City of Connellsville

Bicycle Master Plan

 

Table of Contents  

Chapter 1 Introduction

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Chapter 2 Goals and Objectives

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Chapter 3 Exiting Conditions

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Chapter 4 Bicycle Network

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Chapter 5 Sign Network and End Point Facilities 17 Chapter 6 Recommendations 24 Chapter 7 Implementation Plan 32 Appendix  

 

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Acknowledgements The City of Connellsville Master Plan was prepared by the Mayor, City Council, the Connellsville Redevelopment Authority, Sustainable Connellsville and the Trail Town Program. Steering Committee Members: Charlie Mathews, Mayor Tom Karpiak, Council Brad Geyer, Council Marilyn Weaver, Council Gregroy Ritch, Council Geno Gallo, Sustainable Connellsville Michael Edwards, Connellsville Redevelopment Authority Will Prince, Trail Town Program Manager Jeff Malik, Trail Town Program Project Leader Emma Strong, Trail Town Program Project Leader Joe Crumbley, Trail Town Program Intern Michelle Rapp, , Trail Town Program Intern Rachael Christie, Trail Town Program Intern Peter Grella, Trail Town Program Intern Chad Crumrine, Trail Town Program Intern

Prepared for: City of Connellsville City Council 10 North Arch Street Connellsville, PA 15425 Prepared by: Aspect, LLC 1529 Harlow Street Pittsburgh, PA 15204    

 

 

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Chapter  1  Introduction    

Whenever I see an adult on a bicycle, I have hope for the human race. ~ H.G. Wells The City of Connellsville is poised to become a world-class bicycle community. The completion of the Great Allegheny Passage and commencement of the Sheepskin Trail have provided the off-street infrastructure for the City to begin capitalizing on bicycle tourism. Expanding and enhancing the City’s on-street bicycle facilities will augment the City’s redevelopment efforts that can improve the tourism economy and significantly aid in attracting and retaining residents.   The City of Connellsville Bicycle Master Plan defines a community vision in maximizing redevelopment and economic development opportunities associated with a world-class bicycle community. The Plan provides goals and recommendations as well as a capital projects plan.  

Vision   The City of Connellsville’s Bicycle Master Plan envisions Connellsville as a world class biking community. Due to the City’s investment and commitment to biking, residents will have premium active transportation infrastructure and visitors will experience a community that tempts them to stay long-term.  

 

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Chapter  2  Goals  and  Objectives   Goal 1: Encourage residents and visitors to bike in Connellsville   Objectives   o Install bicycle facilities on corridors identified in the bicycle network map   •

Connect business districts, cultural and recreational amenities with premium bicycle facilities  

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Install end-point facilities including sidewalk racks and on-street bicycle corrals.  

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Install a bicycle wayfinding sign system  

Goal 2: Improve safety of cyclists   Objectives   o Install protected bicycle infrastructure where feasible including cycle tracks and buffered bike lanes.   o Increase highway caution signs to improve bicycle safety.   o Increase enforcement against aggressive and impaired driving   Goal 3: Establish Connellsville as a major bicycling recreation community.   Objectives   o Maximize the potential of the regional trails including Great Allegheny Passage Trail and the Sheepskin Trail.   o Advertise Connellsville’s ideal proximity to the Pittsburgh Metropolitan region   o Establish Connellsville as a home base for Laurel Highlands outdoor adventures   o Market Connellsville’s proximity to mountain biking opportunities    

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Goal 4: Use bikable amenities as a catalyst for economic development.   Objectives   o Support existing businesses   •

Connect them to residents and visitors  

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Promote them to residents and visitors  

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Install end-point facilities adjacent or near  

o Attract new business   •

Food Service industry such as coffee shops, restaurants, night life venues (bars, clubs, etc) tailored to biking  

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Retail (boutiques and outdoor needs)  

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Office (Design, medical, etc)  

o Re-use existing industrial facilities to attract fabrication and manufacturing related to bicycle   o Nurture tourism related to Great Allegheny Passage  

 

 

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Chapter  3  Existing  Conditions   Picturesque Connellsville is nestled in the foothills of the Laurel Highlands on the banks of the Youghiogheny River. The City’s topography offers ample flat areas for leisure riding as well as challenging grades for exercise. The weather allows for nine (9) months of reasonable climate. Combining the potential of resident cyclists with the needs of touring cyclists will create a community that attracts population while maximizing tourism revenue.       Bicycle  Infrastructure   Currently  Connellsville  has  very  little  infrastructure,  although  it  has  a  rich  history  for  on-­‐street   cycling  infrastructure.    The  3rd  Street  separated  facility  installed  as  part  of  the  Great  Allegheny   Passage,  was  one  of  the  first   separated  facilities  in  the   country.    As  separated   facilities  become  the  norm,   Connellsville  can  point  to   this  history  as  an  innovator.     The  City  has  also   commenced  the  installation   of  bicycle  racks  on  Crawford   Avenue.    End  point  facilities   will  be  key  as  the  City   continues  to  expand  its  on-­‐ street  infrastructure.  Due  to   their  bicycle  unfriendliness,   Connellsville’s  bridges,   Memorial  Bridge  and   Crawford  remain  a   significant  impediment  to  a   connected  City-­‐wide  system    

 

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Tourism     In  2013,  the  Great  Allegheny  Passage  finally  completed  its  trek  into  downtown  Pittsburgh.    Until   that  completion,  the  trail  connected  only  to  Homestead.    The  trail  is  now  poised  to  realize  its  full   potential.    As  a  result,  Connellsville  will   experience  a  significant  increase  in  cycling   tourism.    Connellsville  is  approximately  fifty  (50)   miles  from  downtown  Pittsburgh  and  its  metro   population  of  2.6.  million  people.    That  mileage   is  ideal  for  weekend  and  vacation  trips  to  the   Laurel  Highlands.    In  addition,  Connellsville  will   continue  to  see  recreation  cyclists  from   Ohiopyle,  and  to  a  lesser  extent  from  western   Maryland  and  the  Washington  D.C.  metro  area.  Finally,  Connellsville  has  established  connections  to   adjacent  communities  including  Dawson  Borough  and  Dunbar  Borough  via  the  Sheepskin  Trail.  The   Sheepskin  Trail  will  eventually  connect  Connellsville  to  Uniontown  as  well  as  Morgantown,  WV,   where  the  trail  will  tap  into  over  50  miles  of  trails  in  the  Morgantown  area.      As  the  Sheepskin  trail   expands  southward  to  Uniontown  and  Morgantown,  WV,  the  regional  tourism  component  will   become  more  lucrative.     Urban  Context   Connellsville’s  industrial  economy  has  faded  and   its  downtown  economy  is  dormant.  Vacant  lots   and  buildings  offer  opportunities  to  establish   bicycle  related  retail  and  commercial  potential   and  bicycle  tourisms  support  services.     Restaurants,  coffee  shops,  outdoor  retail  shops,  bicycle  retail,  hotel,  bed  and  breakfast  and  clothing   boutiques  rank  high  on  customers  that  visit  business  corridors  via  bicycles.    Retrofitting  the  City’s   business  corridors  to  maximize  cycling  numbers  would  lay  the  ground  work  for  economic   redevelopment.  

 

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Chapter  4  Bicycle  Network     Quality of Life is an indicator comprised of several factors that measures a community’s health and attractiveness. A bicycle friendly community provides recreation, commuting and social opportunities that enhances a community’s quality of life. Bicycle friendly communities are generally safer communities, both from a crime standpoint and a traffic standpoint. Bicycle friendly communities generally have active streets, with people occupying sidewalks and roadways, providing eyes on the streets. Having eyes on the streets allows the community to self-police against crime. Bicycle friendly streets also add more bodies to roadways. Active roadways comprised of non-motorized transportation slow down motorized transportation. Slower motorized transportation causes fewer and less severe injuries.   Bicycle Network Summary The Connellsville Bicycle Network is a Citywide pathway network that incorporates on-street and trail facilities to provide access for residents to the City’s business corridors, cultural and recreational amenities. The network also aims to capitalize on tourism opportunities associated with the Great Allegheny Passage.   Business Corridors   Bicycle infrastructure is

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proven commodity to boosting economic development. Bicycle infrastructure provides access to business corridors, essentially increasing customer capacity, consequently raising revenue and expansion opportunities. Connecting Connellsville’s business corridors to residents and tourists is paramount.   West Side  

 

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The West Side business corridor is the most convenient corridor for touring cyclists to visit. The Great Allegheny Passage travels through the corridor via the 3rd Street cycle tracks. Existing business would greatly benefit from the additional customers. Additional economic development opportunities exist in vacant storefronts and vacant properties for bicycle touring related business ventures including restaurant, coffee shop, outdoor retail and bicycle retail. The West Side business corridor is isolated somewhat to the Downtown business corridor, Pittsburgh Street business corridor, the East End and South Side due to the bicycle and pedestrian unfriendliness of the Crawford Avenue Bridge.   As stated, the Plan identifies where premium bicycle infrastructure can be installed based on curb to curb widths. Crawford Avenue is wide enough to accommodate buffered bike lanes from 7th Street to the Crawford Avenue Bridge. Existing on-street parking would need to be relocated to side streets. Based on a parking audit conducted in December 2012, on-street parking on this corridor is severely under utilized and existing volumes can relocate to side streets with minimal to no impacts on businesses. In addition, bicycle racks installed on sidewalks will provide convenient bicycle parking for cyclists.   Downtown   The Downtown business corridor is significantly accessible to residents of the North End, East End and South Side. Existing businesses would benefit from the improved access to residents. Vacant storefronts and lots could experience economic development as well. Downtown’s access to the West Side business corridor and Great Allegheny Passage is somewhat restricted to the bicycle and pedestrian unfriendliness of Crawford Avenue Bridge. Improving the Crawford Avenue Bridge’s bicycle and pedestrian friendliness will substantially improve the Downtown business corridor’s economic potential.    

 

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Crawford Avenue is wide enough to accommodate buffered bike lanes from the Crawford Avenue Bridge to Prospect Street. Existing on-street parking would need to be relocated to off street lots that underutilized as well as side streets. Based on a parking audit conducted in December 2012, on-street parking on this corridor is severely under utilized and existing volumes can relocate to side streets with minimal to no impacts on businesses.   Pittsburgh Street   The Pittsburgh Street business corridor is defined by cross streets of Peach Street and Wills Road. Pittsburgh Street business corridor is conveniently accessible to the North End, East End and South Side areas of the City. Pittsburgh Street directly connects the North End and South Side areas of the City as well as South Connellsville Borough. Pittsburgh Street’s existing businesses would benefit from the increase in customer traffic associated with bicycle and pedestrian friendly infrastructure. Vacant buildings and lots provide additional development and economic development opportunities.   Pittsburgh Street is limited in providing premium bicycle infrastructure to do its narrow curb to curb width (24’). In order to accommodate premium bicycle facilities, Pittsburgh Street would have to be evaluated for a road diet and one-way configuration. This strategy would require a traffic study to determine impacts of such a design. In the short term, shared lane markings would provide indicators that encourage cyclists to bike through the corridor.  

 

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Recreation Amenities   Due to the recreational aspect of biking, connections to recreational amenities such as parks and playgrounds provide enhanced recreational opportunities for residents, future residents and visitors. Connecting residents and visitors to parks, playgrounds and offstreet trails improves the city’s quality of life, augments efforts to attract and retain population and spurs economic activity.   Community Parks   Connellsville has two (2) Community Parks, Yough River Park and East Park. Community Parks provide vital recreation opportunities for residents as well as respite for touring cyclists.   ●

Yough River Park: The Great Allegheny Passage directly connects to the Yough River Park. The riverside park is conveniently accessible to residents on the West Side. Connections to the North End would be via Memorial Bridge, where cyclists must dismount to cross. Due to the bicycle unfriendliness of the Crawford Avenue Bridge, access from the East End and the South Side is limited.  

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East Park: East Park is conveniently accessible by residents in the North End, East End and South Side. Due to the unfriendliness of the Crawford Avenue Bridge, touring and recreational cyclists’ access is limited. Access for trail using cyclists would be directed via the Memorial Bridge.  

Neighborhood Parks   ●

12th Street Park: The 12th Street Park is easily accessible by West Side residents and touring cyclists using the Great Allegheny Passage. North End residents can

 

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use the Memorial Bridge, but due to the dismount regulation, use of Memorial Bridge is limited. Residents in the East End and South Side neighborhoods have severely limited access due to the bicycle unfriendliness of the Crawford Avenue Bridge.   ●

North End: The North End Playground is conveniently accessible to residents living in the North End, East End and South Side neighborhoods. Residents of the West Side must cross the Memorial Bridge and dismount in the process.  

Recreation Loops   Recreational loops are on-street recreation opportunities that offer residents and touring cyclists access to the City’s neighborhoods and business districts. The loops also act as commuter routes providing access for residents to such cultural and recreational amenities such as the Carnegie Library, the Connellsville High School Campus and Highlands Hospital.   ●

East End Loop: The East End Loop provides an opportunity to tour the City’s East End areas as well as provide access to East Park, the Connellsville Area High School campus, the Carnegie Library and Highlands Hospital. The East End Loop is convenient for residents in the East End, North End and South Side areas. West Side residents and touring cyclists have in convenient access do to the Memorial Bridge and Crawford Avenue Bridge.  

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South Connellsville Loop: The South Connellsville Loop offers a significant route through the City South Side neighborhood and South Connellsville Borough. The South Connellsville Loop also offers access to off-road cycling in the Laurel Highlands as well as the Connellsville Area Senior High Track and Field/Football Stadium. The South Connellsville Loop is convenient for residents living in the South Side, East End and North End neighborhoods as well as the Downtown and Pittsburgh Street Corridors.

 

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  Trails/Off Road Connections   ●

Great Allegheny Passage: The Great Allegheny Passage is one of America’s great regional trails. The trail offers direct access to Ohiopyle, PA; Pittsburgh, PA; Laurel Highlands, Western Maryland recreational amenities and Washington D.C. The Great Allegheny Passage travel through Connellsville’s West Side via 3rd Street. It offers direct access to Yough River Park and the West Side business district. West Side residents have convenient access to the Great Allegheny Passage. Resident in the North End, East End and South Side must cross the bicycle unfriendly Memorial Bridge and Crawford Avenue Bridge.  

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Sheepskin Trail: The Sheepskin Trail spurs from the Great Allegheny Passage just south of the City of Connellsville. The trail connect Connellsville to Dunbar Borough. The Sheepskill will eventually connect Connellsville to Uniontown, PA and Morgantown, WV.  

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Laurel Highlands Off Road Opportunities: Off-Road Cyclists will have access to the trails and fire roads of the Laurel Highlands. Ingress/egress to the Laurel Highlands is via the South Connellsville Loop.  

 

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Cultural Amenities   Schools   Connecting students to the City’s schools offers opportunities for students to increase physical activity while decreasing transportation costs pertaining to bus service. In addition, bicycle and pedestrian connections can be used by faculty and staff to decrease vehicular traffic near schools and serve as a benefit in attracting new faculty and staff.   ●

High School Campus; The Connellsville High School Campus is accessible via the East End Loop. Students and faculty will have a route to the Downtown and Pittsburgh Street business corridors, East Park, and the South Side Loop, which consequently offers access to the Falcon Stadium. Students traveling from the West Side will be directed to cross the Memorial Bridge.  

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South Side Elementary: The South Side Elementary school will be accessible via the South Connellsville Loop. Students, faculty and staff will have convenient access to Falcon Stadium, the Connellsville High School Campus, Downtown and Pittsburgh Street business corridors and the North End. Access to the West Side amenities will be less convenient, with access across the Crawford Avenue Bridge and Memorial Bridge.  

Highlands Hospital: Highlands Hospital will be accessible via the East End Loop. Residents in the North End, South Side and East End will have convenient access to Highlands Hospital. Visitors will have to traverse the Memorial Bridge and Crawford Bridge (both are less than ideal for cycling) to access the hospital.   Carnegie Library: The Carnegie Library is accessible via the Pittsburgh Street business district, East End Loop and South Side Loop.

       

 

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Chapter  5  Sign  Network  and  End  Point  Facilities   The City of Connellsville Bicycle Network will encourage residents to bike and attract tourists to visit. On-street pavement markings and trails will provide the framework for a cycling system. A way-finding and destination sign system will aid in providing residents and visitors with a comprehensive bicycle network. End Point facilities will provide short term and long term parking options. Sign Network The way-finding and destination sign system will provide information for cyclists to conveniently travel through the City and reach destinations both safely and quickly. The sign system will consists of four (4) way-finding divisions: 1. West Side 2. Downtown 3. South Connellsville Loop 4. East End Loop The sign system will also identify various destinations consisting of business districts, services and cultural/recreational amenities. Destinations will include: 1. Downtown 2. Pittsburgh Street Business District 3. 12th Street Playground 4. Connellsville High School Campus 5. Casparis 6. East Park 7. Great Allegheny Passage 8. Highlands Hospital 9. Carnegie Library 10. West Side Business District 11. South Side The  Sign  information  is  included  in  the  appendix.  

 

 

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End  Point  Facilities   Trails,  bike  lanes  and  signs  get  cyclists  to  their  destination.    End  point  facilities  provide  the  storage   for  bicycles  as  cyclists  visit  stores,  go  to  work  or  simply  need  a  brief  respite.    End  point  facilities   range  from  short  term  needs  (rack,  corral,  etc)  to  long  term  needs  (lockers,  cages,  etc).    The  end   point  facilities  will  be  focused  in  the  business  corridors  as  well  as  the  cultural  and  recreation   amenity  locations.  

                             

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Chapter  6  Recommendations   Infrastructure  Implementation  Plan   The  Infrastructure  Implementation  Plan  outlines  the  capital  improvements  including  on-­‐street   pavement  markings  and  sign  system.    The  on-­‐street  pavement  markings  are  separated  into  three  (3)   phases.    The  phased  strategy  will  allow  for  infrastructure  to  be  installed  at  costs  that  are  feasible  as   well  as  accommodating  cyclists  with  infrastructure.     On-­‐Street  Infrastructure   Phase 1 Phase 1 includes both the West Side Business District and Downtown with connections to West Side hill (via Leisenring Avenue) and South Connellsville Borough (via Arch Street). The recommendations include: 1. Crawford Avenue: Alternative A Buffered bike lanes from to 7th Street to Prospect Street (excluding Crawford Bridge) With some revisions to existing conditions, Crawford Avenue on the West Side could host buffered bike lanes. Buffered bike lanes will attract the maximum amount of cyclists to the West Side business district. On-street parking would be relocated to the perpendicular side streets. A parking audit was conducted in December 2012 that illustrated that parking demand was low and could be accommodated on side streets. Bicycle parking would be added to the corridor providing adequate parking for cycling customers offsetting any possible short term impacts. The short-term impact to existing economic conditions is expected to be minimal. The long-term benefits to economic conditions are expected to be substantial with the increase in customer capacity reflected by cycling customers.    

 

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2. Crawford Avenue: Alternative B Shared Lane Markings from to 7th Street to Prospect Street (excluding Crawford Bridge) Shared lane markings could be installed instead of buffered bike lanes. Shared lane markings don’t have the impact of separated infrastructure. The facilities impact is not known to attract cyclists to a corridor. The symbols serve to accommodate existing cyclists, confirming their place on urban streets. Shared lane markings should be considered a temporary treatment on major streets. 3. Meason Street: Shared Lane Markings from 7th Street, Leisenring Street and Arch Street, Hyndman Street and Baldridge Avenue. Shared lane markings provide adequate visibility and wayfinding on low volume streets such as Meason Street (7th Street to 1st Street), 7th Street (Meason Street to Leisenring Street) and Leisenring Street (7th Street to 11th Street). Arch Street, Hyndman Street and Baldridge would benefit greatly from bike lanes or buffered bike lanes, but the streets are not wide enough to accommodate so shared lane markings are recommended.   4. Crawford Bridge: Due to the narrowness of Crawford Bridge, only shared lane markings can be applied. Due to the importance of the bridge’s connection to Downtown and bicycle unfriendly sidewalk, green shared lane markings are should be installed.

 

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Bicycle(Network(Phase(1(Alternative(A

1 2 3 4 5 6 7 8

 

Street W.$Crawford$Ave Crawford$Bridge Crawford$Ave 7th$St Meason$St 6th$St Arch$St Leisenring$Ave Material(Costs Planning(and( Engineering Total

Cross(Streets Crawford$Bridge$to$7th$St Crawford$Bridge$to$Prospect Leisenring$Ave$to$Meason$St 7th$St$to$Frank$St Meason$St$to$Memorial$Blvd McCormick$St$to$W$Fayette$St 12th$St$to$7th$St

Symbols Lines Units Unit(Subcost Linear(Ft LF(Sub(Cost Costs 24 $4,704 2392 3588 $8,292 14 $2,940 681 56182.5 $59,123 20 $3,920 2014 3021 $6,941 16 $3,136 $3,136 14 $2,744 $2,744 4 $784 $784 146 $28,616 $28,616 20 $3,920 $3,920 258 $50,568 $113,556 $25,000 $138,556

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Bicycle(Network(Phase(1(Alternative(B Symbols Lines Street Cross(Streets Units Unit(Subcosts Linear(Ft LF(Sub(Cost Costs 1 W.$Crawford$Ave Crawford$Bridge$to$7th$St 24 4560 0 0 $4,560 2 Crawford$Bridge 14 2660 681 56182.5 $58,843 3 Crawford$Ave Crawford$Bridge$to$Prospect 20 3800 0 0 $3,800 4 7th$St Leisenring$Ave$to$Meason$St 16 3040 $3,040 5 Meason$St 7th$St$to$Frank$St 14 2660 $2,660 6 6th$St Meason$St$to$Memorial$Blvd 4 760 $760 7 Arch$St McCormick$St$to$W$Fayette$St 146 27740 $27,740 8 Leisenring$Ave 12th$St$to$7th$St 20 3800 $3,800 Material(Costs 258 49020 681 56182.5 $105,203 Planning(and( $25,000 Engineering Total $130,203

 

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Phase 2 Due to the relative low traffic volume on most of the Phase 2 streets as well as the narrow curb to curb width, it is recommended that shared lane markings be installed on the following corridors:    

 

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Phase 3 Due to the relative low traffic volume on most of the Phase 3 streets as well as the narrow curb to curb width, it is recommended that shared lane markings be installed on the following corridors:

 

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Sign Design Bicycle wayfinding and destination sign design can differ based on a community’s preference and priorities. The Manual of Uniform Control Devices (MUTCD) offers a baseline design that communities are permitted to revise. Since the Great Allegheny Passage travels through Connellsville, it recommended that Connellsville use a design that mimics signs used in other communities on the Great Allegheny Passage to establish conformity and predictability. Pittsburgh is using the basic MUTCD design and Washington D.C. is using a design. As a result, it is recommended that Connellsville use the basic MUTCD sign design seen below.

 

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End Point Facilities Like the sign design flexibility, bike rack designs can offer creative interpretation. Many communities treat bike racks as public art, but this strategy can be expensive. It recommended that Connellsville implement basic inverted U shaped racks to establish sufficient end point facilities. The racks should be placed in a symmetric pattern along blocks that establishes predictability. Infill of racks would constitute a second phase with the location being based on demand.

 

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Chapter 7 Implementation Plan The recommendations in this plan in this Plan provide a basis for going forward with improvements that will significantly improve Connellsville’s bicycle friendliness in the short and long term. The strategy is to implement projects that have short term impacts and substantial long term benefits. Funding for bicycle improvements can come from a variety of sources. Funding will mostly come from local, state and federal transportation funding sources as well as private sources such as foundations and endowments. Foundation/endowment support can be used to seed projects and/or provide match commitments for larger state and federal projects.

 

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