Kinzua Bridge Byway Corridor Management Plan February 2009

Transcription

1 Kinzua Bridge Byway Corridor Management Plan February 2009

2 Inside cover for two-sided printing

3 Kinzua Bridge Byway Corridor Management Plan February 2009 Prepared by the McKean County Planning Commission With funding from the Pennsylvania Lumber Heritage Region and the McKean County Industrial Council With assistance from Camp Hill, PA 17011

4 For questions or information on the status of this plan, contact: Deborah L. Lunden, Director McKean County Planning Commission Route 6 Smethport, PA dllunden@mckeancountypa.org

5 Table of Contents Table of Contents Preface... i Chapter 1 Introduction... 3 Chapter 2 Vision & Goals Chapter 3 A Strategy for Stewardship of the Byway s Resources Chapter 4 A Strategy for Resource Interpretation Chapter 5 A Strategy for Transportation Safety and Design Chapter 6 A Strategy for Smart Signage Chapter 7 A Strategy for Marketing and Promotion Chapter 8 A Strategy for Management and Financing Chapter 9 Implementation Appendix Contents...A-1 I. Byway Resource Inventory and Assessment...A-2 II. Sign Inventory...A-23 III. Byway Visioning Public Meeting December, A-24 IV. Draft Plan Public Meeting October 30, A-25 V. Maps...A-27 i

6 Intentionally blank for two-sided printing Table of Contents ii

7 Preface Preface The has been prepared in accordance with Paragraph 9 of the Federal Register/Fol. 60.No.96/Thursday, May 18, 1995 (referred to as the Interim Policy) and the document titled the Community Guide to Planning & Managing a Scenic Byway, a guidebook of the U.S. Department of Transportation, Federal Highway Administration. A corridor management plan, developed with community involvement is a written document that specifies the actions, procedures, responsibilities, controls, and strategies to maintain a byway s intrinsic qualities. It should provide for the conservation and enhancement of the byway s intrinsic qualities as well as the promotion of tourism and economic development. The plan should provide an effective management strategy to balance these concerns while providing for the users enjoyment of the byway. The corridor management plan is very important to the McKean County Planning Commission and the Lumber Heritage Region as it provides an understanding of how a road or highway possesses characteristics vital for potentially designation as a National Scenic Byway. The Corridor Management Plan recognizes the need to form a wide range of unique partnerships and collaborations as a way to sustain, maintain and preserve the Kinzua Bridge Byway. The Corridor Management Plan has been organized as follows: Introduction, Vision Goals, Resource Interpretation, Transportation Safety and Design, Signage Control, Marketing and Promotion, Management and Financing, Implementation and Appendix. i

8 Intentionally blank for two-sided printing Preface ii

9 Introduction Chapter 1 Introduction The Kinzua Bridge Byway The Kinzua Bridge Byway, also known as State Route 3011, was designated as a Pennsylvania Byway by the Secretary of Transportation in The byway is a 9.7- mile corridor that meanders through the heart of Pennsylvania s rich timber and oil lands in McKean County. McKean County is situated in the northwestern portion of the state, northeast of Pittsburgh and east of Erie. The byway is located in the southcentral portion of the county, between US Route 219 and Smethport Borough, the county seat. The roadway passes through three municipalities: Mt. Jewett Borough, Hamlin Township, and Keating Township. The byway is a two lane state road connecting Pennsylvania s scenic Route 6 in the south to PA Route 59 in the north, both of which are major east-west routes in the county. The byway lies within the Pennsylvania Wilds, Lumber Heritage Region, and Route 6 Heritage Region. Through these state tourism initiatives, the byway has the potential to draw many more visitors and educate them about the region s history and resources. The Kinzua Bridge Byway was designated for its intrinsic natural and cultural qualities. As the roadway winds through the countryside, it offers spectacular scenic views of public and private forest land, wetlands, and native wildlife, as well as former timber landings, and ongoing timber management practices. The Kinzua Bridge Byway also provides access to recreational amenities such as hunting, fishing, biking, hiking, picnicking, and wildlife viewing within the state park and state game lands. In addition, the byway s local attractions include a working maple syrup farm. 3

10 Introduction The Kinzua Viaduct The byway is named for the access it provides to the Kinzua Bridge State Park. Though not visible from the road, the viaduct is the premier feature of the state park and considered an engineering marvel of its time. When constructed in 1882, it was the highest railroad bridge in the world. The bridge was used for heavy freight traffic until In 1963, Governor William Scranton signed legislation that created the Kinzua Bridge State Park. The park officially opened in Excursion trains were permitted to travel the viaduct in 1987 but were barred in 2002 when engineers determined the bridge was unsafe and needed to be restored. Restoration efforts began in February 2003 but came to an unexpected halt in July of the same year when a tornado struck the viaduct and tore down eleven towers from the center of the bridge. The collapsed towers were left on the valley floor. Restoration efforts are underway to stabilize the remaining nine towers, and in 2009 new decking and an observation deck will be added to the six towers on the park side. The observation deck will contain a partial glass floor that will enable the visitor to view the understructure of the viaduct and the valley floor. An interpretive plan for the state park is currently underway with Imperial Multimedia. The Pennsylvania Department of Conservation and Natural Resources (DCNR) will utilize this plan for the development of a year-round visitors center with classrooms, meeting rooms, exhibits and displays, and staffing. Plans are also underway for recreational, trail development and lodging improvements at the park. These new investments in the Pennsylvania Wilds will provide a four season destination for both long distance visitors and residents of the nearby communities. 4

11 Introduction Six Strategies for Sustaining the Byway Experience The Kinzua Bridge Byway is relatively unthreatened by community development patterns. Little has changed in this forest and meadow corridor over the past thirty years. At the same time, the byway is also unprotected from significant land use changes or associated forest clearing, traffic and signage impacts to the scenic experience of the corridor. Furthermore, the byway is underpromoted as a recreational and tourism destination in the region. This corridor management plan (CMP) outlines strategies for protection, enhancement and promotion of the byway consistent with the local values in order to sustain the byway experience for continued enjoyment by present and future generations. 1. A Strategy for Stewardship of the Byway s Resources This strategy identifies measures that can be taken to protect and enhance the byway's resources. These measures may include how existing development along the corridor might be enhanced and how new development will be accommodated while preserving the byway's resources. 2. A Strategy for Resource Interpretation and Enhancement This strategy recommends interpretation of the natural and cultural environment. It includes recommended sites for beautification plantings, scenic pull-off areas for possible picnicking, habitat enhancements for wildlife viewing, interpretive and byway signage. 3. A Strategy for Transportation Safety and Design This strategy recommends actions to ensure safe access to and travel along the byway. It also recommends maintenance and improvement guidelines that will sustain the byway s rural character. 4. A Strategy for Signage Control This strategy identifies the need for wayfinding signage and recommends signage management provisions for off-site advertising. 5. A Strategy for Marketing and Promotion This strategy identifies methods to make potential visitors aware of the byway, its resources, and its location that are consistent with resource protection efforts and maintenance of the byway's desired character. 6. Management and Financial Planning The corridor management plan discusses how development, stewardship, promotional and interpretive efforts can be funded. It identifies sources of potential future funding. 5

12 Implementation through Partnership Introduction The corridor management plan identifies the organizations that will lead and support the implementation of the plan and their specific responsibilities. Public Participation and Community Values For the byway to succeed, local residents, land owners, business owners and officials must understand the benefits of the byway designation and the intent of the corridor management plan. To that end, the preparation of this plan included two public meetings and a circulation of the draft plan for local government and agency comment. Visioning of the Kinzua Bridge Byway The first public meeting was a visioning meeting held in December The approximately 12 attendees discussed their thoughts, ideas and concerns for vision components (what the byway could be), change elements (what should change), aspirations (what the byway could accomplish), and elements to remain the same as shown on page A-1 of the appendix. In summary, attendees agreed that a sustainable forest, where forest remains the predominant land use while other activities and uses occur but do not impede the forest s regenerative capacity, was the most important aspect of the future byway corridor. Subsequent priorities included connection to Route 6, coordination with Kinzua Bridge State Park, wildlife viewing and protecting against a large amount of development. At the top of the list of important improvements to make to the corridor were to add overnight accommodations along the corridor, an interpretive center at the Kinzua Bridge State Park, and visitor services in Mt. Jewett. Attendees also expressed interest in improving the public s appreciation for the corridor s assets by drawing attention to them through enhanced scenic landscape and wildlife viewing areas and bicyclepedestrian trails, as well as strengthening potential economic benefits and coordination among stakeholders. While these improvements and enhancements are desired, attendees did not want to sacrifice safety and security, road use, or significant forest cover to achieve these changes. They anticipated that the management action plan for the byway corridor would include the design and construction of several projects, as listed below, as well as the development of a marketing plan. 6

13 Introduction Anticipated Improvements Build and maintain habitat enhancements. Redesign the Intersection of SR 3011 & 59. Improve the entrance at Rt. 6 & SR 3011 with signage, bike racks and parking. Promote bike/hike travel with enhanced trail connections to the State Park and local communities. Reestablish native wildflowers, flowering shrubs and trees. Install interpretive and wayfinding signage. Public Review of the Draft Plan The McKean County Planning Commission hosted a public meeting to share the goals and recommendations of the draft plan on October 30, 2008 at the Mt. Jewett Fire Hall. The Bradford Era reported the scheduled public meeting one week in advance and summarized the meeting in an October 31, 2008 article. Those in attendance expressed interest or concern for the following: Interest in additional wayfinding signage, noting that many tourists stop to ask for directions to the Kinzua Bridge, even though they are on the byway less than three miles from the state park. Interest in the re-start of excursion train services, specifically what happens if the excursion train does not re-start and what the next-best alternative is. Interest in striping of a bike lane and the widening of the remaining six miles. Concern for the drop-offs at the edge of pavement created by previous widening. Interest in tourism growth and continued investment. Interest in marketable themes for the byway, including the fact that the engineer who designed the Kinzua Viaduct also helped the Wright Brothers design a propeller for flight and the authenticity of oil and gas extraction operations. Interest in marketing materials for the Kinzua Bridge and the byway. 7

14 Introduction Public Input on Priority Recommendations 6.1.2: Establish a Kinzua Bridge Byway Coordinating Committee. The following groups and organizations should be represented in the committee: Local elected officials Owners of adjoining property Local businesses Representatives of the local tourist industry State land managers PennDOT District : Coordinate special events with the Kinzua Bridge State Park to draw byway travelers, such as events suggested in the ANF Vacation Bureau s Tourism Development and Marketing Plan : Encourage owners of properties that are adjacent to or visible from the byway to remove or screen unsightly material : Cultivate relationships with public agencies, i.e. the Allegheny National Forest Vacation Bureau, the Kinzua Bridge State Park, and the PA Game Commission, with shared interests in the byway : Establish ordinances for property maintenance to maintain a reasonable appearance of areas that are visible from the byway : Develop a distinctive Kinzua Bridge Byway logo for use on promotional materials : Develop an online presence for the byway with links from local, county, tourism, state and federal websites : Work with representatives of the local tourism industry to develop joint marketing activities : Develop a series of hubs or stations as picnic areas, trailheads, wildlife viewing areas and interpretive sites interconnected by off-road bicycle and pedestrian trails : Build or support efforts to build overnight accommodations in the Kinzua Bridge State Park : Develop interpretive sites or stations that highlight the significant cultural history of the area, with a particular emphasis on the area s economic history, pertaining to logging, oil, and gas extraction : Install directional signs from US 6, SR 59, PA 646 and US 219 to the byway. Votes

15 Introduction Draft Plan Review by Government Agencies and other Potential Partners The draft plan was made available on the County s website. Forty-two letters of notification were sent out requesting review and comment on the draft plan. The Allegheny National Forest Vacation Bureau, PennDOT, PA DCNR, and Collins Pine provided comments to the McKean County Planning Commission for improving the accuracy and effectiveness of the plan; these comments were incorporated prior to the plan s completion. Organizations listed as Lead and Support Partners in the CMP Kinzua Bridge Byway Foundation Kinzua Bridge Byway Coordinator County Commissioners County Planning Commission County Historical Society Conservation District Municipalities Mt. Jewett Borough, Hamlin Township, Keating Township Allegheny National Forest Vacation Bureau Other tourism site owners in the ANFVVB region North Central PA Regional Planning and Development Commission PennDOT District 2 Roadside Specialist PennDOT County Maintenance Department PA Byways staff Peer byway coordinators or management agencies PA DCNR Bureau of State Parks Kinzua Bridge State Park Kinzua Bridge Foundation, Inc. PA Game Commission PA State Association of Township Supervisors Property owners Garden Clubs High School Biology/Science Club Cycling/outing clubs Kinzua Valley Trail Club Kovalchick rail owner Recreational and outing clubs State Police Local Police (if present) Private individuals and corporations Seneca Highlands Area Vocational-Technical School Interested civic organizations (scouts, Lions, Rotary, Moose, Elks, etc.) 9

16 Conclusions on Community Values Introduction Development of the corridor management plan has highlighted several aspects of life that are important to area residents: Rural character Forest health for scenic value and wildlife habitat Travel safety Recreational and tourism investment, including multi-use trail development, wayfinding and interpretive signage, and marketing 10

17 Vision & Goals Chapter 2 Vision & Goals The Vision for the Kinzua Bridge Byway and management toward that end. A clear vision is vital. Without a vision of prosperity, there is little chance that a community will act and invest in ways that will achieve the desired results. Based on a shared vision, a community can direct its policies, actions, and investments for community and economic development and resource conservation The Kinzua Bridge Byway was designated for its passage through landscapes reflecting the natural and cultural heritage of northern Pennsylvania. Local and regional partners will need to share a common vision for this scenic experience of this corridor. Together, these partners have agreed on this vision for the byway: The Kinzua Bridge Byway combines safe, functional travel and natural grandeur into a 9-mile linear parkway. The byway is a recreational and tourism destination that offers enjoyable outdoor activities to travelers from near and far. The byway s communities work together to promote sustainable economic activity along the roadway, such as timber and oil/gas industry, while conserving the natural resources and cultural landscape. These efforts stimulate tourism and the economy, improving the region s quality of life and strengthening its sense of place. It is important to share the vision with those who can lead and provide assistance in plan implementation and those who will benefit from the results. Promoting the vision communicates the importance of working together. In addition, the vision should be shared with those who might not readily accept the plan s ideas, in order to identify the points of disagreement, resolve them, and begin working together. 11

18 Vision & Goals Goals In this corridor management plan, the goals frame the six topics that must receive attention and resources for the byway to function as described in the vision statement: 1. Stewardship of the Byway s Resources 2. Resource Interpretation and Enhancement 3. Transportation Safety and Design 4. Smart Signage 5. Marketing and Promotion 6. Coordination and Management These goals begin to outline the more specific areas of need what needs to change, what must remain the same, and what new efforts would enhance the byway. These are each goal s objectives. The following is a list of the goals found in each plan chapter. Goal 1 Sustain and enhance the byway s resources. Objectives 1.1. Sustain the natural qualities of the forest and its wildlife habitat Preserve and enhance the scenic and visual qualities Improve and expand recreational opportunities. Goal 2 Interpret byway resources for travelers. Objectives 2.1. Develop, construct and install interpretive signage along the byway Develop interpretive opportunities, e.g. nature walks, historical sites Develop interpretive displays about the byway for other locations Develop educational materials about the byway and its resources. Goal 3 Enhance and maintain the quality of the byway and connecting roadways. Objectives 3.1. Improve safe access and travel along the byway Maintain the roadway s rural character Enhance and improve the bicycle/pedestrian elements of the byway. 12

19 Vision & Goals Goal 4 Manage signs to protect the scenic byway experience. Objectives 4.1. Develop, construct and install gateway signage to the byway Utilize signage for wayfinding and attraction identification Manage adverting signs along the byway. Goal 5 Expand marketing and promotion in coordination with other local, state, and federal agencies. Objectives 5.1. Develop a comprehensive marketing strategy that identifies the byway as a must-see Pennsylvania destination Promote the byway as one of many scenic features in the region. Goal 6 Provide for ongoing management of the byway and implementation of the corridor management plan. Objectives 6.1. Create an entity to oversee the implementation of the Corridor Management Plan Leverage funding through multiple organizations and programs. These goals, like the vision statement, can be a reference to which individuals, agencies and local government compare their current activities and decisions. As individuals and organizations perform their daily work, the vision statement can be a reference or guide to their decisions and activities. Will this action promote the protection of sensitive environmental sites? Will this approval foster sound growth and development in our community? Will this new park help to reflect the available natural resources to park visitors? If the answer is yes, these people should feel confident in advancing their actions and approvals. If the answer is no, they should consider what alternatives could better support these goals. 13

20 Intentionally blank for two-sided printing Vision & Goals 14

21 Resource Stewardship Chapter 3 A Strategy for Stewardship of the Byway s Resources The byway s resources are those features that create visual and visitor interest. Its natural resources include the native forest, its wildlife, and the natural gas embedded in the bedrock below the surface. The byway s cultural qualities include the fields and meadows that represent early settlement and farming, a working farm that produces syrup from the sap of native trees, the gas wells that extract gas for Photo credit: ANF Vacation Bureau energy production, the railroad corridors that parallel the byway for past and present freight and reforestation plots that reestablished the forest cover after timber harvest. This strategy identifies measures that protect and enhance the byway's resources, while promoting recreation and tourism. These measures include how resources are managed, how existing resources and development along the corridor might be enhanced and how new development will respect the byway's character and resources. It includes specific sites for beautification plantings and a list of suggested native species. While the byway s resources offer enjoyment to all members of the public, the ownership and management of these resources lie in the hands of various public agencies and numerous private landowners. Land owners own and manage these resources for their rural livelihood and quality of life. Many land owners, including commercial timber companies, manage the forest for timber production, while others may manage it as wildlife habitat or for recreation. Local residents and many annual visitors rely on state lands for recreational hunting grounds. And nearly all appreciate the scenic seasonal beauty that these lands offer. While the various landowners may have different perspectives on who benefits from their lands and management practices, they share a common interest in the long term health and presence of the natural resources. This strategy advocates that the most sensitive and visible resources receive protection from change and that they be managed with the recognition that they influence the overall quality of the byway. 15

22 Resource Stewardship Goal 1 Sustain and enhance the byway s resources. Objectives 1.1. Sustain the natural qualities of the forest and its wildlife habitat. Recommendation 1.1.1: Encourage owners of commercial forest lands along the byway to conduct their management and harvest their lands sustainably and to protect wetlands, riparian zones and other sensitive habitat areas. Encourage those not already participating to become members of the Sustainable Forestry Initiative (SFI) or Forest Stewardship Council (FSC). Why? The byway s natural qualities, specifically the forest cover that adjoins nearly 86 percent of the byway, are central elements of its distinctive character. The use of sustainable forest management practices on commercial forest lands adjoining the byway would help protect these important qualities. The intent of this recommendation is to protect these qualities while permitting the continuation of commercial foresting activities. Conservation District, Penn State Cooperative Extension County Planning Commission, Municipalities, commercial forest land owners (certified and not) Not applicable Short term Recommendation 1.1.2: Encourage owners of residential forest lands to maintain forest cover and protect wetlands, riparian zones and other sensitive habitat areas. Why? Residential lands make up a small portion of the lands adjacent to the byway, but their concentration along the southern section of the road enable them to have a noticeable impact on key byway qualities. Actions by property owners to preserve or clear vegetation and habitat areas will determine whether this stretch of the byway retains its natural character. The desired outcome of this recommendation is that owners of residential forest lands will manage their 16

23 Resource Stewardship properties so as to preserve natural and scenic qualities to the greatest extent practicable. County Planning Commission, Municipalities for outreach to residents Private landowners PA DCNR Bureau of Forestry for Forest Stewardship Planning grants Short Term 1.2. Enhance the scenic and visual qualities of the byway. Recommendation 1.2.1: Develop and install beautification projects, such as native and naturalized planting areas, and encourage volunteers to adopt project sites for maintenance. Why? Areas immediately adjacent to the byway are prone to the encroachment of non-native and/or weedy plant species and the accumulation of litter. These highly visible areas can take on a cluttered, unkempt appearance, reducing the scenic and natural qualities of the byway. The desired outcome of this recommendation is the establishment of plantings along the road shoulder that are consistent with the region s native flora and that enhance the visual character of the byway. PennDOT's Adopt And Beautify Program enables volunteers to cultivate wildflowers and/or other approved plantings along our state roadways. Under Adopt And Beautify, groups or individuals commit to planting and maintaining a section of highway for at least two years. In return, PennDOT places a sign at the location recognizing the group for its beautification efforts. Conservation District, Adjacent landowners, Penn State Cooperative Extension Garden Clubs, High School Biology/Science Club, PennDOT District 2 Roadside Specialist, PennDOT County Maintenance, Preserve America, Western Pennsylvania Conservancy 17

24 Resource Stewardship PennDOT, Preserve America, Western Pennsylvania Conservancy Short Term Recommendation 1.2.2: Encourage owners of properties that are adjacent to or visible from the byway to remove or screen unsightly material. Why? A handful of properties that are visible from the byway contain unused vehicles and other unsightly materials that detract from the byway s scenic quality. The desired outcome of this recommendation is that property owners will remove such materials from view. Property owners Municipalities for zoning and/or property maintenance ordinances N/A Short Term Recommendation 1.2.3: Establish ordinances for property maintenance to maintain a reasonable appearance of areas that are visible from the byway. Develop model provisions for each municipality to review, tailor and adopt. Why? The large majority of lands adjacent to the byway are privately owned. Enactment of ordinances would establish clear, consistent, enforceable property maintenance standards to prevent the development of unsightly conditions. Municipalities, County Planning Commission PA State Association of Township Supervisors PA DCED Land Use Planning and Technical Assistance Program Mid Term 18

25 Resource Stewardship Recommendation 1.2.4: Encourage a local citizens group to adopt the Kinzua Bridge Byway through PennDOT s Adopt-A-Highway Program. Why? This group would regularly pick up litter along the byway. PennDOT would post a sign to recognize the group s efforts. Contact the District 2-0 office or visit PennDOT s website for more information (insert link). Interested organizations (scouts; community service organizations Lions, Rotary, Moose, Elks, etc.; outing clubs) PennDOT N/A Short Term 1.3. Improve and expand recreational opportunities along the byway. R Recommendation 1.3.1: Develop a series of hubs or stations such as picnic areas, trailheads, wildlife viewing areas and interpretive sites interconnected by off-road bicycle/pedestrian trails; collaborate with land owners to plan hubs in conjunction with resource management, i.e. improve viewing with a well placed clear cut or demonstrate selective harvest to create a picnic site. Ultimately work toward interconnecting the trails with regional trail networks. Why? A diverse network of visitor amenities would expand the ways in which visitors could enjoy the byway, experience the natural and cultural qualities, and appeal to a broad array of users. The byway would function not only as an attraction in its own right but also as a gateway to nearby attractions. Interconnecting trails could be used by walkers, hikers, and bikers 19

26 Resource Stewardship in the summer season and by cross-county skiers and snow-shoers in the winter months. Conservation District, ANF Vacation Bureau, Penn State Cooperative Extension DCNR, Vo-tech classes for design and construction of tables, benches, and signs Lumber Heritage Region, ANF Vacation Bureau Mid Term Recommendation 1.3.2: Develop a scenic overlook that provides a long view of the valley and the Kinzua Bridge. Why? The Kinzua Bridge and Valley are the area s premiere scenic and historic attractions. The existing overlook at the state park features a crossvalley view of the Kinzua Bridge. An overlook with a view down the valley would provide a different view of the bridge and its dramatic setting. The vista point could be located at either end of the valley or on the remaining structure, enabling the viewer to look toward both ends of the valley from an elevated position. PA DCNR Bureau of State Parks ANF Vacation Bureau PA DCNR Short Term 20

27 Resource Stewardship Recommendation 1.3.3: Express support for extension of the Kinzua Valley Trail along Kinzua Creek. This trail would be built in conjunction with and as a connector trail to the Octave Chanute Trail, which will wind down the hillside from the Kinzua Bridge State Park Visitor Center/parking area to the valley floor. Why? The Kinzua Valley Trail being proposed by the Kinzua Valley Trail Club is a major connector to the Tuna Valley Trail and Greenway Network. Extending the Kinzua Valley Trail along Kinzua Creek would increase access to the valley floor and its natural and historic features. It would provide a new vantage point to view the bridge from below. It would also contribute to an eventual trail network in the area. Kinzua Valley Trail Club, Kinzua Bridge State Park County Commissioners, Photo credit: ANF Vacation Bureau County Planning Commission, Conservation District PA DCNR Bureau of State Parks, PA DCNR Community Conservation Partnership Program (C2P2) Short Term Recommendation 1.3.4: Where feasible, develop a mountain hiking/biking trail that provides access from the byway corridor to the valley floor. The proposed Octave Chanute Trail would connect the byway to the valley floor through Kinzua Bridge State Park but types of trail use have not been discussed at the time of this plan s printing. Why? A mountain hiking/biking trail would expand recreational opportunities available along the byway and increase access to the valley floor. Permission for use of an existing right-of-way is being executed with the Tuna Valley Trail Association which gives access and trail connections from the City of Bradford, via Lewis Run to the Kinzua Bridge State Park. 21

28 Resource Stewardship Kinzua Valley Trail Club, Kinzua State Park, Tuna Valley Trail Association County Commissioners, County Planning Commission, Conservation District PA DCNR Bureau of State Parks, PA DCNR Community Conservation Partnership Program Mid Term Recommendation 1.3.5: Support efforts to reestablish excursion train service to the state park. The rails are still on the ground, enabling trains to travel to the park. After the Bridge Stabilization Project is completed, trains may travel to the bridge. While it is not likely that the bridge will ever be completely reconstructed, it is important that the possibility of resuming train service from Mt. Jewett to the park be explored. An initial step could involve outreach to the Kovalchicks, new owners of the rail and right of way, and other nearby trail excursion operators (Oil Heritage and Tioga County). Design of park improvements and the interpretive center include bike racks allowing for a bike/rail loop between the state park and the train station (Mt. Jewett or Kane). If neither of these options are feasible, the rail right-of-way would provide a ready base surface for a rails-to-trails conversion project, as Recommendation Why? The excursion train was, until the bridge collapsed, a popular way to travel to the state park. The trip across the viaduct was a dramatic way to experience this important historic attraction. Reestablishing train service would renew this link to the area s history and provide another recreational opportunity along the byway. An initial step could involve outreach to the new owners, the Kovalchicks, to determine their interest in reestablishing excursion train service to the state park. Kinzua Bridge State Park, McKean County IDC ANF Vacation Bureau First Industries Fund, Private Mid to Long Term 22

29 Resource Stewardship Recommendation 1.3.6: As an alternative to continued excursion train operations and where feasible, reserve abandoned rail right-ofway and incorporate them into a trail network. Utilize land banking as a means to acquire right-of-way or easements until trails can be developed in the future. Why? Existing abandoned railroad grades may provide opportunities for developing additional trails in the area. They also provide a connection to the region s history and economy; surviving artifacts and features could be incorporated into their development as interpretive elements. Most of the land involved is privately-owned, so acquisition or easements for use of the right-of way would be required before eventual trail development could begin. Kinzua Trail Club or other trail organization(s) North Central RPDC (for transportation funding), land trust/conservancy (as the legal entity for holding easements if the trail club is not able to) PA DCNR Community Conservation Partnership Program (C2P2) Long Term Recommendation 1.3.7: Build or support effort to construct overnight accommodations at the Kinzua Bridge State Park. The park would provide an excellent location for a real nature experience with the conveniences of Mount Jewett nearby. An in-depth analysis of the potential for cabins is included in the Allegheny National Forest (ANF) Vacation Bureau s Tourism Development and Marketing Plan for McKean County. Photo credit: PA DNCR Why? Cabins, an inn, tent sites, camper sites or other overnight accommodations would provide opportunities for more extended stays in the state park and along the byway, making the area a more significant visitor destination. They would also make possible winter stays in the park, 23

30 Resource Stewardship encouraging the use of trails for cross-country skiing. The presence of overnight visitors might also justify development of additional programs and facilities. Kinzua Bridge State Park, McKean County IDC ANF Vacation Bureau PA DCNR Bureau of State Parks (if funding is available), First Industries Fund Mid to Long Term 24

31 Chapter 4 A Strategy for Resource Interpretation Resource Interpretation The byway s resources are indeed scenic, but their ecological and cultural value lies beyond their physical presence and seasonal beauty. The act of interpretation identifies valuable resources and explains their function or relationship to human history and natural environment. Visitors may need such guidance to fully appreciate the byway s distinctive natural qualities and attractions, particularly those that are not readily visible. Interpretation can occur through on-site signage, brochures, guided tours, and other methods of communication. This strategy identifies locations for information centers and interpretive markers that will educate visitors about the byway and its resources. Goal 2 Interpret byway resources for travelers. Objectives 2.1. Develop interpretive activity programs focused on the natural and cultural history of the byway. Recommendation 2.1.1: Design and produce a brochure with a map as a guide to the scenic and recreation opportunities along the byway. See also Recommendation for recommended brochure content on travel safety. Why? This brochure should assist the byway visitor in the identification of vegetation, natural areas, historic and modern forest management practices, locations of interpretive signage, scenic pull-off areas, trail heads, habitat enhancements for wildlife viewing and beautification planting sites. ANF Vacation Bureau County Planning Commission, recreational and outing clubs, PA Byways, National Scenic Byways Program 25

32 Resource Interpretation ANF Vacation Bureau, Lumber Heritage Region, DCED, DCNR, PennDOT Transportation Enhancements funds Mid term Recommendation 2.1.2: Develop interpretive stations or nature walks that highlight the different types of natural and naturalized areas along the byway and its adjoining lands. Information could address the area s geology, vegetation, and/or wildlife. The Resource Inventory Diagram in the appendix illustrates potential sites for interpretive sites related to natural features: Site 3 the evergreen plantation, hardwood overgrowth and native plantings Site 4 the tornado damage Site 5 the multi-level forest and wildlife habitats Site 6 the food/cover plot for habitat enhancement Site 7 the young forest Site 8 the decomposing tree tops from an earlier timber harvest Site 10 the wetlands All or select sites could include a short walking trail or elevated boardwalk as would be appropriate for a wetland site. Why? Interpretive stations and nature walks would provide opportunities for visitors to get out of their cars, stretch their legs, and directly experience the diverse natural environments along the byway. They also would be the means to provide more detailed information about the byway s natural characteristics. Conservation District, PA Game Commission, Kinzua State Park, Bureau of State Parks interpretive specialists, Penn State Cooperative Photo credit: Jeannette McBryan 26

33 Resource Interpretation Extension County Commissioners, County Planning Commission, Municipalities, University of Pittsburgh at Bradford PA DCNR Community Conservation Partnership Program (C2P2), PennDOT Transportation Enhancement s funds, other state agencies for sites/walks on state lands, private sponsors Mid Term Recommendation 2.1.3: Develop interpretive sites or stations that highlight the significant culture of the area, with a particular emphasis on the area s economy, pertaining to logging, oil, and gas extraction. The Resource Inventory Diagram in the appendix illustrates potential sites for interpretive sites related to cultural features: Site 1 the original privately operated concessions stand that was located at the Kinzua Bridge State Park Site 2 the maple syrup farm, particularly its system of taps Site 9 one or more of the natural gas wells Other possible resources for interpretation include: Kinzua Bridge - By far the most important restoration project is the stabilization of the remaining six southern towers of the Kinzua Viaduct. This CMP makes support for such efforts a high priority. Railroads corridors Historic camps Manufacturing facilities Why? The byway s culture also needs to be interpreted for the benefit of visitors. Restoration or reconstruction of historical sites may be useful in making history that which would otherwise have to exist in text, in pictures and in visitors imaginations visible and tangible. Given the importance of resource extraction in the region s history and economy, as well as its ongoing 27

34 Resource Interpretation activity in the modern landscape, the natural and cultural interpretation should be coordinated to reflect that fact. County Historical Society, Bureau of State Parks interpretive specialists, PA Game Commission Municipalities, ANF Vacation Bureau, Penn State Cooperative Extension PHMC, Lumber Heritage, Oil Heritage, Preserve America Mid to Long Term Recommendation 2.1.4: Interpret timber harvest techniques, whether selective harvest or planned clear cutting, as examples of forest management practices that sustain timber production, wildlife and other objectives. Why? The land immediately adjacent to the byway largely determines its scenic quality, providing foreground and framing more distant views. The forest serves this function along much of the byway. While the byways forested character is to be protected, the forest itself is a living landscape one that changes slowly through natural succession and more rapidly through human intervention, i.e. harvesting. Seeing the various stages of forest succession can demonstrate the forest s capability for regeneration after a timber harvest and increase habitat for certain wildlife species. Properly planned clear cuts could even become an integral part of increasing wildlife viewing opportunities. Landowners adjacent to the byway (timber companies, private residents, etc.) PA Game Commission, DCNR Bureau of Forestry Forest Stewardship Program (PA DCNR Bureau of Forestry) Mid Term 28

35 Resource Interpretation Recommendation 2.1.5: Develop educational, interactive multi-media displays that highlight the natural and economic history of the area. These displays could be included as part of the interpretive displays at the new Visitors Center to be constructed at the Kinzua Bridge State Park. a. Possible displays could feature: i. Samples of local flora, fauna, and geology ii. Historic photos and artifacts iii. Energy production, particularly wind power iv. Sustainable forestry practices v. Settlement of the region and the stories of the people who discovered oil, harvested timber, and built the bridge vi. Video presentations (e.g., Tracks Across the Sky, a sevenminute video of the history of the Kinzua Viaduct funded by the Allegheny National Forest Vacation Bureau) Source: PA DCNR, Bureau of State Parks Why? In the 21 st century, people in this day and age are accustomed to obtaining information through professionally produced audio and video presentations. Moreover, many potential visitors to the byway will not take the time or effort to walk interpretive nature trails or hike to restored historical sites. Accordingly, multi-media displays at an interpretive center would illustrate the natural and economic history of the region in a readily accessible format while providing a useful introduction and overview for visitors intending to explore the area more directly. 29

36 Resource Interpretation ANF Vacation Bureau, County Commissioners, Bureau of State Parks interpretive specialists County Historical Society, PA Game Commission, Penn State Cooperative Extension, Private Industry, County Historical Society, Kinzua Bridge State Park Foundations, ANF Vacation Bureau, McKean County, DCNR: Lumber Heritage, Oil Heritage, Private partners Long Term 30

37 Transportation Safety and Design Chapter 5 A Strategy for Transportation Safety and Design This strategy promotes safe access to the byway and safe travel of the byway for all modes. It identifies possible roadway improvements and safety corrections. It recommends periodic review of safety issues with the highway and transportation officials. It makes recommendations to accommodate truck traffic while ensuring the safety of sightseers in smaller vehicles, as well as bicyclists, joggers, and pedestrians. Finally, it also advocates retaining the rural character of the roadway as maintenance and future improvements are considered. Goal 3 Enhance and maintain the quality of the byway and connecting roadways. Objectives 3.1. Improve safe access to and travel along the byway. Recommendation 3.1.1: Construct trailheads at one or both endpoints of the byway. These might include a bike racks, benches, and a parking area. Why? Key locations along the byway should function as discrete but visible gateways, signaling to visitors the beginning of the corridor and providing an initial orientation to the attractions that are available. Brochures with maps and summary information could be provided. Suitable locations could include intersections of the byway with principal highway access routes. Trash and recycling containers could be provided, or a pack it in, pack it out approach could be used. PennDOT Municipalities, County Planning Commission, North Central RPDC 31

38 Transportation Safety and Design PennDOT, Transportation Enhancements Short Term Recommendation 3.1.2: Redesign intersection of SR 3011 and Rt. 59. Why? SR 3011 ends at Route 59. Just 100 yards to the east, Route 59 adjoins Route 646. This odd configuration is not easily read by an out-of-town driver. Dirt roads and unmarked driveways adjoin this area as well. Redesign of these intersections would improve safety at the northern end of the byway. PennDOT Municipalities, County Commissioners, North Central RPDC PennDOT Mid to Long Term Recommendation 3.1.3: Widen the byway from the state park to PA 59; widen pavement to accommodate a bicycle lane consistent with previous improvements to the southern portion. PennDOT Municipalities, North Central RPDC / Rural Planning Organization (RPO) North Central RPO Transportation Improvement Program Mid to Long Term 32

39 Transportation Safety and Design Recommendation 3.1.4: Evaluate and if needed address limited sight distance at intersection of Route 6 and SR 3011 due to geometrics and design. PennDOT Municipalities, North Central RPDC / Rural Planning Organization (RPO) North Central RPO Transportation Improvement Program Long Term Recommendation 3.1.5: Develop a byway guide and map, noting caution areas, must see sites, and best practices for byway travel. Why? When directing visitors to new places, it s wise to tell them in advance what they can expect and what is expected of them. A simple, concise byway guide would advise their driving behavior. PennDOT Municipalities, County Commissioners, North Central RPDC PennDOT Transportation Enhancements Short Term Recommendation 3.1.6: Meet with PennDOT and state and local police to review crash incidents for causes and necessary mitigation strategies. Why? There is no crash data for the byway corridor on record with PennDOT. This is not to say that there have been no crashes simply no reports that were recorded. A basic level of monitoring should occur to ensure that the byway is and remains a safe corridor. PennDOT State Police, Local Police (if present) In-kind staff time for agency coordination Ongoing 33

40 Transportation Safety and Design Recommendation 3.1.7: Encourage commercial timber companies to review safe driving techniques with their drivers. PennDOT Why? Many commercial drivers participate in periodic driver safety courses, offered through their employer or other certification programs. Due to the increased promotion of tourism along the byway and throughout the PA Wilds region, regular review of safe driving attitudes and behaviors may be warranted by commercial enterprises located along the byway or using it regularly. Municipalities, County Commissioners, North Central RPDC PennDOT Transportation Enhancements Short Term 3.2. Maintain the roadway s rural character. Recommendation 3.2.1: Develop byway maintenance and improvement guidelines. Why? Maintenance activities such as tree clearing, when performed to national standards, could degrade or change the rural, largely forested character of the byway. In the same manner, improvements that are designed to meet national standards may reduce the scenic quality of the byway, making it look more like a typical state highway. Consider the impact of typical corrugated steel guiderails versus wooden post and cable systems. Safety make be considered when alternate materials or techniques are recommended. Overall, byway maintenance and improvement guidelines are intended to ensure that these activities occur as needed and in a context sensitive manner. The byway maintenance guidelines developed for the Lycoming County Byway Program are possible model guidelines. 34

41 Transportation Safety and Design County Planning Commission, PennDOT County Maintenance Department N/A N/A Mid Term 3.3. Enhance and improve the bicycle/pedestrian elements of the byway. Recommendation 3.3.1: Designate the byway as a bicycle route. Delineate bicycle lanes with lane striping and install bicycle rack and rest areas along the byway. Why? The same qualities that warranted establishing the byway make it attractive as a bicycle route. Designation as a bicycle route would raise the byway s visibility as a recreational destination. Information about it would be included on state and other web sites highlighting recreational opportunities in the region. PennDOT Local cycling clubs, bicycle retailers PennDOT Mid Term Recommendation 3.3.2: Develop a series of designated on-road loop bicycle routes that incorporate other roads in the area. Possible loops include: Kinzua Bridge Byway north to Rt. 59 east to US 6 west to Mt. Jewett/Kinzua Bridge Byway Kinzua Bridge Byway north to Rt. 59 west to Mt. Alton-Riterville Road south to Turkey Track Road to Silverside Road to Kushequa Road to US 6 east to Mt. Jewett/Kinzua Bridge Byway Why? Developing a network of bicycle routes centered on the byway would further enhance the area as a destination for bicyclists. 35

42 Transportation Safety and Design PennDOT for state roads, Municipalities for local roads Cycling clubs for feasibility of potential routes PennDOT Mid to Long Term See also recommendations and for recommended interpretive sites with bicycle/pedestrian facilities. 36

43 Chapter 6 A Strategy for Smart Signage The Resource Inventory and Assessment in the appendix reviews current regulation by local laws about the control of outdoor advertising along the byway. This strategy outlines an approach for compliance with preferred signage control and management, including those of Pennsylvania s Byways Program. It includes suggestions for the placement, content and maintenance of interpretive signage along the route. Smart Signage Goal 4 Manage signs to protect the byway experience. Objectives 4.1. Develop and construct/install gateway signage to the byway. Recommendation 4.1.1: Develop and construct/install gateway signage to the byway. Why? Knowing that you have arrived is important to travelers in unfamiliar territory. Directional signs help you reach navigate to your destination and wayfinding signage helps you navigate within it. But signage that clearly states the beginning of the byway corridor can serve to confirm one s arrival and promotion the byway to future visitors. Kinzua Bridge Byway Foundation (see Recommendation 6.1.1) PennDOT, PA Department of Tourism Lumber Heritage Region, DCED, DCNR Mid Term 37

44 Smart Signage 4.2. Utilize signage for wayfinding and attraction identification. Recommendation 4.2.1: Develop a distinctive signage system for wayfinding and attraction identification. This signage should convey that the viewer is located within a specially designated corridor. Wayfinding signage should convey direction and distances to nearest attractions and major facilities. Such signage may include logos from partner organizations. Why? An effective signage system would enable visitors to easily orient themselves along the corridor and find byway attractions. The signs should also reinforce the identity of the byway as a distinctive corridor and provide cues to its attributes. Graphics, logos and other design elements should be consistent with byway marketing materials. ANF Vacation Bureau PennDOT, PA Department of Tourism Lumber Heritage Region, DCED, DCNR, PennDOT Transportation Enhancements funds Mid Term Recommendation 4.2.2: Install directional signs from US 6, SR 59, PA 646 and US 219 to the byway. Why? Directional signs on the region s highways would raise the visibility of the byway and make it easier for visitors to travel there. ANF Vacation Bureau, Municipalities PennDOT, National Scenic Byways Program Partners Short term 38

45 4.3. Manage advertising signs along the byway. Smart Signage Recommendation 4.3.1: Develop model provisions for the management of signs; encourage each municipality to review, tailor, adopt, and enforce the provisions. PennDOT has developed a model ordinance for byway communities to use. The Outdoor Advertising Devices Model Ordinance can be found in PennDOT s Pennsylvania Byways Guidance Manual or on their website at under More Links, Transportation Planning, Byways. Why? Signs are necessary elements along a scenic byway but can actually diminish the byway experience if not designed carefully. This is especially true where scenic and natural qualities are important aspects of the byway. Signs should not draw attention to themselves or detract from the features they are meant to serve. Ideally they should draw the driver s or viewer s attention, only when needed. Size, material, color, number, location and maintenance are among the aspects that sign controls should address. County Planning Commission, Municipalities PA Byways staff, ANF Vacation Bureau, PennDOT PA DCED Land Use Planning and Technical Assistance Program (LUPTAP) Short Term 39

46 Intentionally blank for two-sided printing Smart Signage 40

47 Chapter 7 A Strategy for Marketing and Promotion Marketing and promotion are essential to the success of a byway. This strategy aims to make potential visitors aware of the byway, its resources, and its location in ways that are consistent with resource conservation efforts to protect the byway's desired character. The desired outcome of this strategy would be a series of materials in print and electronic format that highlight the area s resources and attractions and put them in a regional context. Marketing and Promotion Goal 5 Expand marketing and promotion in coordination with other local, state, and federal agencies. Objectives 5.1. Develop a comprehensive marketing strategy that identifies the byway as a must-see Pennsylvania destination. Recommendation 5.1.1: Develop a marketing plan for the Kinzua Bridge Byway that includes a distinctive marketing identity and materials. Why? A coordinated marketing plan that clearly defines marketing strategies will maximize the promotion of the byway. Existing efforts by the PA Department of Tourism, the Allegheny National Forest Vacation Bureau, the PA Wilds, the Lumber Heritage Region, the Oil Heritage Region, PA Route 6, PA Byway Program and National Scenic Byway Program should be recognized. Subsequent recommendations under 5.1 may form the portions of the marketing plan. ANF Vacation Bureau County Planning Commission, Municipalities, PennDOT Partners Short term 41

48 Marketing and Promotion Recommendation 5.1.2: Develop a distinctive Kinzua Bridge Byway logo for use on promotional materials. Why? A distinctive logo would help reinforce the byway s identity on brochures, online, and on signs. County Planning Commission ANF Vacation Bureau, Municipalities, PennDOT Partners Short term Recommendation 5.1.3: Develop a Kinzua Bridge Byway brochure and distribute it throughout regional tourism sites, a byway website (see Recommendation 5.1.4), the annual visitors guide, and the state and federal byway promotional materials, including both print and online materials. Coordinate distribution with the Alleghany National Forest Vacation Bureau for the following locations: Allegheny National Forest 3 ranger stations & private campgrounds Kinzua Point/Kinzua Dam Seasonal information center Allegany State Park, New York Interstate 1-86, exit 23 both east and west bound 12 kiosks in Pennsylvania and New York PennDOT Welcome Centers Contracted distribution to over 320 locations monthly Why? To get the word out! As noted previously, all of the nearby visitor resources and attractions would benefit from cross-marketing attractions to enhance the region s identity as a visitor destination. Brochures and other printed materials could be distributed through local, regional and statewide tourism and economic development organizations and businesses to publicize the scenic and recreational opportunities along the byway. ANF Vacation Bureau PennDOT Welcome Centers, PA on Display, DCNR Bureau of State Parks ANF Vacation Bureau Mid term 42

49 Marketing and Promotion Recommendation 5.1.4: Develop an online presence for the Kinzua Bridge Byway. Include text, photos, and a map suitable for posting via the internet. Provide links from local, county, tourism, state and federal websites. Optimize searches with meta tags and social networking. Why? A website or webpage would further raise the visibility of the byway to potential visitors using the web to plan outings and trips. Seasonal events, activities and new byway developments could easily be posted to keep the information fresh and current. Source: Allegheny National Forest Vacation and Visitors Bureau, County Planning Commission PA DCNR Bureau of State Parks, PA Byways, Travel Industry of America, and University of Pittsburgh at Bradford (social networking) TIA-See America, Preserve America, PA DCNR Mid term 43

50 Marketing and Promotion Recommendation 5.1.5: Create niche marketing materials and promotions around themes such as photo treks, group/motorcoach tours, scenic driving tours, motorcycle touring, bike tours, and winter sports and scenery. Why? Niche markets are passionate about their pursuits. Special themes and events give fresh reasons to come to the byway. They also provide focal points for developing new marketing efforts and opportunities to feature different aspects of the byway. The desired outcome of this recommendation would be a diverse year-round program of events and activities and an accompanying marketing effort. Kinzua Bridge Byway Coordinator, Allegheny National Forest Vacation and Visitors Bureau Regional marketing partners Private advertising dollars, regional marketing funds Short term Recommendation 5.1.6: Evaluate the effectiveness of employed marketing techniques. Why? Marketing is successful when it increases knowledge and use of its product or service. It also requires investments of time, labor and other costs. Assessing the return on these investments, and making adjustments to improve results, is a sound business practice. Kinzua Bridge Byway Coordinator, Allegheny National Forest Vacation Bureau Smith Travel Research, TIA PA Department of Tourism, ANF Vacation Bureau Long term 44

51 Marketing and Promotion 5.2. Promote the byway as one of many scenic features in the region. Recommendation 5.2.1: Cultivate relationships with public agencies, i.e. the Allegheny National Forest Vacation Bureau, the Kinzua Bridge State Park, the PA Game Commission, and the Lumber Heritage Region, with shared interests in the byway. Why? Partnerships help stretch and/or leverage limited resources for marketing and promotion as well as for programming and activities. Kinzua Bridge Byway Coordinator County Planning Commission N/A Ongoing Recommendation 5.2.2: Work with representatives of the local tourism industry to develop joint marketing activities. Why? The byway and other tourism attractions in the area would all benefit from a coordinated effort to raise public awareness of the region as an exciting recreational destination. The availability of a number of recreational opportunities would be likely to attract more visitors and encourage longer stays. The desired outcome of this recommendation would be marketing activities that highlight multiple visitor destinations including the byway. Kinzua Bridge Byway Coordinator, Allegheny National Forest Vacation Bureau Other tourism site owners in the ANFVB region, Kinzua Bridge Foundation N/A Mid term, then ongoing 45

52 Marketing and Promotion Recommendation 5.2.3: Coordinate special events, such as events suggested in the ANF Vacation Bureau s Tourism Development and Marketing Plan, with the Kinzua Bridge State Park to draw byway travelers and the annual Kinzua Bridge State Park Fall Festival organized by the Kinzua Bridge Foundation, Inc. Why? Special events at the Kinzua Bridge State Park would take advantage of the park s existing name recognition and provide fresh reasons for visitors to come to the byway. Photo credit: Kinzua Bridge State Park Kinzua Bridge Byway Coordinator, Interpretive Personnel Kinzua Bridge State Park Kinzua Bridge Foundation, ANF Vacation Bureau, Trail Associations Local volunteer associations, private funds, local communities, Lumber Heritage Region Ongoing 46

53 Chapter 8 A Strategy for Management and Financing Management and Financing The corridor management plan recognizes the need for leadership, volunteerism and funding to implement its recommendations. This strategy discusses how local and regional partners can establish formal and informal working partnerships to leverage their resources and implement the plan. Funding programs applicable to individual recommendations have been listed under previous strategies. Goal 6 Provide for ongoing management of the byway and implementation of the corridor management plan. Objectives 6.1. Create an entity to oversee the implementation of the Corridor Management Plan. Recommendation 6.1.1: Establish a Kinzua Bridge Byway Foundation as the improvement agency for the byway. Why? Creating an entity separate from the county and the ANF Vacation Bureau may be desirable. The Kinzua Bridge Byway Foundation would be a public charity or private foundation, per the Internal Revenue Code, able to assemble donations and funds for the improvement and enhancement of the byway. Its mission could be expanded to include other responsibilities and resources, if desirable. As a non-profit, the foundation would be eligible for many public grant programs. The establishment of the foundation would require letters of incorporation, bylaws and a board of directors. McKean County Planning Commission Private individuals and corporations N/A Mid term 47

54 Management and Financing Recommendation 6.1.2: Establish a Kinzua Bridge Byway Coordinating Committee. The following groups and organizations should be represented in the committee: a. Local elected officials b. Owners of adjoining property c. Local businesses d. Representatives of the local tourist industry e. State land managers, i.e. Kinzua Bridge State Park and PA Game Commission f. PennDOT District 2-0 g. PennDOT Central Office State Scenic byways Coordinator h. McKean County Planning Commission Why? A Byway Coordinating Committee would function as an appointed or volunteer advisory group and would encourage broad ownership of and support for the plan recommendations among local stakeholders. It would provide a forum to discuss ongoing byway issues and coordinate implementation activities. The Coordinating Committee may, in fact, work toward the establishment of the Foundation as one of its first tasks. McKean County Planning Commission PA Game Commission, Private land owners, McKean County Conservation District In-kind service for use of meeting facility and supplies Short term Recommendation 6.1.3: Establish and fill the position of a Kinzua Bridge Byway Coordinator. This position could be housed within the McKean County Planning Commission or the Allegheny National Forest Vacation Bureau. The position would entail a part-time effort. If desired, this position could be coordinated with other part-time duties with a partner agency. Why? A Byway Coordinator would help ensure consistent implementation of the plan s recommendations and effective coordination with its planning partners. Kinzua Bridge Byway Foundation or County Planning Commission, Allegheny National Forest Vacation Bureau 48

55 Management and Financing Peer byway coordinators or management agencies for previous experience, lessons learned, best practices, etc. National Scenic Byways Program, Local funds Mid term 6.2. Leverage funding through multiple organizations and programs. Recommendation 6.2.1: Participate in transportation planning with the North Central PA Regional Planning and Development Commission. Why? North Central PA RPDC is the designated rural (transportation) planning organization for McKean County. North Central regularly solicits transportation improvement projects and studies for its long range planning purposes. Projects and studies can address a wide range of needs, such as improved access, connectivity, and safety, for all travel modes. Kinzua Bridge Byway Coordinator/Coordinating Committee North Central Regional Planning and Development Commission, McKean County Planning Commission N/A Ongoing Recommendation 6.2.2: Meet regularly with PA DCNR representatives, including the Kinzua Bridge State Park manager, the Bureau of State Parks, and the Bureau of Recreation and Conservation to discuss potential improvement/enhancement projects. Why? While SR 3011 defines the corridor by which visitors can tour the byway and its resources, the resources themselves are largely natural resources and therefore their conservation falls within the mission of Department of Conservation and Natural Resources. DCNR provides direct management of the state park lands, but also it also provides technical assistance to private land owners interested in resource conservation and management. 49

56 Management and Financing Kinzua Bridge Byway Coordinator PA DCNR (various Bureaus) N/A Ongoing Recommendation 6.2.3: Develop a program or programs for private donors to contribute to the development and conservation of the byway. Programs could include: Friends of the Byway for monetary donations Fundraisers Event fees to recoup costs Project and event sponsorships, including those organized around sale or sponsorship of a unit cost, e.g. yard of bike trail. The ANF Vacation Bureau s Tourism Development and Marketing Plan recommends sponsorship as a method to fund preservation of the viaduct itself. Why? The byway corridor will change over time. This change should be directed, evaluated and intentional in support of sustaining the byway experience. These efforts, whether through day-to-day management or special initiatives, will require funding. These monies could be used directly for funding projects or as local match for public grants. These programs could be coordinated into a capital campaign to establish an endowment fund in support of comprehensive byway enhancements. Kinzua Bridge Byway Coordinator/Coordinating Committee Peer byway coordinators or management agencies for previous experience, lessons learned, best practices, etc. N/A Mid term 50

57 Implementation Chapter 9 Implementation Once the corridor management plan is finalized, the real work of sustaining the byway continues. The six strategies outline short, mid and long term priorities from among the many worthwhile recommendations. These priorities represent one to two, three to five and six to ten year timeframes, respectively, and for a variety of reasons. First and foremost, extensive organizational and financial resources will be needed to accomplish the goals of this plan more resources than can feasibly be allocated within one fiscal year or even within the lead agency s term. Some recommendations will require further detailed study and development, such as model ordinance provisions. Still other recommendations will need investments of time toward partnership building and program coordination to prepare for the action to occur successfully. Summary Schedule of Plan Implementation Short term priorities include recommendations that have the potential to demonstrate clear progress with limited effort and resources. In other words, these recommendations offer: A Quick Completion an action that can be accomplished quickly in whole or in significant part. Momentum an action that will build momentum for further implementation and progress. High Impact an action that will result in a significant benefit or positive impact relative to the plan s overall direction. Available, Willing Champion(s) an action that has the support of those who will take leadership for advancing an action. As the short term priorities are completed and as conditions change, mid and long term items should be re-prioritized to maintain a concise list of priority initiatives for programming and funding. There are many important issues and opportunities associated with sustaining the byway s experience. At times, there may be good reason to advance recommendations outside of the order suggested here. When opportunities arise or 51

58 Implementation partners come forward as willing champions for a specific recommendation, consideration should be given to rescheduling the priorities. Priority Implementation Schedule Recommendation 5.2.3: Coordinate special events with the Kinzua Bridge State Park : Cultivate relationships with public agencies with shared interests in the byway : Encourage owners of properties that are adjacent to or visible from the byway to remove or screen unsightly material : Develop and install beautification projects, such as native and naturalized planting areas : Install directional signs from US 6, SR 59, PA 646 and US 219 to the byway : Develop a distinctive Kinzua Bridge Byway logo for use on promotional materials : Establish a Kinzua Bridge Byway Coordinating Committee : Establish ordinances for property maintenance to maintain a reasonable appearance of areas that are visible from the byway. Page 2009/ / / Ongoing X Ongoing 2015/ / site 1 site 1 site 1 site 1 site 38 X 42 X 48 X 18 X 5.1.4: Develop an online presence for the byway. 43 X Continued 52

59 Implementation Recommendation 1.3.1: Develop a series of hubs or stations along the byway such as picnic areas, trailheads, wildlife viewing areas and interpretive sites : Work with representatives of the local tourism industry to develop joint marketing activities : Build or support efforts to build overnight accommodations in the Kinzua Bridge State Park : Develop interpretive sites or stations that highlight the significant cultural history of the area. Page 2009/ / / X X 2015/ X Ongoing 23/24 X Ongoing 27 X Ongoing 2017/ 2018 Plan Review and Update The corridor management plan will only be successful if it is used to guide decision-making and investment. As a ten year plan, this corridor management plan should be reviewed annually by the McKean County Planning Commission or byway organization. The Commission or byway organization should prepare a brief end of year report of actions taken in the past year and recommendations programmed for the coming year for its planning partners. This report could note changes in priorities without formally updating the plan. The Commission or byway organization should prepare an evaluation of the plan in 2017 and update the plan in More frequent formal updates may be needed to maintain timely polices and priorities, if conditions change significantly in the interim. A copy of the updated plan and associated reports should be sent to the State Byways Coordinator at PennDOT s Central Office for review and concurrence. Byways Coordinator PennDOT, Center for Program Development and Management PO Box 3365 Harrisburg PA

60 Intentionally blank for two-sided printing Implementation 54

61 Appendix Appendix Contents I. Byway Resource Inventory and Assessment A. Characteristics of the Road... A-2 B. Natural Resource Environment... A-4 C. Cultural and Recreational Resources... A-6 D. Land Use and Infrastructure... A-9 E. Regional Trends... A-11 F. Byway Visitor Information... A-12 G. Assessment... A-16 Byway Resource Inventory Diagram... A-20 II. Sign Inventory... A-23 III. Byway Visioning Public Meeting December, A-24 IV. Draft Plan Public Meeting, October 30, A-25 IV. Maps... A-27 Map 1, Topography and Soils Map 2, PennDOT Average Annual Daily Traffic Map 3, Sensitive Water Features Map 4, 2006 Land Use A-1

62 I. Byway Resource Inventory and Assessment A. Characteristics of the Road Appendix The Kinzua Bridge Byway, also known as State Route 3011, is a 9.7-mile corridor that meanders through the heart of rich timber and oil lands in McKean County. Topography and Physical Conditions The byway corridor straddles the High Plateau and Deep Valley Sections of the Appalachian Plateau Province. Both sections are characterized by broad, rounded to flat uplands with deep, angular valleys. The byway follows an upland land mass at a fairly consistent elevation of about 2100 to 2200 feet above sea level between the headwaters of the Kinzua and Marvin Creeks, which lie about 600 to 700 feet below (1500 or 1600 feet above sea level). Roughly paralleling the creeks, the byway generally follows a northeast-southwest alignment in Hamlin Township, though it bears north in Keating Township to the northern terminus at PA 59. See Map 1, Topography and Soils, at the end of this section. Only in one location does the upland narrow to a width of one-quarter mile as it completes its northward turn. Here, slopes of 15 percent and greater approach the eastern side of the byway, though dense forest minimizes any visual impact. The byway has a windy, serpentine alignment. This is particularly true for the first mile from Mt. Jewett into Hamlin Township, including two nearly 90-degree turns, and from mile 4.5 to the northern terminus. Traffic Volume and Flow Patterns The byway is a two-lane state roadway serving residences, businesses, recreational areas, and public properties. While this byway primarily serves local needs, it also functions as a north-south route for non-local thru traffic traveling between US Route 6 and PA Route 59, which are both major east-west roadways in the region. Occasionally, the byway serves as an alternative north-south route to US Route 219, which is the main north-south highway located two miles west of Mt. Jewett Borough. PA Route 646, which joins PA Route 59 at a Y intersection just a few meters from the byway s northern terminus, connects the byway to urban areas in the north, such as Lewis Run and the City of Bradford. The byway s traffic volume is relatively low compared to adjoining roadways. See Map 2, PennDOT Average Annual Daily Traffic Volumes, at the end of this section. A-2

63 Appendix According to PennDOT, the byway s Average Annual Daily Traffic (AADT) is less than 1,000 vehicles. PennDOT s AADT data indicates that Route 6 from SR 3011 westward through Mt. Jewett to Kane has an AADT of vehicles. The segment east of SR 3011 to Smethport has an AADT of vehicles. This traffic volume pattern implies that the majority of the Route 6 travelers remain on Route 6 through the southern terminus. PennDOT s AADT data indicates that traffic volumes along PA Route 59 at the byway s northern terminus are even lower than at its southern terminus. PA Route 59 from PA 646 through the SR 3011 intersection to SR 4003 just east of the Bradford Regional Airport has an AADT of less than 1000 vehicles. Just east of SR 3011, PA 646 carries an AADT of vehicles. This traffic volume pattern indicates that more travelers follow the PA 646 and PA 59 corridor between Smethport and Bradford. Types of Traffic Since there is no quantitative data that characterizes specific types of traffic along the byway, byway traffic can only be characterized in general qualitative terms using available is land use data from the McKean County Assessment office. From this data, conclusions about types of traffic generated by local land uses can be made: Residential uses, concentrated along the southern portion of the byway, would likely generate consistent local car traffic as residents make daily commutes to and from work, shopping and service locations. State owned lands, such as the state park and state game lands, would generate tourism and recreational trips by local and non-local car and small truck travelers, especially during the peak hunting and leaf-peeping seasons. In addition, the state lands would generate car and small truck trips associated with fieldwork and management of the public resources. Lands used by the oil and gas industry would also generate periodic car and truck traffic when crews conduct on-site monitoring and repairs. Lands used by the timber industry would generate infrequent but heavy truck traffic during timber harvests. Other industrial and commercial land uses, such as the salvage yard at the northern terminus of the byway, would generate frequent truck traffic when hauling materials to and from the yard. Crash Locations and Safety Precautions PennDOT has no crash history data for the SR 3011 corridor. Traditional road design has guided horizontal and vertical road alignments. Cautionary signage for upcoming curves and intersections are posted. The posting of share the road A-3

64 Appendix signs have been the only significant safety precautions made to the corridor in recent years. Recent Improvements The southern three miles from Route 6 to the state park entrance were widened to accommodate a shoulder for biking using federal funds, but bike lane striping was not completed due to increasing costs during construction. McKean County has approached PennDOT and plans to request additional funds to complete the bike lane striping and the widening of the remaining six miles. B. Natural Resource Environment Water and Wetlands The Kinzua Creek lies west of the byway and is a tributary to the Allegheny River. The upper reaches of the creek pass through the Kinzua Bridge State Park and flow westward toward the Allegheny Reservoir. The Kinzua Creek is a local favorite for fishing; however it is not easily accessed from the byway due to the dramatic change in elevation. Only a few dirt and gravel roads directly connect the byway to the creek. Marvin Creek lies to the east of the byway. It joins the Potato Creek at Smethport and flows northeast to the Allegheny River just south of Eldred. See Map 3, Sensitive Water Features, at the end of this section. The National Wetlands Inventory (NWI) identifies several possible wetlands in the vicinity of the byway. Small sites (less than one-quarter acre) are located on the both sides of the byway around the 3-mile marker. One small site and one larger site (roughly one and half acres) are located around the 9-mile marker near the northern terminus. As the NWI indicates possible wetlands based on certain environmental criteria, onsite investigation is required to determine if wetlands are truly present. The possible wetland sites near the northern terminus are potentially threatened by the salvage yard. The property owner has installed a perimeter fence to screen the salvage materials from view; however the fence does not address concern for harmful contaminants that may reach potential wetlands on-site or nearby. Determination of wetland presence is needed, followed by protection measures, if wetlands are indeed present. Soils McKean County s Agricultural Soils Map indicates that nearly the entire stretch of the byway is surrounded by prime farmland. Prime farmland, as defined by the U.S. Department of Agriculture (USDA), is the land that is best suited to A-4

65 Appendix producing food, feed, forage, fiber and oilseed crops. It has the soil quality, growing season, and water supply needed to economically produce a sustained high yield of crops when it is treated and managed using acceptable farming methods. According to the USDA, prime farmland soils are usually classified as capability Class I or II of the eight classifications. McKean County s Agricultural Soils Map also indicates that a small segment of the byway is surrounded by farmland soils of statewide importance. While the quality of this soil type is not as high as prime farmland soils, it is still considered highly productive and extremely fertile land. According to the U.S. Department of Agriculture, farmland soils of statewide importance are soils that are predominantly used for agricultural purposes within a given state, but have some limitations that reduce their productivity or increase the amount of energy and economic resources necessary to obtain productivity levels similar to prime farmland soils. These soils are usually classified as capability Class II or III. Despite these productive soil conditions, only a small portion of the byway corridor is used for agriculture. Instead, favorable soil quality, water supply and climate are put to use for silviculture, which is abundant throughout the corridor. Vegetation The northcentral Pennsylvania region is well known for its high quality timber. Forest types in the region include Allegheny Hardwoods, Northern Hardwoods, and Upland Hardwoods. The Allegheny Hardwood stands represent the most valuable and widespread timber in the region. This type includes black cherry, yellow poplar, white ash, red maple and sugar maple. The exceptional quality of the black cherry found here makes it highly valued throughout the world for fine furniture and veneers. Beech, striped maple, and hemlock are also common, and ferns, ground pine, mosses, teaberry and green briar populate the forest floor. A majority of the byway is bordered by public and privately owned forestland. Much of the privately owned forestland along the byway is owned by the Heartland and Collins Pine timber companies. Less than five miles to the west lies the Allegheny National Forest (ANF), one of 15 National Forests in the Eastern United States managed by the Forest Service, an agency of the U.S. Department of Agriculture. The ANF covers 512,998 acres (801.6 sq mi) of land and contains thousands of acres of remaining old-growth forest in Pennsylvania. See Map 1, Topography and Soils, at the end of this section. A-5

66 Appendix Wildlife The byway is located in a region widely known for hunting and fishing. McKean County traditionally ranks among the leading counties in Pennsylvania for white-tail deer and black bear harvests. It is also well known for turkey harvests. Small game species, such as squirrels, grouse, woodcocks, wood ducks, and snowshoe hare, are present. Other wildlife, such as bobcats, coyote, songbirds, and small rodents are also seen in the forest and meadow landscapes. Common Wildlife in McKean County Mammals Amphibians Game Birds White-tailed Deer Black Bear Gray Foxes Opossum Raccoon Muskrat Mink Snowshoe hare Squirrel (black, gray, and fox) Bobcats Coyote Hellbender Fowler s Toad Cricket Frogs Tree Frogs Ruffed Grouse Wood Dove Bobwhite Quail Mallard Ducks Black Ducks Ring-necked Pheasant Turkey Non-Game Birds Fish Reptiles English Sparrow Red-Eyed Vireo Cedar Waxwing Tufted Titmouse Killdeer Barn Swallow Blue Jay Bald Eagle Osprey Brown Trout Brook Trout Grass Pickerel Bigeye Chub Pirate Perch White Bass Five-lined Skinks Black Skinks Lizard Varieties C. Cultural and Recreational Resources Historical Sites The Kinzua Viaduct The byway provides access to the Kinzua Bridge State Park, which is the site of the Kinzua Viaduct. When constructed in 1882, it was the highest railroad bridge in the world. The original structure was built of iron and was 301 feet high, 2,053 feet long, and weighed 3,105,000 pounds. By 1900, the entire bridge was rebuilt with steel to accommodate heavier trains. When it was finished, the new viaduct had the same measurements, but weighed 6,715,000 pounds. A-6

67 Appendix In 1959, freight traffic was discontinued along the bridge. A few years later, Governor William Scranton signed a law that created the Kinzua Bridge State Park, which officially opened in In 1977, the Kinzua Bridge was placed on the National Register of Historic Places and was placed on the National Register of Historic Civil Engineering Landmarks in These national programs identify, protect and enhance buildings, structures, districts and neighborhoods of historic and architectural significance in public and private ownership. The Kinzua Viaduct remained on the National Register of Historic Places for several years, but was removed in 2004 after portions of it collapsed during a tornado in July The viaduct remains on the National Register of Historic Civil Engineering Landmarks. Prior to the tornado damage, the bridge was open to local excursion trains that traveled from Kane Borough through the Allegheny National Forest and across the Kinzua Viaduct before returning to Kane. All excursion trains were barred in June 2002 after Pennsylvania s Department of Conservation and Natural Resources (DCNR) determined that the bridge needed a full-scale inspection. The inspection found that sections of the bridge were completely rusted through and determined that strong winds could potentially shift the structure s center of gravity and cause it to collapse. As a result, in August 2002, the bridge was closed to all traffic, including bicyclers and pedestrians. In March 2002, The Knox & Kane excursion train ceased its trips even to the southern edge of the gorge in the State Park. Beginning in February 2003, W.M. Brode Co., a national leader in railroad bridge construction and repairs, started to restore the Kinzua Viaduct. Restoration and repair efforts continued for several months, but came to an unexpected halt on Monday, July 21, 2003, when an F1 tornado struck the side of the viaduct and tore down eleven towers from the center of the bridge. Restoration efforts continue in an effort to stabilize the remaining nine towers. DNCR has plans to construct an overlook skywalk onto the six towers remaining on the southern side. Even though the Kinzua Viaduct was severely damaged, it is still recognized as an important historical landmark at the state and national level. In addition to its listing on the National Register of Historic Civil Engineering Landmarks, the viaduct is currently listed on the Historic American Buildings Survey and the Historic American Engineering Record maintained by the Library of Congress. It was also dedicated in 1982 as an official site for Pennsylvania s historical marker program, which is one of the state s oldest and most popular preservation programs. The program provides blue and gold signs to highlight significant places, people, and events in the state and nation s history. A-7

68 Appendix Recreational Facilities State Lands The byway provides access to the Kinzua Bridge State Park and State Game Lands 62. These public lands are directly adjacent to one another and offer byway travelers opportunities for recreational activities such as, hunting, hiking, wildlife viewing, sightseeing, and picnicking. About 100 acres of the 329-acre state park is open to hunting, trapping, and training of dogs during established seasons. This section of the park begins at the park entrance along the byway and extends to the edge of the Kinzua Gorge. This section of the park shares its eastern border with the state game lands, which provides visitors with several hundred additional acres for hunting. In addition to providing a designated hunting area, the state park provides a large picnic area equipped with a pavilion, multiple picnic tables, modern restrooms, an information kiosk, a telephone, two water fountains, paved and unpaved parking areas, and an observation deck with two spotting scopes for wildlife viewing and sightseeing. The state park is currently in the process of planning several facility improvements. Future improvements to the state park include the development of a new entrance in conjunction with a project to build a new interpretive center, which will include classrooms, interactive multi-media displays, new overlooks, small dining area, restrooms, a gift shop, administrative office and a visitors center. This new building will also become the central location for DCNR staff for Elk, Bendigo and Kinzua Bridge State Parks. These improvements resulted from DCNR designating the Kinzua Bridge State Park as an investment area within the Pennsylvania Wilds. Biking and Hiking Trails PA Bike Route Y is a 409-mile route that generally follows US Route 6 across Pennsylvania. This on-road bicycle route intersects the byway at its southern terminus. The Kinzua Valley Trail is a 2-mile non-motorized limestone trail along Kinzua Creek. Access to the trail is via the trailhead in the village of Westline nine miles west of Mt. Jewett. Currently, the trail extends west from the trailhead to Libby Run. Future plans for expansion involve extending the trail east to the Kinzua Bridge State Park and building two new trailheads along the way, one at US Route 219 and one in the village of Kushequa. The Tuna Valley Trail Association s Trail and Greenway Study, which focuses on the Greater Bradford Area to the north, suggests that the South Trail be extended to the Kinzua Bridge State Park. A rail bed right-of-way has been deeded to the trail association for this purpose and connects to Lewis Run Borough. Efforts are A-8

69 Appendix being made to secure additional right-of-way to link to the State Park. The Kinzua Bridge State Park is expanding its trail system with the long term goal of becoming a centralized hub for the two trail systems to converge. Local Attractions The byway provides access to several local attractions. One attraction is a maple syrup farm where byway travelers can stop to purchase syrup or learn how syrup is made. Fall foliage is a major attraction along the byway and throughout the region. Numerous driving clubs, motorcycle groups and group tours annually visit the state park to view the fall colors. The byway s connection to scenic Route 6 makes it a potential destination along the 400-mile corridor for leisure travelers. The Kinzua Bridge State Park Fall Festival is an annual September festival held in the state park. Festivities at this event include arts, crafts, food vendors, and live musical entertainment. The event draws several thousand local and non-local visitors every fall. D. Land Use and Infrastructure Land Use Eighty-one parcels, occupying 7,469.9 acres, adjoin the byway. The Resource Inventory Diagram and Map 4, 2006 Land Use, at the end of this section illustrate the location and extent of land uses along the byway. Parcels by land use include: 13 forested parcels, totaling 6,460.9 acres (86%) 2 state-owned parcels (state park and state game land), totaling acres (8%) 8 agricultural parcels, totaling acres (4%) 46 residential parcels, totaling 72.5 acres (less than 1%) 6 seasonal camps, totaling 67.9 acres (less than 1%) 2 industrial parcels, totaling 31.4 acres (less than 1%) 2 commercial parcels, totaling 6.3 acres (less than 1%) 2 institutional parcels, totaling 2.2 acres (less than 1%) Only the Heartwood Forestland Fund II has more than one parcel with a total of 4,654.3 acres (62%). Other corporate owners of forest land are: 730 Texas Timberlands II Ltd., holding title to acres (12%) Collins Pine Company, holding title to acres (5%) Seneca Resources Corporation, holding title to 91.0 acres (1%) A-9

70 Appendix Forest is the predominant land use/cover along the Kinzua Bridge Byway/SR More than two-thirds of the adjacent land cover from the state park to the northern terminus is contiguous forests. While forests are very common in McKean County, few major roadways in the county have stretches of forest land as long as SR 3011, with the exception of PA 321 and PA 59, which travel through the Allegheny National Forest. Most state roads in the county have residential and agricultural uses directly adjacent. The primary use of the forest land is commercial timber harvesting. The Heartwood Forestland Fund owns two parcels totaling 4,654.3 acres, which is more than two thirds of the adjacent forest parcel area along SR Heartwood states that it practices selective timber harvesting, not wholesale clear-cutting. Its focus is on maintaining naturally-regenerating forest stands ( Timber harvesting conducted in this manner would not cause drastic changes in the land cover or negatively affect the views from the byway. Residential, commercial, and agricultural development tends to occur directly adjacent to roadways in McKean County. These types of developments would pose a conflict with the predominantly forested land use/land cover because they would remove or substantially reduce the amount of forest adjacent to the road and obscure the view to the remaining background forest. Use Regulations on State Lands Provisions for the use of state lands is established by the Pennsylvania Code, as described below. The Kinzua Bridge State Park Title 17 of the Pennsylvania Code regulates activities permitted and prohibited in the state parks. The state park system permits a wide variety of land and water based recreational activities. Within the Kinzua Bridge State Park, uses are limited to scenic viewing, picnicking, hiking, biking, snowshoeing, cross-country skiing, hunting, trapping and the training of dogs during established seasons. Hunting in the state park is regulated by both the Pennsylvania Department of Conservation and Natural Resources and the Pennsylvania Game Commission. Hunting licenses are required per the rules and regulations. State Game Lands 62 Chapter 7 of Title 34, the Wildlife and Game Code, establishes that The acquisition, use and management of such lands or waters owned, leased or otherwise controlled by the commission, including timber cutting and crop cultivation, shall not be subject to regulation by counties or municipalities. Such lands may be used only to create and maintain public hunting and furtaking, game or wildlife propagation areas, farms or facilities for the propagation of game or wildlife, special preserves as provided for in this title or other uses A-10

71 Appendix incidental to hunting, furtaking and game or wildlife resource management, with the exception of sale, permits, licenses and leases in the interest of the Commonwealth. Utilities Public water and sewer systems serve only the southern terminus of the byway corridor within Mt. Jewett Borough. Hamlin Township plans to construct a small sewer system to serve Kushequa Village at some point in the future; it is unclear whether this system would be connected to the Mt. Jewett Borough system. E. Regional Trends Population Growth Population data collected from the U.S. Census Bureau for McKean County, Mt Jewett Borough, and Hamlin and Keating Townships indicate growth patterns and trends for the byway region. McKean County s population has been in a declining trend over the past 30 years, especially in its urban areas. McKean County s population peaked in 1970 at 51,915 and decreased to 45,936 in 2000, showing an 11 percent decline. Population patterns indicate that cities and boroughs within the county gradually lost population over this same time period, while townships had a slight increase in population since Mt. Jewett was the only borough in the county that experienced an increase in population-- a 0.9 percent gain entirely between 1990 and This data shows that while population growth in the Mt. Jewett has been minimal, it has still exceeded population growth of any other borough or city in the county. The Hamlin Township and Keating Township portion of the byway region has experienced very little population growth over the past several years. In fact, statistics indicate that Hamlin Township had a population decrease of 12.1 percent between 1970 and Keating Township on the other hand, had a population increase of 0.2 percent between 1970 and Overall, data trends show that there has been no significant population growth in the byway region between 1970 and Therefore, there is no sizeable threat of population growth or new residential development that would significantly impact the byway or its surroundings. A-11

72 Appendix F. Byway Visitor Information Visitor Research There is very limited information on byway visitors. The Allegheny National Forest s (ANF) Tourism Development and Marketing Plan for McKean County provides visitor data on two key tourism markets for McKean County and the ANF. Visitor data reported in this the reference was collected through a comprehensive telephone survey of individuals who had requested information from the Allegheny National Forest Vacation Bureau. The survey originally targeted the Cleveland market and the Pittsburgh market; however, the response rate for those in Cleveland was so low that the Buffalo market was chosen to supplement and complete the study. Responses from the two cities were combined and labeled as Cleveland/Buffalo. A total of 300 surveys were completed. Eleven interviews were conducted for Cleveland, 139 for Buffalo, and 150 for Pittsburgh. The survey was conducted in February 2007 and the results were reported in the Tourism Development and Marketing Plan. Information on state park visitors was provided by the manager of the Kinzua Bridge State Park. Since the byway provides the only vehicular access to the park, it is expected that park visitors are also byway visitors. Findings from the ANF Survey General Awareness Survey participants were asked, What cities or communities come to mind when you think of the northwest Pennsylvania and southwest New York area? This measures the communities or attractions in the region of which respondents are aware. The first part of this question is open-ended, or unaided. After their independent responses are exhausted, participants are read a list of places in the region and asked if they have an awareness of each. This is considered an aided response. When Buffalo/Cleveland respondents were asked this question, only one percent of the respondents were aware of Kinzua (Reservoir or Viaduct) without aid and 91% were aware of Kinzua with aid. When Pittsburgh respondents were asked this question, none of the respondents were aware of Kinzua without aid and 71% were aware of Kinzua with aid. Trip Characteristics Several questions were asked in order to get a clear understanding of the McKean County experience. This section summarizes and analyzes areas such as repeat visitation, propensity to visit, trip purpose, travel party size, length of stay, money spent, and visitor activities. A-12

73 Appendix Repeat Visitation Very few travelers in the two markets visit the ANF only once. There is a high repeat visitation rate with the majority of survey participants from both markets visiting more than five times in the past three years. Market 1 time 2 to 3 times 4 to 5 times 5 or more times Not sure/ Can t recall Pittsburgh 0% 35% 10% 55% 0% Buffalo/Cleveland 2% 16% 18% 60% 4% Propensity to Visit Fifty-two percent of Buffalo/Cleveland respondents and 38 percent of Pittsburgh respondents said they are very likely or somewhat likely to visit the Allegheny National Forest and McKean County in the near future. Once again, the Pittsburgh visitors are less enamored with the destination than are the folks from the Buffalo/Cleveland sample. Market Very likely Somewhat likely Not sure Somewhat unlikely Not at all likely Pittsburgh 16% 22% 19% 9% 35% Buffalo/Cleveland 29% 23% 16% 11% 21% Trip Purpose The vast majority of travel to the ANF is for non-business purposes. A combination of leisure travel and visiting friends and relatives accounts for over 95 percent of visitors from both markets. Market Leisure Visiting friends or relatives Business Pittsburgh 90% 5% 5% Buffalo/Cleveland 87% 11% 2% Travel Party Size Forty-four percent of Buffalo/Cleveland respondents and 50 percent of Pittsburgh respondents who visited the Allegheny National Forest and McKean County traveled alone or with another person. More than a quarter from each market traveled in groups of six or more people. Larger groups such as this are easily accommodated in cabins or group camp sites. Market 1 person 2 people 3 people 4 people 5 people 6 + people Pittsburgh 30% 20% 10% 10% 0% 30% Buffalo/Cleveland 22% 22% 9% 18% 2% 27% A-13

74 Appendix Length of Stay Sixty-nine percent of Buffalo/Cleveland respondents and 35 percent of Pittsburgh respondents who visited the Allegheny National Forest and McKean County reported their visit was less than a day. Market <1 day 1 night 2 nights 3 nights 4 nights 5 nights 6+ nights Pittsburgh 35% 5% 20% 20% 10% 0% 10% Buffalo/Cleveland 69% 7% 6% 7% 4% 2% 5% Money Spent The vast majority of respondents spent less than $250 on accommodations and also less than $250 on other expenses while visiting the Allegheny National Forest and McKean County. Some visitors from both markets albeit a small percentage of respondents spent more than $1,000 during their stay. Visitor Activities Many respondents participated in several activities during their visit to McKean County and the ANF. Scenic driving tours and hiking are the most popular activities. Other than hiking, only a small portion of visitors use trails for other activities, such as riding ATVs and horseback riding. Activity Participation Scenic driving tour 24% Hiking 23% Fishing 14% Boating 7% Hunting 6% Camping 4% Riding ATV 3% Swimming 3% Horseback Riding 3% Snowmobiling 2% Picnicking 2% Walking 2% Visiting Family 2% Other 3% Visitor Demographics Demographics provide a quick snapshot of basic characteristics of those who inquire about McKean County and about those who ultimately visit the destination. This information is useful when formulating marketing and product development strategies. The following paragraphs detail the age, income, and gender of those who inquire and visit McKean County. Gender In terms of gender, the majority of travel planners were female 67 percent from the Buffalo/Cleveland group and 58 percent from Pittsburgh. A-14

75 Appendix Age Forty-six percent of the Buffalo/Cleveland respondents and 52 percent of the Pittsburgh respondents were between the ages of 45 and 64, which make up the largest percentage of the sample. Seventeen percent of the Buffalo/Cleveland respondents and 24 percent of the Pittsburgh respondents were under 45 years of age. Market or Refused over Pittsburgh 2% 10% 12% 28% 24% 15% 9% 1% Buffalo/Cleveland 5% 4% 8% 21% 25% 24% 12% 1% Income Twenty-nine percent of the respondents from the Buffalo/Cleveland sample and 24 percent of respondents in Pittsburgh have household incomes of under $35,000 per year. Having possibly more than 70 percent of visitors and prospects from these markets with income over $35,000 is a good sign for McKean County tourism. Market $24,999 or less $25,000- $34,999 $35,000- $49,999 $50,000- $74,999 $75,000- $99,999 $100,000 or more Refused Pittsburgh 13% 11% 11% 19% 9% 16% 22% Buffalo/Cleveland 14% 15% 16% 17% 11% 5% 22% Marketing Activities McKean County visitors and prospects get their travel information from a variety of sources, according to the visitor research conducted for this study. Data collected from the visitor research survey indicate 22 percent of McKean County visitors get their information from travel and tourism brochures, 17 percent from AAA, and 15 percent each from newspapers and people they know. Other responses include travel agents and travel books Findings from the Park Manager s Questionnaire Origin and Destination of Visitors According to the state park manager, the park receives several thousand local and out-of-state visitors throughout the year. Most out-of-state visitors come from Ohio, New York, and Maryland. The state park manager also noted that the park attracts visitors from all around the world. In the past, the park has had visitors from England, Germany, France, Italy, Japan, Norway, Sweden, Australia, Russia, and several Slavic nations. A-15

76 Appendix Visitor Peak Season The peak season for park visitors is from late September to mid-october. Most people come during this time to see the fall foliage. According to the park manager, the park receives an average of 1,700 to 3,000 people a week during peak season, depending on weather and leaf color. Before the viaduct collapsed, yearly visitation was 160,000 per year; after its collapse, visitation dropped to around 30,000, which resulted in about $3.5 million in revenue loss. This general pattern of declining visitation is similar to that of the Pennsylvania Grand Canyon visitor figures. Average Length of Time Visitors Stay in the Byway Area Byway visitors generally tend to stay in the area for brief periods of time in fact, only slightly longer than the time is takes to travel from one end of the byway to the other. The state park manager estimates that the average period of time visitors stay at the park is between minutes. There are also very limited local overnight facilities that accommodate travelers. Based on this information, it is clear that the byway is not really considered a destination but rather a scenic route to other destinations. Although byway visitors generally tend to stay for short periods of time, there are a few private seasonal camps along the byway that attract byway visitors in the summer and during hunting season. These visitors tend to stay for weeks or months at a time. Visitor Activities Byway visitors generally use the roadway to access the state park and state game lands where they can sightsee, hunt, bike, hike, and picnic. While these are the main recreational activities taking place along the byway, there are a few undesirable activities taking place within the state park. According to the state park manager, the park has had some issues with vandalism, alcohol use, and unauthorized ATV usage. In addition, recreational activities within the park are causing soil compaction in certain areas. G. Assessment Strengths Forest Cover and Ownership The forested portion of the corridor includes only 13 parcels but 62 percent of the byway s adjacent land area. Few major roadways in the county have stretches of adjacent forest land as long as SR The majority of forest land use is held by four corporate owners. Substantial efforts to sustain forest cover and A-16

77 Appendix demonstrate sustainable timber harvest could be accomplished through cooperation with these four landowners. State Ownership The Commonwealth of Pennsylvania owns two tracts totaling 8% of the adjoining corridor lands. State regulations stringently restrict uses and activities on state lands, though timbering of state lands is permitted without provisions for sustainable harvest techniques. Few Intensive Uses Intensive uses, such as residential, commercial and industrial total less than 5% of the adjoining corridor lands, representing a very rural landscape. Weaknesses Property Maintenance Of the properties visible from the byway, three pose threats to the byway s scenic character. The first of these properties is a local residence on the west side of the road at mile marker 1.6. This property owner has a number of unused vehicles in the yard. The second property is a commercial salvage yard on the east side the road at mile marker 9.2. A third property is another local residence located on the west side of SR 3011 north of PA Route 59; even though this property is not located directly on the byway, its proximity to the byway makes it an eyesore to byway visitors. Forest Management Due to the expanse of forest land held by private owners, forest management is particularly important to maintaining the character of the byway. Unsustainable harvests or inappropriate harvest techniques could have substantial impacts on the character of the byway. Historic timber harvesting practices denuded the region in the late 19 th century. Today, a wider variety of practices are available to manage forest lands for timber, other forest products, and environmental objectives. Forest stewardship or management plans should be used to guide the land management practices of owners sustainably toward their timber, wildlife and recreational goals. Gas Wells Numerous above ground natural gas wells are located along the byway, particularly on commercial forest lands. Some are located within 100 feet of the roadway. While the well tanks represent another aspect of the resource-based economy and are painted to blend in with the forest surroundings, they are clearly a man-made, visual intrusion to the byway and its forest cover. (See also Opportunities) A-17

78 Appendix Zoning and Sign Ordinances Mt. Jewett Borough is the only municipality along the byway with adopted zoning provisions. These regulations were originally established in 1973 and were last updated in Development in Hamlin and Keating Townships is regulated by the McKean County Subdivision and Land Development administered by the McKean County Planning Commission. There are currently no sign controls in any of the three municipalities along the byway. Accessibility The Kinzua Bridge State Park develops its facilities and programs in compliance with the Americans with Disabilities Act (ADA). As one example, the observation deck in the park is accessible. The park s webpage provides contact information to arrange necessary accommodations. Opportunities Creation of Bike/Pedestrian trails The State Park is located within a very bikable 3-mile distance of Mt. Jewett. A bicycle/pedestrian trail between the borough and the state park would create a recreational amenity for local residents as well as an alternative travel corridor for tourists. Interpretation of Forest Management Practices Due to the extensive land holdings and active timbering of forest resources corporations, forest management practices are easily visible for interpretation to viewers unfamiliar with the industry. Such interpretation might include the effects of historic management practices, such as the reforestation of clear-cut lands by the Civilian Conservation Corps in the 1930s and early 1940s,, which appear to have taken place along the southern portion of the byway corridor, and more recent harvesting practices. Interpretation of Other Extractive Industries While the gas wells may seem unsightly to those interested in the timber, wildlife, and recreational aspects of the forest, these also represent another resource-based industry. Interpretive signage could explain the extent and economic value of these subsurface resources to local residents and visitors alike. Threats Development While population projections indicate little pressure on this region of McKean County, development in small quantities can negatively impact the quality of the A-18

79 Appendix corridor. The salvage yard and unkempt properties along the corridor are evidence of the impact just a few properties can have on the corridor. Invasive non-native species Landscaping around residential and commercial properties increasingly uses non-native plant species. When carefully selected, these non-native species introduce visual contrast into the otherwise common palette of trees, shrubs, and herbaceous plants. However, when invasive non-native species are used, they rapidly populate and out-compete the native populations, potentially and dramatically changing the local ecology. A-19

80

81 Appendix II. Sign Inventory The Sign inventory aims to identify all "off-premise" signs located along the designated route of the byway. Such signs are to be discouraged, or preferably prohibited, along byways. Official highway signs and "on-premise" signs need not be included in the inventory. A December 13, 2006 field view of the byway corridor and online review of PennDOT s Videolog, recorded September 2007, were sources of data for the inventory. The field view found approximately a dozen on-premise signs and numerous highway signs, both of which need not be regulated. Only two off-premise signs were noted in the field. 1. The Gateway Kinzua Bridge, Mt. Jewett, Pa., Elevation 2242 feet, 3½ miles sign at the intersection of Route 6 and SR The Skoog House Wood Furnishings sign located approximately at mile marker 2.8. A-23

82 Appendix III. Byway Visioning Public Meeting December, 2004 A public meeting was held on December 16, 2004 at the McKean County E-911 Center in Smethport to seek public input to a vision for the Kinzua Bridge Byway and the development of the corridor management plan. The following table reflects the public s ranked input to the four topics discussed at the meeting. Kinzua Bridge Byway Visioning Meeting Results December 16, VISION COMPONENTS RANK 2. CHANGE ELEMENTS RANK Sustainable Forest 1 Add Overnight Accommodations 1 Wildlife Viewing 2 Develop Interpretive Center KBSP 1 Large Amount of Development 2 Develop Visitor Services in Mt. Jewett 1 KBSP (Kinzua Bridge State Park) 2 Improve Berm for Hiking 2 Connection to Route 6 2 Clean up Clear Cuts-Eye Sores 2 Aesthetic Quality 3 Improve road from the state park to Rt Forest Diversity Types 3 Stabilize Viaduct 2 Road Quality 3 Revitalize Mt. Jewett 4 Scenic Project/Plan Fence Salvage Area 4 Serpentine Route Improve Intersection at Route 59 4 Area History Add Foot/Bicycle Trails 5 Quietness Bring Jobs into Area 5 Low Traffic Density Habitat enhancements (food plots) Mural in Mt. Jewett Slow Traffic Speed Appropriate Commercial Development 3. ASPIRATIONS RANK 4. ELEMENTS TO REMAIN THE SAME RANK Increased awareness of scenic value and assets 1 Safe & Secure Area 1 Develop/Improve Scenic Areas 1 No Road Use Restrictions 2 Develop bike/pedestrian route 2 Preserve Pristine Nature 3 Improve Wildlife Viewing 2 Majority of Land in Forest 5 Improve Tourism Services 2 Continued Active Forest Mgmt. Positive Economic Impacts 2 No Super Highway Cooperation Among Stakeholders 2 No Bill Boards Improve food and cover for wildlife 3 Keep Land Open to Hunting/Public Complete Linear Park Plan 4 Maintain Wildlife Viewing Visitor Center at KBSP 4 Keep Views Present Forest Management in a positive light Improve Forestry Education along byway Chance to see what's beyond Route 6 Improve Native (Non-Invasive) Plants/Flowers Develop working relationships with residents for maintenance and with State/Municipal Government Fenced demonstration area for native flowers Become a destination A-24

83 IV. Draft Plan Public Meeting October 30, 2008 Appendix A-25

84 Appendix A-26