, grid pavers, and gravel, are not ideal for areas that require handicap accessibility.

Sizing and Design Guidance The two types of permeable paving, porous pavement and permeable pavers, have specific sizing guidelines, which are described below.

Porous pavement areas are generally designed to accommodate a 1-inch or less design storm.

Storms greater than that will either sheet flow off the site, or if not graded properly, will pond on-site. Other design considerations for porous pavement include: •

Soils permeability should be between 0.5 and 3.0 inches per hour.

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Clean, washed aggregate must be specified for the gravel bed/stone reservoir (Figure 2).

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The bottom of the stone reservoir should not exceed a slope of 5 percent. Ideally it should be completely flat so that the infiltrated runoff will be able to infiltrate through the entire surface. Perforated pipes may be used to distribute runoff through the reservoir evenly.

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Located at least 3 feet above the seasonally high groundwater table,

http://www.wbdg.org/design/lidtech.php

Figure 2: Porous pavement with a gravel bed/stone reservoir

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Chapter 9: Redevelopment

and at least 100 horizontal feet away from drinking water wells.

As a back-up measure in case of clogging, permeable paving practices can be designed with a perimeter trench to provide some overflow treatment should the surface clog. The trench may be connected to the stone reservoir

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The contributing drainage area should generally be less than 5 acres, and where feasible, water should sheet flow onto the practice.

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If stormwater flows onto a permeable paving surface the use of pretreatment practices should be considered so effective pollutant removal can be achieved.

The basic equation for sizing the required porous surface area is as follows: Ap = Vw / (n x dt ) where: Ap = the required porous pavement surface area [square feet] Vw = the design volume [cubic feet] n = porosity of gravel bed/reservoir (assume 0.4) = depth of gravel bed/reservoir (maximum of four feet, and separated by at least three dt feet from seasonally high groundwater) [feet] An example calculation for porous pavement is provided in Table 1.

Table 1: Porous Pavement Simple Sizing Example A porous pavement area is being designed to treat a 20,000 square foot drainage area.

Based on the water quality volume required to treat this area, an assumed gravel bed/reservoir porosity of 0.4, and a gravel bed/reservoir depth of one foot, the following calculations were completed to determine the required porous pavement surface area.

Step 1: Calculate the WQv WQv = (P) (Rv) (A) / 12 where: P = 90% rainfall number = 0.9 in Rv = 0.05+0.009 (I) = 0.05+0.009(100) = 0.95 I = percentage impervious area draining to site = 100% A = Area Draining to Practice (i.e., treatment area) = 20,000 ft2 WQv = [(0.9)(0.95)(20,000)] / 12 = 1,425 ft3 Step 2: Calculate porous pavement surface area: Ap = WQv / (n x dt) where: n = assumed porosity = 0.4 dt = gravel bed/reservoir depth = 1 ft Ap = 1,425 ft3 / (0.4 x 1 ft) Ap = 3,562.5ft2 Therefore, to treat the 20,000 square feet, the porous pavement area needed is approximately 3,560 ft2.

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Permeable paver (e.g., interlocking block, concrete gird pavers, etc.) areas are most effective when designed to accommodate small rainfall depths (e.g., less than 1 inch) that fall directly on the paver areas. They are less effective and more prone to clogging when used to also receive runoff from other areas. Unless underlying soils are extremely permeable, larger storms will either sheet flow off the site, or if not graded properly, will pond on the site.

For permeable pavers, treatment level will be based on the area covered by permeable pavers multiplied by a “discount factor� (F), that reduces the accounts for the likely effectiveness of the paver based on the application, as described below.

TA = (permeable paver surface area) x (F) where: TA = Treatment Area F = 0.5 or 0.75 (based on high or low usage area designation, respectively) High-usage areas: 0.5 discount factor This includes sites where permeable pavers are likely to receive fairly high levels of traffic, potential compaction, or where the underlying soils have poor infiltration capacity (e.g., hydrologic soil groups C and D).

Examples include multi-family and commercial overflow parking, urban plazas and hardscapes. The assumption is that these areas will be more prone to clogging and compaction of the void spaces and decreased function over time.

Low-usage areas: 0.75 discount factor This includes low-traffic areas such as single family residential uses, institutional overflow parking with only periodic use, emergency access areas, grass paving systems, and schools, and includes sites with sandy parent materials. The assumption is that these areas will maintain some infiltration capacity and will have minor compaction and clogging issues.

An example calculation for permeable pavers is provided in Table 2.

Table 2: Permeable Pavers Simple Sizing Example Area covered by permeable pavers = 10,000 ft2 of commercial overflow parking and 2,000 ft2 of emergency access road/path Solving for treatment area (TA): TA = 10,000 ft2 x 0.5 + 2,000 ft2 x 0.75 TA = 6,500 ft2

Environmental/Landscaping Considerations Stringent sediment controls are required during the construction stage, and all adjacent land areas should be stabilized prior to installing permeable paving practices. Where feasible, a grass filter strip is recommended to pre-treat adjacent land areas that drain to porous pavement areas.

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Maintenance The type of permeable paving and the location of the site dictate the required maintenance level and failure rate. Concrete grid pavers and plastic modular blocks require less maintenance because they are not clogged by sediment as easily as porous asphalt and concrete. Areas that receive high volumes of sediment will require frequent maintenance activities, and areas that experience high volumes of vehicular traffic will clog more readily due to soil compaction.

Typical maintenance activities for permeable paving are summarized below (Table 3).

Table 3: Typical Maintenance Activities for Permeable Paving (WMI, 1997) Activity Schedule Ensure that paving area is clean of debris Monthly Ensure that paving dewaters between storms Monthly and after storms >0.5 in.

Ensure that the area is clean of sediments Monthly Mow upland and adjacent areas, and seed bare areas As needed Vacuum sweep frequently to keep surface free of sediments Typically 3 to 4 times a year Inspect the surface for deterioration or spalling Annual

When maintenance of permeable paving areas is required, the cause of the maintenance should be understood prior to commencing repairs so unnecessary difficulties and recurring costs can be avoided (Ferguson, 2005). Generally, routine vacuum sweeping and high-pressure washing (with proper disposal of removed material and washwater) can maintain infiltration rates when clogged or crusted material is removed. Signs can also be posted visibly within a permeable paving area to prevent such activities as resurfacing, the use of abrasives, and to restrict truck parking.

Cost Costs for permeable paving are significantly more than traditional pavement (Table 4).

However, incorporating savings from not having to build a separate stormwater infrastructure in addition to paving, the overall project costs are often reduced.

The estimated annual maintenance cost for a porous pavement parking lot is $200 per acre per year (EPA, 1999). This cost assumes four inspections each year with appropriate jet hosing and vacuum sweeping.

Table 4: Cost Guides for Permeable Pavement System (LID) Paver System Cost Per Square Foot (Installed) Asphalt $0.50 to $1.00 Porous Concrete $2.00 to $6.50 Grass/gravel pavers $1.50 to $5.75 Interlocking Concrete Paving Blocks $5.00 to $10.00

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References Ferguson, B. 2005. Porous Pavements. CRC Press.

Low Impact Development Center, Inc. (LID) http://www.lid-stormwater.net/intro/sitemap.htm#permpavers Schueler, T.1987. Controlling Urban Runoff: A Practical manual for Planning and Designing Urban BMPs. Metropolitan Washington Council of Governments. Washington, DC United States Environmental Protection Agency (EPA), “Storm Water Technology Fact Sheet, Porous Pavement�, September 1999.

Watershed Management Institute (WMI). 1997. Operation, Maintenance, and Management of Stormwater Management Systems. Prepared for: US EPA Office of Water. Washington, DC.

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