Feasibility Study for Harrisburg Pike: Pedestrian Accommodations & Multi-Use Trail Final Report

Transcription

1 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations & Multi-Use Trail Final Report Prepared for: James Street Improvement District 354 N. Prince Street, Suite 110 Lancaster, PA PennDOT Engineering District Herr Street Harrisburg, PA Prepared by: Mackin Engineering Company 175 Limekiln Road, Suite 300 New Cumberland, PA May 8, 2012

2 TABLE OF CONTENTS Tab 1...Executive Summary Tab 2... Section 1: Sidewalks /Street Crossings Tab 3... Section 2: Separated Multi-Use Trails Tab 4...Section 3: Share the Road Alignment Tab 5...Section 4: Facility Features Tab 6...Section 5: Trail Construction and Maintenance Tab 7... Section 6: Timeline/Action Plan Tab 8... Appendices Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

3 EXECUTIVE SUMMARY Planning Background Harrisburg Pike ranks high among the most important routes within Lancaster County, supporting economic activity, education, health care and recreation. Recognizing the value of the corridor and the need for a long-term vision and comprehensive view, the Lancaster County Planning Commission (LCPC) oversaw the Harrisburg Pike Transportation and Land Use Study called Moving Smarter, which was completed in Fall 2008/Spring That study s focus was on a 5-mile section of Harrisburg Pike (S.R. 4020) from just west of State Road to Prince Street/US 222. It addressed traffic capacity, safety and access issues, and evaluated transportation alternatives including bicycle accommodations, transit and pedestrian accessibility. Project Scope One of the high priority recommendations contained within Moving Smarter is the need for enhanced accessibility for bicyclists and pedestrians along the corridor, with an emphasis on the need to strengthen linkages to key assets coming out of Lancaster City and extending out to Long s Park. Moving Smarter also highlighted the important role Harrisburg Pike could play in advancing Smart Growth principles, specifically increasing options for non-vehicular modes of transportation. Existing conditions along the corridor include limited sidewalks, lack of Americans with Disabilities Act (ADA) accessible crosswalks, poor conditions for bicycling commuters and limited options for recreational use. Despite a significant daily volume of pedestrians and bicyclists utilizing the corridor, accommodations are insufficient, creating an unsafe and uninviting experience. At its June 2011 meetings, Lancaster County s Transportation Technical Advisory Committee and the Transportation Coordinating Committee approved Surface Transportation Urban Funds to hire a consultant to perform a feasibility study evaluating pedestrian/bicycling accommodations and possible multi-use trails for a portion of Harrisburg Pike. The $24,000 grant required a 20% (or $6,000 local) match. The James Street Improvement District (JSID), a non-profit community and economic development organization, volunteered to serve as the local study lead, in conjunction with PennDOT, and to secure the local funding requirement. In the Fall of 2011, the JSID and PennDOT contracted Mackin Engineering Company (New Cumberland, PA) to perform the feasibility study. Mackin s scope of work included assessing the feasibility of constructing continuous sidewalks along Harrisburg Pike from Race Avenue west to Long s Park, assessing opportunities to enhance bicyclist conditions along this same stretch of Harrisburg Pike and evaluating a multi-use, non motorized trail outside of the roadway right of way. Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use 1

4 EXECUTIVE SUMMARY Feasibility Study Process Mackin s team commenced its work on the feasibility study in November In addition to reviewing existing planning documents, Mackin s team also conducted a field investigation and held stakeholder interviews to familiarize itself with existing conditions and conceptual site development plans already in the pipeline. In December 2011, Mackin s team conducted interviews with a series of the larger land owners within the project boundaries and with municipal officials representing the three primary jurisdictions along the corridor, Lancaster City, East Hempfield Township and Manheim Township. (See Appendix A for a list of all stakeholders interviewed.) Mackin s Trail Team, comprised of a Highway Engineer, Environmental Scientist and Landscape Architect, conducted a field investigation of the study area on November 29 th and November 30, The observation was conducted at the onset of the project to document current conditions and to identify issues, opportunities and constraints for the development of a sidewalk corridor and a trail alignment. (See Appendix B for field notes.) Based on existing conditions, stakeholder interviews and other planning material, Mackin developed a series of preliminary recommendations that were shared with the general public at a meeting held on March 6, 2012 at the Lancaster County Solid Waste Management Authority, located within the project boundary. Property owners whose property fronts or abuts Harrisburg Pike between Race Avenue and Long s Park were sent a direct mail invitation informing them of the meeting. To alert the general public, articles appeared in local newspapers and neighboring residents, small businesses and community leaders were alerted through various JSID and social media networks. An estimated 70 members of the public attended and had the opportunity to talk to the consultant team, JSID staff and a PennDOT representative. Feedback from that public meeting has been incorporated into the final report and recommendations. Overview of Recommendations The primary goal of this feasibility study is to identify safe pedestrian and bicyclist routes between Race Avenue and Long s Park. In ideal conditions, this vision includes complete sidewalks on both sides of the roadway, adequate onroad bicyclist accommodations and options for the recreational interest. In the early stage of the analysis, however, the recommendations must consider current corridor constraints, obstructions and limitations and existing site conditions to lay out first steps to gain connectivity. Examples of this include limited right-of-way, current business operations and the limited width under the Norfolk-Southern bridge. The recommendations are divided into three categories: Sidewalks Multi-use trail Share the road bicycle route alignments. For each category, recommendations are further divided into primary (short-term) and secondary (mid- to longterm). These recommendations incorporate sound engineering and planning principles and are described in further detail in the full report. Sidewalks While the long-term vision remains full pedestrian mobility on both the north and south sides of Harrisburg Pike, the recommendations in this feasibility study focus on the many smaller steps needed to begin to achieve basic connectivity. The report outlines a series of primary sidewalk and intersection improvements that when completed will allow for pedestrians to have continuous access to sidewalks from Race Avenue to Long s Park, though the path will require crossing Harrisburg Pike in several locations. General parameters for any new sidewalks along the corridor are: 1) Five (5) foot minimum sidewalks; 2) ADA accessible improvements at every intersection; and 3) a buffer zone, when possible, of grass between the back of the curb and the concrete sidewalk. 2 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use

5 EXECUTIVE SUMMARY Due to the level of detail required for this study, Harrisburg Pike is divided into five segments of roadway with primary and secondary sidewalk recommendations for each segment as follows: Segment 1: Race Avenue to Dillerville Road/North President Avenue intersection Primary: Reconstruct or retrofit curb ramps and crosswalk locations at Harrisburg Pike and Race Avenue, eliminate diagonal ramps where possible. Construct north side sidewalk along Wendy s restaurant frontage through the Dillerville Road intersection s east/west approach. Secondary: Construct sidewalks and crosswalks on the south side of Harrisburg Pike, including the State Street intersection and connection along the northeast corner (Wendy s) of Dillerville Road. Segment 2: Dillerville Road/President Avenue to Shreiner Avenue Primary: Construct sidewalk on the north side of Harrisburg Pike, connecting Dillerville Road with the Lancaster County Solid Waste Management Authority (LCSWMA) existing sidewalks. Secondary: Construct sidewalks and crosswalks on the south side of Harrisburg Pike between Dillerville Road southwest corner and Shreiner Avenue, including crosswalks at Landis Avenue and Shreiner Avenue. Construct sidewalks along the western side of President Avenue, south of Dillerville Road and southwest corner of intersection to connect to existing sidewalks along President Avenue. Segment 3: Shreiner Avenue to Vermont Avenue/Intersection of LCSWMA entrance Primary: Install new accessible curb ramp on the south side of Harrisburg Pike, at the southeast corner of the LCSWMA entrance/harrisburg Pike intersection. Construct sidewalks from the new accessible curb ramp location at the LCSWMA entrance westward to Vermont Avenue/Harrisburg Pike intersection. Secondary: Construct sidewalks along the frontage of Franklin & Marshall College s Baker Campus athletic fields from the new curb ramp at the LCSWMA entrance to Shreiner Avenue. Segment 4: West of Vermont Avenue to Norfolk Southern Railroad Bridge Primary: Construct sidewalk on the south side of Harrisburg Pike between Vermont Avenue and the existing sidewalk at the ephyr Thomas Home Improvement Company. Secondary: None. Due to structure constraints, sidewalks on the north side of Harrisburg Pike are not feasible to construct. If the planned roadway improvements to Harrisburg Pike were modified related to the Crossings at Conestoga Creek to allow for sidewalks on both sides of the roadway, future planning and development should include the installation of sidewalks on the north side to complete the system along the corridor on both sides. Segment 5: West of Norfolk Southern Bridge underpass to Long s Park Primary: Construct sidewalks on the south side of Harrisburg Pike for a complete route between Norfolk Southern Bridge underpass to Long s Park entrance at Bluebird Drive. Secondary (Long Term and future connectivity to Route 30 Interchange): Construct sidewalks west of Bluebird Drive and The Crossings at Conestoga Creek planned site driveway on both the north and south side of Harrisburg Pike to the Toys-R-Us Drive. Also, construct sidewalks on the south side of the roadway between the Toy-R-Us Drive/Farmingdale Road and the Route 30 East interchange ramps to provide the continuous sidewalk connection for the corridor heading towards Park City mall and points west. Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use 3

6 EXECUTIVE SUMMARY S.R (Harrisburg Pike) Lancaster County, Pennsylvania Manheim Township and City of Lancaster 4 Figure ES-1, Project Location on PennDOT Type Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use

7 EXECUTIVE SUMMARY Multi-Use Trail Several factors are present that support the opportunity for a recreational trail that also will serve to link key assets along the Harrisburg Pike corridor, particularly for residents of Lancaster City and Lancaster Township. Several key stakeholders along the corridor have conceptualized parts of a trail system on specific sites, including Franklin & Marshall College on its own Baker Campus and Spalding Urban Conservancy lands and High Associates in its concept plans for the proposed Crossings at Conestoga Creek. These sites also are adjacent to land owned by LCSWMA and can be easily connected into the existing Farmingdale Trail. Preliminary plans by the Lancaster County Conservancy for its Urban Forest Center on the LCSWMA land add to the opportunity to make community linkages. Mackin proposes a multi-use trail that would have as entry points/ trailheads the southern end of Vermont Avenue and/or F&M s Baker Campus, and Long s Park. Mackin recommends minimum design requirements of a 10 preferred width and an 8 minimum width, along with general parameters for trail surface material and ADA accessibility. Mackin s recommendations include at least two proposed stream crossings and possibly a third crossings, if necessary. These structures will require more detailed analysis evaluation of environmental conditions and floodway concerns. The proposed trail alignment requires additional coordination since it pass underneath an existing and active Norfolk Southern railroad corridor and trestle bridge. Coordination with state and local floodplain management rules and regulations for waterway obstructions will also be required. Manheim Township will need to concur with and approve a hydrologic and hydraulic (H&H) study prepared by a licensed Professional Engineer for any of these obstructions. Share the Road Alignment Harrisburg Pike is classified for shared roadway bike use within the existing right-of-way and is signed as PA Bike Route J1 Spur. There are local residents and avid commuter bicyclists who expressed safety and mobility concerns during the public meeting, which are highlighted in Section 3. Several people requested that the study include recommendations for on-road bike users and safety measures. Mackin suggests that low cost implementations features be added to the Harrisburg Pike corridor for the bicyclists that use this shared road facility. These features include (white edge line) outside travel lane markings to delineate the travel lane from the shoulder areas, share the road signing and the new sharrow pavement markings that have been adopted into Federal Highway Administration s 2009 Manual of Uniform Traffic Control Devices (MUTCD). Mackin further recommends that signal detection equipment and traffic signal timing and phasing be evaluated along the corridor to accommodate pedestrian and bicycle users at signal crossings as an additional safety measure. In addition to these recommended improvements to the Harrisburg Pike, there are also recommendations to create a safe, designated route on existing streets to link the multi-use trail to Buchanan Park, another proximate recreational amenity. The goal is to have a clearly marked and designated route to direct recreational users to trailheads. Mackin evaluated possible solutions and with coordination with municipalities a preferred alternative using West Fredrick Street was selected and for this route a contra-flow bike lane is suggested and will require further design approvals. Additional Recommendations Mackin also offers a series of recommendations related to a number of features including road crossings, signage, parking areas and amenities to ensure that the experience of pedestrians and bicyclists is safe and consistent. Recommendations are also included related to multi-use trail maintenance with an eye toward overall costs and longterm sustainability. Implementation The feasibility study s scope included providing some preliminary cost estimates and broad parameters on physical construction timing, recognizing that the study did not get too involved in detailed design and engineering. Included in the report is a detailed break out of basic cost estimates by roadway segment and by primary and secondary categorization. These costs assume a publicly bid project that would require prevailing wage and that includes labor, materials, design/engineering and contingency costs. Based on these assumptions, Mackin estimates primary sidewalk improvements reflecting nearly 7,000 linear feet to be approximately $605,000. The primary trail recommendations which equate to about 3,700 linear feet is estimated to cost $151,000. The primary sidewalk improvements include almost a quarter mile or 1,210 linear feet of sidewalks and signal improvements that are planned improvements of the Crossings at Conestoga Creek that if built, the primary sidewalk cost is estimated at $ 337,000. Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use 5

8 RAM P CITY OF LANCASTER 30 E WOODTHRU 0E AM P E3 è è MANHEIM TOWNSHIP DR BI R D ÆÆc c DA LE IN G TE FA RM RO U è è!! g a C r eek L i t t l e C o n est o LARA DR E 30 Western Project Limit cæüc Æ ü ÆÆc c HARRISBURG PIKE ÆÆc c è è è è ¾ T Eastern Project Limit MANHEIM TOWNSHIP WR O SS RAC ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ S ES T!! ¾ ¾ ¾!!! ¾ ¾ ¾ ¾ E 1,500 T AV 1,000 N IDE 500 AM WJ LANCASTER TOWNSHIP 2,000 Feet Scale: 1:3000 Map Projection: NAD Pennsylvania State Plane South one FIPS 3702 Prepared By: Mackin Engineering Company Date: May 7, 2012 è è LEGEND ü Æ 250 R ES / City of Lancaster and Manheim Township, Pennsylvania 0 ¾ ¾ NP PROJECT OVERVIEW MAP RD LN RRY QUA DR L LN Feasibility Study for Harrisburg Pike Pedestrian Accommodations and Multi-UseTrail R et Buchanan Park HO O LN LEY VAL RI VE N SC ARD SCHOOL LANE HILLS NS Railroad Trestle Bridge ST ¾ ¾!!!! ¾ ¾ RD C T RD RES ¾ ¾ ¾ ¾ TON NEW H OR C Farmingdale Trail F&M BAKER CAMPUS WOODLANDS & SPALDING URBAN CONSERVANCY EW e RICK ST DE <--WW F RE ¾ ¾ HILL ÆcÆ c EAST HEMPFIELD TOWNSHIP WN tr e S y Wa e n ÆÆc c d-o n u ¾ ü Æ ü Æ o stb ¾!!! D ¾!! t oga Cr e e k Li t t l e Cone s NR YTO CLA ¾!! Multi-Use Trail w <--T - -> > y a ow D NR ILTO HAM N DR ÆcÆ c! ÆÆc c Lancaster Country Day School ¾!!!! Multi-Use Trail ÆÆc c O WIL S!!!!!!!!! ¾!! CITY OF LANCASTER ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾! ¾!! ¾ ¾ ¾ ¾ ¾ ¾ ¾! Norfolk Southern Railyard! ST!! LAY E WC E AV Multi-Use Trail!! F&M COLLEGE ST VE IS A AV E D LAN ER EIN SHR! F&M BAKER CAMPUS (ATHLETIC FIELDS) è è HARRISBURG AVE TE S STA ¾!! ÆÆü ü ÆÆc c ¾ y-->mv Oe NT AVE a o W n t VEA R w T <-- V e r m o ¾! US POST OFFICE! Planned TCCC Walking Trails MANHEIM TOWNSHIP ¾ The Crossings at Conestoga Creek è è ¾ TO R D!! HA RR IS BU RG PI KE R RO UT 0W RO UT E3 Toys-R-Us RD è è CITY OF LANCASTER E RVILL è è è è CITY OF LANCASTER DILLE HAR R RING RD SH CIR ISB U RG PIK LONG'S PARK BLU E E TO R OUT E c T ri b To L it t le C o ne s to ga C r ee k PARK CITY NS Railroad Bridge Underpass üæü ÆÆ Æ c è Æ c ¾ - Municipal Boundaries - Parking - Traffic Signal - Trailhead Information - Shared Roadway - Multi-Use Trail Spur to Longs Park - Existing Concrete Sidewalks - Primary Recommendations - Secondary Recommendations - Railroad Line - Crosswalks (Proposed and Existing) - Potential Structure for Stream Crossing!! - The Crossings at Conestoga Creek Walking Trails - Existing Bridge - Property Boundary - Farmingdale Trails (East Hempfield Township)

9 SECTION 1: SIDEWALKS/STREET CROSSINGS Existing Conditions The location of sidewalks within the study area occurs primarily within the state and local road rights-of-way adjacent to the vehicular travel lanes. In many instances along Harrisburg Pike, the sidewalks are located directly behind the concrete curb as a result of limited corridor width. Along a majority of the local roadways, the sidewalks are separated from the vehicular travel lanes by either on-street parking and/or a grass strip; this condition is ideal for new construction whenever possible to provide a buffer zone between vehicles and the sidewalk users. The existing sidewalk gaps within the study area result in a disjointed and repeatedly unsafe conditions for pedestrians traveling the corridor. The following recommendations for improvements to those sidewalks, as well as the construction of new walks, is aimed at providing a safe and complete pedestrian system from Race Avenue to Long s Park along Harrisburg Pike. Existing Sidewalk at the Lancaster County Solid Waste Authority (LCSWMA) (Looking West) Planned Sidewalks and Crossings by Others There are highway improvement plans for widening Harrisburg Pike related to The Crossings at Conestoga Creek proposed site currently under preliminary design. This project proposes to install sidewalk starting at Long s Park main entrance (Bluebird Drive) through the eastern side of the railroad overpass. These improvements call for the construction of sidewalks only on the south side with a traffic barrier installed between vehicle and pedestrian traffic. As a result of the roadway widening for this project, there will be no space available for sidewalks on the north side at the railroad bridge. A PennDOT intersection improvement project at Harrisburg Pike/ Dillerville Road is currently in preliminary design, which will include pedestrian signal equipment to accommodate pedestrian crossing movements. The project intersection improvement project is fully funded through Congestion Management and Air Quality (CMAQ) and will incorporate pedestrian accessibility in the final design plans. These improvements will include curb ramps, crosswalks and pedestrian signal heads/push buttons at each corner of the intersection. Sidewalk connections may also be included by the municipality and County with local funding enhancements. At this time, the PennDOT intersection project will only improve crossings. Sidewalk connections may possibly be incorporated later in the design process with state and local agreements in place regarding construction cost sharing and maintenance responsibility. Crosswalk with No Curb Ramp at Franklin & Marshall Baker Campus (Looking North) Existing Sidewalk at the Norfolk Southern Railroad Underpass (Looking West) Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 1.1

10 SECTION 1: SIDEWALKS/STREET CROSSINGS Figure 1.1 Sidewalk Implementation Strategies Along Harrisburg Pike Typical Section (see Appendix C for Typical Section Details) Recommended Sidewalk Connections The connections being recommended as part of this feasibility study have been developed utilizing the results of the site analysis and investigation, coordination with the project stakeholders and review of proposed improvements underway within the study area. The recommendations have been divided into segments, addressing the corridor as five (5) component pieces. The goal of these recommendations is to provide an immediate improvement to the pedestrian circulation system along the Harrisburg Pike corridor by constructing safe and accessible pedestrian amenities. Although the primary recommendations may address one side of the corridor in the short-term, a set of secondary recommendations has been included to satisfy a long-term vision of full pedestrian mobility on both the north and south sides of Harrisburg Pike. The goals for implementation of a pedestrian only pathway system should include the following: 5 foot minimum sidewalks on both the north and south sides of Harrisburg Pike ADA accessible improvements at every intersection A buffer zone between the back of curb and concrete sidewalk. Figure 1.1 depicts two implementation strategies for a sidewalk behind the curb along Harrisburg Pike; one option places the sidewalk directly behind the curb (if right-of-way is at a minimum) and the other includes a 2-5 foot buffer strip between the curb and sidewalk. The buffer strip scenario is ideal, but in many instances this pushes the sidewalk outside the existing road right-of-way and may increase project costs. The buffer strip may be grass; hard-scape paver; or landscape mulch to give a visual cue that the area is intended as a non-walkable surface. 1.2 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

11 SECTION 1: SIDEWALKS/STREET CROSSINGS PennDOT and Municipality Requirements The regulating entities within the study area dictate minimum requirements for pedestrian pathways and the recommendation contained within meet those requirements. Manheim Township s adopted oning Ordinance states that sidewalks are to be a minimum 5 foot width. Penn- DOT typically relies on the ADA guidelines to establish minimum sidewalk widths. The ADA guidelines consider the minimum width of a pedestrian accessible route to be 48 inches (4 feet); however, to accommodate passing along a route Penn- DOT often considers the minimum width to be 60 inches (5 feet). If sidewalk were proposed to be 4 feet, 5 x5 passing areas are required every 200 feet to meet ADA standards. Four foot sidewalks should only be proposed in limited spaces or where physical constraints are unavoidable. Segment 1 - Race Avenue to Dillerville Road / North President Avenue Intersection Figure 1.2 Preferred curb ramp layout Intersection of Harrisburg Pike and Race Avenue, looking west The intersection of Race Avenue and Harrisburg Pike has existing sidewalk and curb ramps; however, they do not meet current guidelines for ADA accessibility and PennDOT Roadway Construction (RC) Standards. It may be more practical to keep the curb ramps as is ; but in order to bring the intersection into compliance, the curb ramps would need to be relocated from their present diagonal orientation to a location outside the corner s radius. This relocation measure helps increase the motorist s visibility of pedestrians at the street corners. Sidewalk Detectable Warning Surfaces (DWS), ADA compliant tactile warning surfaces for visually impaired pedestrians, will also be required at each curb ramp. Figure 1.2 is an excerpt from the PennDOT standards that displays the preferred curb ramp alignments for a newly constructed or renovated intersection. The intersection ramps could remain as diagonal ramps with a blended (DWS) surface added as a retrofit, but this would require a Technically Infeasible Form be prepared by PennDOT to document the site constraints. There are missing sidewalks on the north side of Harrisburg Pike in front of the Wendy s restaurant. There are also missing sidewalks on the south side in front of My Place Pizza and Pat s Pizzeria. These missing sidewalks present a challenge for future implementation since the vehicular circulation routes and parking for both establishments abuts the back of curb adjacent to the alignment and roadway. Mackin reviewed the PennDOT right-of-way plans that show limited space on the south side for the construction of a 5 sidewalk behind the curb. These improvements would require land acquisition or an easement agreement from the landowner. The north side right-of-way behind the curb at the Wendy s parcel has more available width to introduce sidewalk areas; however, there is a grade dif- Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 1.3

12 SECTION 1: SIDEWALKS/STREET CROSSINGS ference from the roadway and the parking lot. This would require an earth retaining wall or single face barrier installation along the outer edge of the new sidewalk area. The intersection of Harrisburg Pike with Dillerville Road/President Avenue currently has limited sidewalks and pedestrian crossing considerations. The intersection improvements planned by PennDOT will provide new pedestrian signals and curb ramp accommodations on all corners where it is feasible. Existing sidewalks are only located on the southeast quadrant of the intersection in front of the Sunoco Gas Station. There are no sidewalks on the northern side of Harrisburg Pike or southwest quadrant. The improvements may include sidewalk segments to the PennDOT intersection project limits and make connections with existing sidewalks if possible. Primary Recommendations Reconstruct and/or retrofit curb ramps and crosswalk locations at Harrisburg Pike and Race Avenue. Construct north side sidewalk along Wendy s Restaurant frontage through the Dillerville Road/North President Avenue intersection. Secondary Recommendations Construct sidewalks and crosswalks on south side of Harrisburg Pike, including the State Street intersection. Figure 1.3 shows the proposed improvements along Segment 1 of the corridor. Dillerville Rd President Ave Figure 1.3 Segment 1 Sidewalk Recommendations Race Ave. Project Limit 1.4 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

13 SECTION 1: SIDEWALKS/STREET CROSSINGS Race Avenue / Harrisburg Pike Intersection Looking West East of Harrisburg Pike / State Street Intersection Looking West Dillerville Road / Harrisburg Pike Intersection at Northeast Corner Looking East Harrisburg Pike at Wendy s Driveway Looking West East of Harrisburg Pike / President Avenue Looking West at Sunoco Gas Station Driveway Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 1.5

14 SECTION 1: SIDEWALKS/STREET CROSSINGS Segment 2 - Dillerville Road / President Avenue to Shreiner Avenue There are no existing sidewalks on the either side of Harrisburg Pike along this section of the corridor. The recommendation of this study is to focus sidewalk implementation efforts on the north side of the road first, and allow the south side to be planned and constructed in the future. This recommendation is further reinforced by the relatively flat right-of-way and the existence of sidewalks on the north side of the corridor in front of the Lancaster County Solid Waste Management Authority (LCSWMA) to the west. Proposing sidewalks along the frontages of Auto Exchange USA and the Burnham Holdings, Inc. properties will create the link between Dillerville Road and LCSWMA Transfer Complex Private Drive to the west. Future sidewalk construction on the south side of the road along this segment will need to address the commercial land uses on the east and west sides of Landis Avenue. The three (3) parcels at the corner of Shreiner Avenue/ Harrisburg Pike are residential dwellings, but one is zoned office/commercial. Curb and sidewalk construction could be coordinated directly with these private property owners. The commercial property owners at the corners of Landis Avenue/Harrisburg Pike have parking lots where the spaces are immediately adjacent to the back of the curb line. Primary Recommendations Construct sidewalk on the north side of Harrisburg Pike, connecting the Dillerville Road/North President Avenue Intersection with the LCSWMA property frontage sidewalks. Secondary Recommendations Construct sidewalks and crosswalks on south side of Harrisburg Pike between the Dillerville Road/North President Avenue and Shreiner Avenue, including crosswalks at Landis Avenue and Shreiner Avenue. Construct sidewalk along western side of North President Avenue. Figure 1.4 shows the proposed improvements along Segment 2 of the corridor. Harrisburg Pike Dillerville Rd Shreiner Ave Landis Ave President Ave Figure 1.4 Segment 2 Sidewalk Recommendations (Refer to Legend below Figure 1.3 on Page 1.4) 1.6 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

15 SECTION 1: SIDEWALKS/STREET CROSSINGS Segment 3 - Shreiner Avenue to Vermont Avenue Including the Intersection at LCSWMA Transfer Complex Although the southern side of Harrisburg Pike has no sidewalks, this segment of the corridor provides the most accommodations for pedestrian travel. New sidewalks exist along the frontage of the LCSWMA properties, and crosswalks are present at each of the Authority s three (3) driveways. The signalized intersection at LCSWMA Transfer Complex has an existing crosswalk on the eastern side. The crosswalk contains pedestrian signal heads and pushbuttons, but there is no curb ramp cut or landing area at the south crossing terminus. The signal controller cabinet and foundation on the southwest quadrant of this intersection limit sidewalk adjacent to the curb and a sidewalk transition around this obstruction will need to be included in the design of a sidewalk path leading west. Primary Recommendations Install a new accessible curb ramp on south side of Harrisburg Pike, at the southeast corner of LCSWMA Transfer Complex Private Drive/ Harrisburg Pike Intersection. Construct sidewalks on the south side from the new curb ramp at LCSWMA Transfer Complex Private Drive, westward to the Vermont Avenue/Harrisburg Pike Intersection. Secondary Recommendations LCSWMA Transfer Complex F&M Baker Campus Frontage Harrisburg Pike Looking West Construct sidewalks along the frontage of F&M College Baker Campus athletic fields from the new curb ramp at LCSWMA Transfer Complex Private Drive east to Shreiner Avenue. Figure 1.5 depicts the improvements being recommended along Segment 3 of the corridor. Vermont Ave Shreiner Ave Figure 1.5 Segment 3 - Sidewalk Recommendations (Refer to Legend below Figure 1.3 on Page 1.4) Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 1.7

16 SECTION 1: SIDEWALKS/STREET CROSSINGS Intersection of Vermont Ave and Harrisburg Pike Looking East Lancaster County Solid Waste Management Authority Sidewalk Frontage East Terminus Looking West. Note: Bus Stop. 1.8 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

17 SECTION 1: SIDEWALKS/STREET CROSSINGS Harrisburg Pike and LCSWMA Transfer Complex Private Drive Intersection Looking Southwest at F&M Baker Campus Athletic Fields. Harrisburg Pike and LCSWMA Transfer Complex Private Drive Intersection Looking West. Note: Signal Controller Cabinet Obstruction. Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 1.9

18 SECTION 1: SIDEWALKS/STREET CROSSINGS Segment 4 - West of Vermont Avenue to Norfolk Southern Railroad Bridge Norfolk Southern Railroad Overpass, looking west along Harrisburg Pike The only existing length of sidewalk within this segment is located on the south side of the road between the entrance drive of ephyr Thomas Home Improvement Company and the Norfolk Southern Railroad overpass; approximately 250 linear feet. The highway improvement plans for widening Harrisburg Pike from The Conestoga Crossings development through the eastern side of the railroad overpass will effectively connect the existing length of sidewalk to Long s Park. Therefore, the recommendation is to continue the construction of new sidewalks along the south side of the corridor to Vermont Avenue. There are three (3) parcels requiring sidewalk improvements: Stermer Brother s Stoves and Spas, Americas Best Value Inn, and the Villa Nova Sports Bar. In each case, the property s parking and driveways abut the back of the roadway s concrete curb. This condition creates an immediate conflict between vehicular and pedestrian travel if a sidewalk were to be constructed. In the case of the Villa Nova Restaurant property, there is a vehicular flow route that runs parallel to the back of the curb; this condition would need to be modified to support the construction of a sidewalk. According to PennDOT construction as-builts, this vehicular flow route is within the State s right-of-way and a new sidewalk is feasible along the property s frontage. However, as with each of the properties, the construction of a pedestrian only sidewalk must be in balance with the functions on that property. Coordination with the property owners will be necessary to ensure pedestrian and vehicular conflicts are avoided Block of Harrisburg Pike Looking East. Villa Nova Sports Bar Parking Lot and Traffic Flow conflict Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

19 SECTION 1: SIDEWALKS/STREET CROSSINGS Bing Maps: Birdseye view; 1300 Block of Harrisburg Pike Looking South Primary Recommendations Construct sidewalk on the south side of Harrisburg Pike between Vermont Avenue and the existing sidewalk at the ephyr Thomas Home Improvement Company. Secondary Recommendations None. There are no secondary improvements recommended along the north side of Harrisburg Pike in Segment 4 due to the planned roadway improvements by others and Norfolk Southern s Railroad corridor, bridge overpass, and rail-yard access road. The planned roadway widening on Harrisburg Pike related to The Crossings at Conestoga Creek will eliminate existing sidewalk area on the north for an additional lane under the bridge and will create no accessible pedestrian route on the north side. No width will be available due to the limited existing bridge horizontal clearance width. New pedestrian accommodations will be provided be these improvements but limited to the south side of Harrisburg Pike. This report does not recommend sidewalk for Segment 4 on the north, or for the remainder of the corridor to the west due to this existing bridge width constraint. If the proposed improvements to the Harrisburg Pike were to change to accommodate sidewalks on both sides of the street, as well as under the railroad bridge, the north sidewalks should be re-evaluated as a sidewalk connection to the Park from the Authority s transfer station drive heading west. Figure 1.6 depicts the improvements being recommended along Segment 4 of the corridor. NS Bridge overpass Harrisburg Pike LCSWMA Transfer Complex Vermont Ave Figure 1.6 Segment 4 Sidewalk Recommendations (Refer to Legend below Figure 1.3 on Page 1.4) Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 1.11

20 SECTION 1: SIDEWALKS/STREET CROSSINGS Segment 5 - West of Norfolk Southern Bridge Underpass to Long s Park There are no existing sidewalks on either side of Harrisburg Pike along this section of the corridor. There are two signalized intersections: one at the US Post Office / RR Donnelley & Sons Company and the other at the main entrance into Long s Park. The signalized intersection at the Long s Park Entrance does not have ADA compliant pedestrian signal equipment or contain pedestrian accommodations with movements restricted by signing. The proposed plans for widening Harrisburg Pike as part of The Crossings at Conestoga Creek include improvements such as accessible curb ramps, crosswalks and pedestrian signal heads at both intersections. Entrance to Long s Park The recommendations for this segment of the corridor are to coordinate closely with PennDOT District 8-0, Manheim Township, and the Developer to stay abreast of the current plans for pedestrian travel, and ensure that those plans correspond with the remainder of the sidewalk system throughout the corridor. The sidewalks should be constructed per the goals for implementation of a pedestrian only pathway system parallel to the corridor. There is an existing bus stop along Harrisburg Pike in front of the US Post Office with a concrete sidewalk connection to the Post Office Building; this connection should be maintained and connected with new sidewalk construction on the southside. Also, The Crossings at Conestoga Creek project includes a bus shelter located west of the Long s Park Intersection. Coordination with bus transit routes and stops should be re-evaluated when sidewalk linkages are constructed/created to reduce the number of stops and provide safe pull-off areas for buses. Figure 1.7 depicts the improvements being recommended along Segment 5 of the corridor. Long s Park (Bluebird Drive) Norfolk Southern Railroad Bridge Project Limit Post Office Drive Figure 1.7 Segment 5 Sidewalk Recommendations 1.12 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

21 SECTION 1: SIDEWALKS/STREET CROSSINGS Long s Park is the western limit of this study; however, pedestrian facilities are present at the US Route 30 Interchange, west of this limit. It would be prudent to consider completing the pedestrian linkage as part of any future improvements to the interchange or the Toys-R-Us property. Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 1.13

22 SECTION 2: SEPARATED MULTI-USE TRAIL Existing Conditions There are no existing multi-use trails immediately adjacent to the Harrisburg Pike corridor study area. The urban characteristic of the Harrisburg Pike corridor does not readily support such trails since right-ofway is limited, and the adjacent residential streets are either fronted by sidewalks or have no pedestrian mobility amenities. During the field views, Mackin s Trail Team identified important natural resources and potential areas of environmental concern. Some natural resource identification was done from online GIS cultural and environmental mapping services provided by the Pennsylvania Department of Environmental Protection (PADEP) DEP emapper and Penn- DOT s Cultural Resources Geographic Information System (CRGIS). Entrance Drive to the Spalding Urban Forest Conservancy Site Lancaster City is both a local Historic District and Heritage Conservation Historic District (HDA). Race Avenue is considered the western limits of both Districts. These Historic Districts do include some residential buildings west of Race Avenue within the City limits; however, the trail and pedestrian recommendations in this feasibility study are not proposing building alterations or exterior changes that would impact the Lancaster City Historic District. The project area is within the Conestoga River watershed. The project is within the sub-basin named the Little Conestoga Creek, which includes an unnamed tributary of the Little Conestoga Creek. The unnamed tributary is locally referred to as the Long s Park Creek. Long s Park Creek flows under Harrisburg Pike, the Norfolk Southern corridor, and Manheim Pike. A recent wetland restoration project was completed within Long s Park along the park s eastern property line. Both the main stem of the Little Conestoga Creek and Long s Park Creek are considered Warm Water Fisheries (WWF). Both of these stream reaches are currently designated by PADEP as waters that are impaired and non-attainable for supporting aquatic life and recreational use. The streams are impaired due to several factors such as agricultural produced nutrient and sediment loads, urban stormwater runoff, and pathogens from unknown sources. Norfolk Southern Railroad Trestle, Looking North The Little Conestoga Watershed Alliance (LCWA) has been implementing stream restoration projects along the Little Conestoga Creek stream corridor, most recently along the upstream sections and branches known as Brubaker Run and Swarr Run in East Hempfield Township. The existing riparian buffers within the project area should be maintained and proposed trail alignments should be offset from the stream banks a minimum of 50 feet to maintain this vegetated buffer and tree canopy. Additional tree plantings and native shrubs in riparian buffer zones should be a consideration if the trail alignments are proposed within the riparian buffers. Farmingdale Trail at Farmingdale Road Crossing Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 2.1

23 SECTION 2: SEPARATED MULTI-USE TRAIL Within the project area there are man-made historic features that have been identified as eligible for listing on the National Register of Historic Places. The Swarr-Harnish Farm and the Pennsylvania Railroad are two cultural resources that have been identified in the area. The Pennsylvania Railroad and Swarr-Harnish Farm features are not anticipated to be impacted by this project. In fact, the recommended pedestrian and trail facilities can enhance community education of these two sites by providing kiosks and site information along the alignment and at trailheads. There are no structural modifications as part of this trail feasibility that would impose on the integrity of the existing structures that are National Register eligible. If the project uses public funds from Local, State, or Federal levels, historic resource coordination will be required during the preliminary trail design. If any permits are required for trail construction, the project impacts must be presented to the Pennsylvania Historical and Museum Commission (PHMC) concurrence on these potential historic featured sites in order to obtain environmental clearances. The Norfolk Southern Railroad Trestle Bridge spanning over the Little Conestoga Creek is a two span elevated railroad crossing. Mackin s trail team evaluated the existing conditions of this bridge and surrounding area in order to see if the site was feasible to introduce a multi-use trail under the railroad bridge and corridor. The north bank of the stream has an elevated floodway which continues under the northern span of this structure. During normal stream flows the stream channel is confined to the southern span of the structure. The site would be feasible to install an at grade trail under the northern span of this structure. The Trail team has some concern of the condition of the structure and concrete debris or other materials falling from the structure onto the trail pathway underpass. A netting shield, or other protection would need to be installed for trail users safety. Mackin s team also evaluated the use of the existing Baker Campus Athletic fields and woodlands. The findings were that these unmarked track trails in the wooded area were not well defined or improved trails. There is a maintenance roadway the leads back near the site of the trestle bridge and former radio tower area. There is also some aerial utility corridors where trees have been trimmed that could be utilized by a trail alignment. Mackin and James Street Improvement District staff met with F&M College facility management regarding introducing a public trail within the Baker Campus area to gauge what alignments would be feasible without impacting planned research facilities continued use of the athletic fields on the Baker Campus. Existing/Planned Trails by Others Farmingdale Road Farmingdale Trail Little Conestoga Creek NS Trestle Bridge The Farmingdale Trail site on the western side of the Little Conestoga Creek offers the community a multi-use trail system for recreational purposes. The planned Crossings at Conestoga Creek development proposes a system of multi-use trails on the perimeter of their project site. The existing and proposed trails outside of this project s study area reinforces and offers the great opportunity to provide connectivity by introducing additional lengths of trail to make these trail connections possible. The map to the left, Figure 2.1, depicts the existing paths within the Farmingdale Trail owned by LCSWMA. Figure 2.1 Farmingdale Trail Map provided by Lancaster County Solid waste Management 2.2 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

24 SECTION 2: SEPARATED MULTI-USE TRAIL The red boundary line indicates property owned by LCSWMA and the blue boundary line indicates land owned by East Hempfield Township as the Township Recreational Park named Dorwart Park. It is important to note that LCSWMA, who constructed and maintains the crushed limestone multi-use paths on the Farmingdale Trail site, experienced little trail damage during high water events in late summer of The Crossings at Conestoga Creek (TCCC) is proposing walking trails within their site along the Tributary of Little Conestoga Creek. There are gravel pathways around wetland areas in the rear of this conceptual plan that would include a connection into the Farmingdale Trail. Since the TCCC site proposes multi-use paths along the north side of the Tributary of Little Conestoga Creek, the multi-use trail alignment and recommendation should evaluate the use of a portion of the on-site improvements as well as an alternate alignment that makes a connection to Long s Park. The completion date of the trails open to the public on the TCCC site may not be finished at the same time and additional coordination efforts between the planning partners and developer should occur for the trail implementation. The current Crossing at Conestoga Creek Conceptual Plan is presented below provided by High Associates LTD. Little Conestoga Creek Farmingdale Road Harrisburg Pike Walking Trails Farmingdale Trail Tributary to Little Conestoga Creek Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 2.3

25 SECTION 2: SEPARATED MULTI-USE TRAIL Recommended Trail and Connections Providing a safe pedestrian route along Harrisburg Pike will help transform the corridor into a more sustainable transportation system, but the proposed roadway corridor improvements are only a small part in the expansion of a safe pedestrian network. Additional multi-modal features and connections need to be made from Harrisburg Pike to the surrounding communities. The Mackin Team investigated the potential for a multi-use trail designed to meet the needs of both pedestrians and bicyclists to fulfill this connectivity. The standards for a multi-use trail differ based on the types of expected uses, the topography of the proposed alignments, and the entities responsible for perpetual maintenance. Since this study assumes private land owners will be managing each of their trail segments local non-motorized path design standards were not recommended since the bituminous material surfaces required for the entire trail length would add significant construction costs to the trail. If portions of the trail were to be considered for dedication, the trail must be constructed in accordance with local design standards, which for Manheim Township require a trail easement 20 wide, 4 inches of bituminous material, with a minimum trail surface 10 in width. For the purpose of this study, the following minimum design requirements are recommended: 10 preferred width and 8 minimum width. Trail surface material to be crushed limestone; asphalt approach aprons at all road crossings (minimize material tracking onto roadways and allow for trail pavement markings at conflict areas). ADA accessible (2% maximum) cross slope and vertical alignment grades less than 8.33% and avoid long steep grades. The recommended out of right-of-way multi-use trail begins at the western end of Vermont Avenue follows the southern boundary of the Norfolk Southern Railroad to the railroad trestle at the Little Conestoga Creek, and extends north beneath the trestle connecting with the Farmingdale Trail and proposed TCCC site. The multi-use trail would be constructed adjacent to F&M s Spalding Urban Forest Conservancy, and will therefore require design consideration to function seamlessly with other proposed improvements. During stakeholder interviews, it was noted that the Conservancy site will be comprised of two separate use areas: a teaching/research use area and a recreational use area. Access to the teaching/research area will be controlled; and as planned, not open to the public. The multi-use trail alignment will need to be designed as to not jeopardize that concept. For these reasons, the recommended alignment for the trail follows the northwestern boundary of the site, adjacent to the Norfolk Southern Railroad corridor. It is recommended that the trail alignment maintain a 100 foot buffer from the Norfolk Southern property to minimize trail use wandering into the railroad corridor. Norfolk Southern may require fencing to keep the corridor secure. A multi-use trail is also being recommended on the F&M College Baker Campus to take advantage of the connection with the Gundy Observatory and Wilson Drive. The proposed alignment will allow the users of the recreational fields that access from the south a connection with the proposed network of sidewalks along Harrisburg Pike. Vermont Avenue s cartway will be shared by pedestrians, bicyclists, and motorists as the roadway is a private drive and has a very low volume of vehicular traffic. A trailhead is proposed at the western extent of Vermont Avenue. There is parking areas already established for field activities and could be utilized for trail access. Figure 2.2 shows a Typical cross-section of a multi-use trail. The multi-use trail recommendation mapping is presented in Figure 2.5 and shows the proposed multi-use trail alignment from the end of Vermont Avenue to the Norfolk Southern Trestle Bridge over the Little Conestoga Creek. Figure 2.6 shows additional details on the multi-use trail near the Farmingdale Trail Trestle Spur, the Norfolk Southern Bridge underpass, and Baker Campus woodlands along the Little Conestoga Creek. The trail linkage connection 2.4 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

26 SECTION 2: SEPARATED MULTI-USE TRAIL and the structure location are conceptually depicted to minimize the span length of the proposed structure over the Little Conestoga Creek normal top of banks. Figure 2.7 indicates a Long s Park spur connection that is considered a secondary recommendation to the TCCC proposed site linkage to the park. If the TCCC site construction timetable is significantly delayed, this Long s Park spur connection may become a primary recommendation. The existing box culvert crossing the Tributary of the Little Conestoga Creek and Harrisburg Pike could accommodate a trail/pedestrian path on the south side without widening. Modifications to the approach guide rail and guide rail end treatments would be required to provide a 5-foot walking path or sidewalk across this structure. The north side of this box culvert could also accommodate a sidewalk on the north side; however, the steep embankment grade on the west approach leading into Long s Park is a design constraint for proposing sidewalk and/or a trail. Figure 2.5, Figure 2.6, and Figure 2.7 are presented on Page 2.7, 2.8, and 2.9 respectively at the end of this multi-use trail Section 2.6. The multi-use trail recommendations are presented on each of these maps. Figure 2.2 Typical Section of the Multi-Use Trail Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 2.5

27 SECTION 2: SEPARATED MULTI-USE TRAIL Floodplain and Wetland Considerations Once the multi-use trail alignment reaches the Little Conestoga Creek, the trail may encroach upon the floodplain, and wetlands. The Mackin Trail Team evaluated the Federal Emergency Management Agency (FEMA) flood hazard zones and the National Wetland Inventory (NWI) boundaries and anticipate the trail can be installed without encroachments upon the NWI wetlands. There were no potential wetlands identified within the proposed alignment; however, the existence of wetlands may be discovered once detailed trail design begins. The recommended method of installing a multi-use trail through a wetland, if one should be found, is along a decking structure supported by piers. Coordination with the Lancaster County Conservation District and the PADEP will be required for any wetland crossing. Coordination with Manheim Township s local floodplain management rules and regulations will also be required for any structure in the waterway of floodway. A detailed H&H study and report will be required as per PADEP s Chapter 105 Water Obstructions and Encroachment General Permit procedures for construction of these trail structures. Figure 2.3 shows a detail of a typical boardwalk trail system on piers for wetland crossings. Figure 2.3 Boardwalk Trail System on Piers Structures Required There is one point along the recommended route where a footbridge structure will be required to cross the Tributary to the Little Conestoga Creek. This crossing will provide a connection between the proposed trail alignment and the TCCC site. A single span timber structure is recommended for this crossing. Figure 2.4 shows an example of a timber bridge stream crossing. The recommended route could avoid the need for the structure crossing the Tributary of the Little Conestoga Creek if the multi-use trail stayed on the south alignment shown in Figure 2.7 connecting to Figure Timber structure stream crossing. Washington State Dept. of Natural Resources, 2012 Long s Park with existing culvert crossing at Harrisburg Pike. LCSWMA has committed to provide a structure across the Little Conestoga to connect the Farmingdale Trails with the multi-use trail implemented across the stream. A second footbridge structure is planned as part of the proposed TCCC site improvements and conceptually proposed across the Little Conestoga Creek to the west and upstream from the LCSWMA footbridge location. 2.6 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

28 SECTION 2: SEPARATED MULTI-USE TRAIL FIGURE 2.5 MULTI-USE TRAIL OVERVIEW Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 2.7

29 SECTION 2: SEPARATED MULTI-USE TRAIL FIGURE 2.6 BAKER CAMPUS - WILSON DRIVE /HARRISBURG PIKE 2.8 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

30 SECTION 2: SEPARATED MULTI-USE TRAIL Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 2.9

31 SECTION 3: SHARE THE ROAD ALIGNMENT Existing Conditions Harrisburg Pike is used by all levels of bicyclists as a commuter route. Harrisburg Pike is classified as a principal arterial roadway and includes shared roadway bike use within the existing right-of-way. The road is signed as Bike PA Route J1 Spur. This designates the roadway as a component of PennDOT s BikeSafe initiative and part one of nine State Routes for bicycle touring. The accommodations along the road are strictly share the road and do not include bicycle lane striping. PA State Bike Route s have the disclaimer, BicyclePA users are expected to be licensed drivers or persons at least sixteen yuears of age who have several years of bicycling experience. In addition, on-road cyclists are responsible to follow the PA Bike Laws described in Title 75 of the Pennsylvania Consolidated Statutes, Chapter 35 Special Vehicles and Pedestrians, Subchapter A Operations of Pedacycles (Bicycles). Cyclist Riding Towards Long s Park The existing conditions on Harrisburg Pike are not very accommodating to the both experienced and novice bike riders alike. The bike user has no reasonable alternative route to choose when traveling along the corridor between Race Avenue and the Long s Park entrance. Railroad corridors and limited access highways limit other access routes and potential points of entry/crossings. User Level and Enhance On-Road Facilities Harrisburg Pike directly connects to Long s Park; and therefore, it is the most logical and direct route. However, to novice and recreational level bike riders this route is not best suited. Due to high volumes of traffic on Harrisburg Pike and the perceived constraints, most novice riders would not consider the road accommodating to travel due to limited shoulder widths throughout the corridor, as well as the absence of pull off areas. Also, novice riders feel uncomfortable sharing a travel lane, particularly at signalized intersections. For purposes of this feasibility study, the bicycle user level is defined as a novice or recreational rider. Bicycle Route J1 Signage Along the Harrisburg Pike Corridor (Looking East) An additional goal for bicycle accommodations is to enhance on-road facilities within the project limits. The enhancements include providing a more user friendly and safer on-road experience, as well as creating a defined route connection between F&M s Baker Campus Athletic Fields and Buchanan Park recreational areas. Since Harrisburg Pike has safety concerns with novice riders, more accommodating on-road facilities in the project area were evaluated to make the connection with the off-roadway alignment and linkage to the the multi-use trail proposed in Section 2. An alternate on-road bicycle route is a feasible solution that will allow all levels of bike riders a choice. While mainly focused on recrea- Median Island in the Center of Presidents Avenue Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 3.1

32 SECTION 3: SHARE THE ROAD ALIGNMENT tional bicyclists, the route can be used by all bicyclists who want to avoid entering the Harrisburg Pike corridor. Providing an alternate on-road route is favored by all bicyclists since the Harrisburg Pike has heavy traffic volumes, as well as other discouraging features that may intimidate the more novice cyclist. One such feature is the Norfolk Southern Railroad bridge overpass. Its horizontal clearance creates a tunneling effect that less experienced share the road riders may see as a discouraging physical barrier. In order to provide an alternate bike route, a combination of existing on-road facilities and proposed multi-use trail segments will need to be used. The School Lane Hills development has an access point to the Baker Campus Athletic Fields on the southern property line off Wilson Drive. A non-motorized, multi-use path is proposed to connect Wilson Drive and Vermont Avenue following the existing worn path between the athletic ball fields. It is also critical that an on-road and trail combination reach the trailhead at the west end of Vermont Avenue. In doing this, Vermont Avenue would need to be designated as an alternative bike route to typical Harrisburg Pike users. Vermont Avenue is a safe, low-volume roadway; however, there is a need for the facility to provide motorist awareness and cyclist guidance that a route exists and connects to multi-use trail segments. Recommended Route Since the Harrisburg Pike was determined to be for experienced bicyclists, the Mackin Team identified several local roads with the potential to provide a safer alternative for novice and recreational bicyclists. The team s initial recommended route proceeded north on Race Avenue from the northwest corner of Buchanan Park and headed in a westward direction along West New Street. The proposed alignment crossed North President Avenue, which is an existing median-separated roadway that provides the user a definitive safe zone to cross vehicular traffic flowing in one direction, as well as take refuge, if needed, for the opposing direction of travel. Once across North President Avenue, the alignment within the road right-of-way of Hillcrest Road to Clayton Road heads north past Lancaster Country Day School. The alignment continues on Clayton Road to Wilson Drive where the trail would connect into F&M s Baker Campus Recreation Fields. The JSID met with Lancaster Township officials during this feasibility study s development to discuss this on-road alignment. The Township expressed some concern with introducing a route for bicyclists at the intersection of Hillcrest Road and North School Lane. This intersection is a drop-off location for Lancaster Country Day School, and the heavy vehicle activity has the potential to present an unsafe condition for both motorists and bicyclists. One discussed alternative route was to use West Frederick Street from Race Avenue. The route would cross North President Avenue and continue westward on Valley Road to the intersection of Hamilton Road. Then, it headed northward towards the Lancaster Country Day School and proceeded west on Clayton Road to the intersection with Wilson Drive at the entrance to the F&M s Baker Campus Recreation Fields. A portion of West Fredrick Street is a one-way street between Race Avenue and State Street. Bicyclists traveling eastbound on the recommended route will need to proceed onto the proposed contra-flow bike lane for this block. The contra-flow bike lane option was preferred over other options to widen the street for two-way travel, or use the sidewalk. The contra-flow bike lane is recommended to be installed on the one-way street cartway and adjacent to the edge of pavement on the south side of the street. The bike lane will connect to the existing crosswalk area at Race Avenue and the crosswalk area may need to be widened to accommodate bicycle and pedestrian use. A contraflow bike lane detail, Typical Section, is provided in Appendix C. An alternative to providing a contra-flow bike lane for eastbound travel, short term, could be to maintain a eastbound shared roadway route that proceeds from the intersection of State Street and West Fredrick Street by turning left onto State Street, right onto West New Street, and right onto Race Avenue in order to reach the crosswalk at the northwest corner of Buchanan Park. The two routes between the F&M Baker Campus and Buchanan Park mentioned above were each evaluated for this feasibility study. They are not the only options available to provide this linkage between recreational areas. Both have benefits, limitations, constraints, and safety concerns that should be 3.2 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

33 SECTION 3: SHARE THE ROAD ALIGNMENT further discussed with each municipality. As preliminary design occurs and prior to implementing a shared roadway route, it is imperative that additional coordination between Lancaster Township and the City of Lancaster be made for such connection via a Share the Roadway route. The concerns from the bicycle community groups should also be addressed to provide the best solution that accomplishes recreational linkage goal. See Figure 3.1 on Page 3.5, which depicts the share the road on road facilities for the connection between Buchanan Park and the F&M Baker Campus alignment. Refer to Appendix D for an additional detail map for Figure 3.1 to clarify the West Fredrick Street one-way street recommendation to use a contra-flow bike lane for eastbound travel. Vermont Avenue is a private driveway shared with F&M s Baker Campus facilities and businesses adjacent to the north side of the road. The Trail Team, through coordination with F&M and JSID, recommends that Vermont Avenue be used as a shared road bicycle and pedestrian facility for its entire length to provide the Vermont Avenue Looking West connection of the recommended multi-use trail sidewalk along Harrisburg Pike. The traffic on Vermont Avenue is minimal and will be traveling at low speeds. The pedestrian/bike users sharing this roadway will have adequate space for biking or walking adjacent to vehicles traveling on this low-volume private drive. Mackin s Design Team considers this roadway for shared use acceptable for the recreational and occasional use by other modes of travel. Vermont Avenue provides, at a minimal cost, access to the proposed multi-use trail on F&M and LCSWMA lands. It also makes a key connection between the Harrisburg Pike and the multi-use trail by providing an alternative route to Long s Park beside the proposed sidewalk along the Harrisburg Pike corridor. See Figure 3.2 on Page 3.6 depicting shared road along Vermont Avenue. Physical Designation of a Shared Route signing can be one of several options in order to provide visual cues that the shared road and connection route exists. There are no steadfast requirements for a share the road bike route or trail alignment: municipalities, government agencies and cyclists across the nation have their own separate school of thought when it comes to how to appropriately designate a route. However, there are guidelines being developed that provide municipalities with solutions to create complete-streets that are safe for both bicyclists and motorists. The National Association of City Transportation Officials (NACTO) has developed an Urban Bikeway Design Guide to assist roadway and trail designers in developing safe and efficient bicycle alignment within vehicular corridors These guidelines provide proven and implemented techniques that designers can use to improve awareness and reduce conflicts with the roadways shared usage. During the stakeholder interviews, it was evident that the municipalities surrounding the Harrisburg Pike corridor and the project s study area had differing views on how to successfully implement the routes. Some prefer bicycle lanes be painted and delineated on the pavement, and others would rather install signage adjacent to the roadway to inform users. Bike lanes and signing alongside the road are just some of the various ways in which to identify the alignment. The recommendation of this plan is that the designations used to demarcate the Share the Road alignment remain consistent across municipal boundaries as to not create confusion for the bicyclists. If consistency cannot be accomplished, the change in route demarcations must be clearly marked. Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 3.3

34 SECTION 3: SHARE THE ROAD ALIGNMENT As mentioned in the beginning of the this section on share the road alignments, Harrisburg Pike is classified for shared roadway bike use within the existing right-of-way and is signed as PA Bike Route J1 Spur. There are local residents and avid commuter bicyclists who use this route and expressed concerns during the public meeting. Several people requested that the study include safety measures and recommendations for on-road bike users. Their concerns are the following: motorists traveling at higher speeds than the posted speed limit on Harrisburg Pike; vehicles passing to close; bike detection and accommodations at signalized intersections; no refuge in curbed sections; and nighttime visibility. They would also like to see more commuter bicyclist considerations such as potential bike lanes, or improved awareness of the Harrisburg Pike as a shared road facility by either using warning signs or stripping a defined vehicle travel lane. To address the request for safety measures for on-road users, Mackin suggests several features that may be included outside the travel lane (white edge line) markings to delineate the travel lane from the shoulder areas: share the road signing, or new sharrow pavement markings that have been adopted into Federal Highway Administration s 2009 Manual of Uniform Traffic Control Devices (MUTCD). These are low cost safety features that can be implemented in a short amount of time and used for all levels of bicyclists on the shared road facility. These effective measures can benefit not only the experienced cyclists that are commuting to work, or biking for fitness; but provide a safer corridor for the novice rider as well. First time in the area bike users may not be aware of the alternative option to use a recreational multi-use trail as proposed in Section 2, and these enhancements along the corridor can reduce conflicts between motorists and bicycle travel. As an additional safety measure, Mackin further recommends that signal detection equipment and traffic signal timing and phasing be evaluated along the Harrisburg Pike corridor to accommodate pedestrian and bicycle users at signal crossings. It is also important to note that earlier this year House Bill 170 was passed by the State General Assembly and signed into law on February 2, 2012 by Governor Corbett. This piece of legislation enacted a new Pennsylvania Bike Law by amending the Pennsylvania Motor Vehicle Code to require a driver of a motor vehicle who is overtaking a pedalcycle to provide at least 4-feet minimum of space when overtaking the pedal cyclists on a road they are sharing when proceeding in the same direction. Bicyclist and motorist awareness and education on this new law is paramount. It will more than likely become an active part of the future bicycle safety and motor vehicle license programs so both users acknowledge and understand the overtaking a pedalcycle law s intent was a safety measure for shared road facilities. The new 4-foot rule became effective on April 2, In addition to these recommended on-road facility improvements to the Harrisburg Pike, the recommendations to create an alternate and designated local bike route from the City of Lancaster Parks Buchanan Park and Long s Park should be considered a very feasible and low cost expansion of bike user mobility. The possible on-road route that is conceptually presented and adding a Contra-flow bike lane on the one-way street block of West Fredrick Street will create the linkage to the multi-use trail. This link completes a bike route between these two parks by avoiding the Harrisburg Pike. This this option should be considered a feasible alternative and goal for non-motorized travel adjacent to the Harrisburg Pike corridor. The route will provide the bike user the choice to travel the corridor, or travel along a route that is more accommodating to all rider levels. 3.4 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

35 SECTION 3: SHARE THE ROAD ALIGNMENT Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 3.5

36 SECTION 3: SHARE THE ROAD ALIGNMENT 3.6 Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

37 SECTION 3: SHARE THE ROAD ALIGNMENT Figures presented on this page are from the Final Report on Revising the AASHTO Guide for the Development of Bicycle Facilities dated January These shared lane markings and signing are also adopted in the Federal Highway Administration s current 2009 Manual for Unified Traffic Control Devices (MUTCD). The signing and pavement marking details for a shared roadway facility can include both signs and markings; however, there should be a consistent appearance to both the bicyclist and motorist. The Share the Road signs should be placed on the nearest intersection at the start of shared roadway facility and continue the length of the facility. Sign spacing intervals should be adequately placed at each crossing street, or every 1/4 mile. Shared Roadway Recommendations Install Contra-Flow Bike Lane, Signs, and Pavement Markings along Recommended Route from Race Avenue, West Fredrick Street, Valley Road, Hamilton Road, Clayton Road, and Wilson Drive. Install Signs and Pavement Markings along Vermont Avenue from Harrisburg Pike to roadway end at Norfolk Southern Railroad corridor. Install white edge of outside travel lane pavement markings along Harrisburg Pike to define the travel lane and offset to the curb of a minimum of 2, preferred 3 to 4 where feasible. By providing this travel lane demarcation, the vehicular traffic speeds may be reduced and provide a better Level of Service to commuter bicyclists using Harrisburg Pike as a shared road facility. Promote awareness of shared road facilities and the new overtaking a pedalcycle 4-foot rule law. Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 3.7

38 SECTION 4: FACILITY FEATURES Road Crossings There are five (5) signalized intersections within the study area; these intersections provide the pedestrian with the safest route to cross vehicular travel lanes. The signalized intersections are at Race Avenue, Dillerville Avenue/North President Avenue, LCSWMA Transfer Complex Private Drive, the U.S. Post Office, and Long s Park (Bluebird Drive). Each of these intersections requires improvements to meet ADA accessibility and current PennDOT design and safety standards. The following is a listing of those improvements: ADA accessible curb ramps, including detectable warning surfaces. Pedestrian signal heads and pushbuttons at each crossing location. Painted crosswalks and signage per Department of Transportation Publications and the Manual on Uniform Traffic Control Devices (MUTCD) standards, maintained by local municipalities after construction. There are four local roads (State Street, Landis Avenue, Shreiner Avenue and Vermont Avenue) that intersect Harrisburg Pike at unsignalized intersections. Vermont Avenue is classified as a local road. It is, however, partially owned by F&M College and other private land owners that have access to or about the roadway as a shared driveway to the rear of their properties. The recommendations described in previous sections of this report call for pedestrians to cross between the north and south side of Harrisburg Pike as a result of available land and/ or for safety reasons. Although the most feasible and safest route is being proposed, it is inevitable that pedestrian traffic will occur throughout the corridor; sidewalk in place or not. For this reason, at a minimum, each un-signalized road intersection should be equipped with the following: Existing Crosswalk at Harrisburg Pike and College Avenue Lancaster City Signage along Harrisburg Pike Looking East ADA accessible curb ramps or culverts, including detectable warning surfaces, if sidewalks not installed in a flat area behind curb should be provided between intersection corners. A painted crosswalk per the Manual on Uniform Traffic Control Devices (MUTCD) standards. The previous recommendations meet minimum safety standards for road crossings, but additional measures can be taken to further enhance the level of safety. A decorative paver or brick crosswalk is an alternative to increase visibility of the crosswalk for both motorists and trail users. Another design element that can enhance the crossings are the construction of bulb-outs and median islands that shorten the distance a pedestrian has to cross the roadway. These enhanced improvements will require review and approval by PennDOT and/or the local municipalities to determine the acceptability of the designs and long-term maintenance. The crosswalk enhancement improvements mentioned above are not included in this study s cost estimates. Informational Signage at the Farmingdale Trails Property Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 4.1

39 SECTION 4: FACILITY FEATURES Signage Figure 4.1 Low-Profile Interpretive Sign Signage along the trail will need to be developed on a comprehensive level. The installation of signage along the roadway and at trail crossings will be required to follow standards set forth in the Manual on Uniform Traffic Control Devices (MUTCD), but project specific signage along the multi-use trail alignment may require the creation of a signage manual to identify the various types and sizes of signage as well as the materials, colors and styles of each. It is recommended that the existing trail signage on adjacent recreational properties be considered so that the entire trail system displays a consistent theme and style. Figure 9B-7 of the MUTCD 2009 edition is provided on Page 4.6 showing typical signing for a shared path roadway crossing. Signing along the trail should be limited to directional, informational, regulatory and interpretive signage only. The signage material should be context sensitive to the region, and information should be clearly conveyed via simple messages using legible fonts. The use of signage should focus on creating a safe condition along the trail corridor, but be minimized to avoid significant long-term maintenance costs. All new signage, excluding standard traffic control signage at road crossings and trailheads, should include a trail logo if one is developed. Figure 4.1 is an example of an interpretive sign on the Farmingdale Trail. Figure 4.2 shows an interpretive sign in front of F&M s College Square. Figure 4.2 Interpretive sign example at F&M College Informational kiosks and interpretive signage should be constructed of durable materials that resist fading; laminated graphics are recommended for these sign types since they allow for quality graphical displays protected from the elements and vandalism. Figure 4.3 Sample QR Code A recent technologic advancement that may be incorporated into the signage design along the trails is the use of QR Codes. QR, which is short for quick response, is a unique bar code that can be interpreted by dedicated readers and some smart phones. The QR Codes could be placed on interpretive and informational signage, and provide access to streaming video and audio to tell a story about features and services provided along the Harrisburg Pike corridor and study area. This advancement is valuable from an ADA perspective, providing audio interpretation and information to disabled trail users. Figure 4.3 is an example of a QR Code graphic. 4.2 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

40 SECTION 4: FACILITY FEATURES Trailheads and Parking Areas The proximity of the project area to other concurrent development and recreational facilities within walking and bicycling distance led the Trail Team to recommend two trailhead locations. One trailhead is being proposed at the western end of Vermont Avenue, at the entrance to the Spalding Urban Forest Conservancy site. The second trailhead is proposed at Long s Park. The facilities proposed at a trailhead vary based on available land, the number of potential users served and the ability to access, maintain, secure and police the location. The ideal design for a trailhead should include parking, shelter, shade and water. The Figure 4.4 Farmingdale Trail Parking Area trailhead along Vermont Avenue can utilize the existing gravel parking area adjacent to the paved roadway. Signage should be installed to delineate parking for trail users, and a kiosk should be installed that orients the trail user to their location within the overall trail system; the kiosk can also be used to display future events and provide mapping with local services. There is limited available land on the Baker Campus Recreational Fields to construct a pavilion, but there may be an opportunity to cooperate with the Spalding Urban Forest Conservancy development to include shelter on that piece of property. The location of the trailhead at Long s Park has not been identified, but if possible it should utilize existing parking and be in close proximity to utilities to provide water and shelter. A kiosk should also be located at this trailhead with the same information as the one at Vermont Avenue. There is an existing parking lot at the Grundy Observatory on the F&M s Baker Campus Recreation Fields. This parking lot was identified during the field investigation as a central location within the project area. It is recommended that trail signage be installed at this parking lot to guide users of the Observatory and ball fields towards the trailhead at Vermont Avenue. It is not intended to use this lot as a trailhead. Amenities There are a multitude of physical elements associated with trail construction that provide comfort and enhance safety for the trail user. Although the following may not be a complete list of amenities installed along the trail upon its construction, these elements are recommended to be considered during the design process. The trail amenities should be constructed of durable materials, and be designed to compliment one another once installed. Access Control/Gates and Bollards Access control gates and bollards should be installed to limit unauthorized vehicle use within the multi-use trail corridor. Figure 4.5 shows a typical gated control, which can be designed and installed at trailheads and trail access points. Gates are required for trail maintenance vehicles to access the corridor, and bollards limit vehicular access while allowing adequate space for pedestrians and bicyclist to enter. Where emergency access is required, emergency management services should be given a master key to open all locked access gates. Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 4.3

41 SECTION 4: FACILITY FEATURES Figure 4.5 Typical Bollard and Gate Detail Bike Racks Bicycle racks are useful along a trail corridor in areas where the trail user has the potential to leave the alignment to shop, attend classes or use adjacent recreational elements. The recommended sidewalk system along Harrisburg Pike is for pedestrians only, therefore no bicycle racks are being proposed. The businesses along the corridor should be encouraged to install bicycle racks to take advantage of the fact that the roadway is a bicycle route. The multi-use trail alignment and two trailheads at Vermont Avenue and Long s Park provide the trail user with opportunities to lock their bike and utilize other recreational facilities. Bicycle racks are recommended at both trailheads to accommodate these activities. Benches The installation of benches along a multi-use trail corridor can provide the user with a place to rest, and oftentimes enjoy a scenic view. Benches along a pedestrian only sidewalk are usually found at transit stops or pick-up/drop-off locations. The locations of benches throughout the recommended trail alignments should be addressed during the design process, specifically whether or not sufficient room exists for installation. Benches must conform to the guidelines set forth in the ADA, which require accessible clear space to the sides and front of the bench. Trash Receptacles Figure 4.6 Trash receptacle along Harrisburg Pike in front of College Row The collection of trash along the proposed trail corridor should be confined to the trailhead locations only. The decision to install trash receptacles should be a decision made during the implementation stage. Some trail groups have found that if no trash receptacle is available, 4.4 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

42 SECTION 4: FACILITY FEATURES trail users will take the trash with them, thus saving the entity responsible for trail maintenance time and dollars. If trash receptacles are installed as part of construction, they should be sized large enough to accommodate sufficient amounts of refuse without having to be emptied on a daily basis. Figure 4.6 shows an example of a trash receptacle along the newly constructed sidewalks in front of College Row along Harrisburg Pike. Historic Keystone Marker and Highway Mile Marker Post within the Harrisburg Pike Corridor In the project area, there are two historic marker features: one is a Keystone Marker located in the median on North President Avenue approximately 200 feet south of the intersection with Harrisburg Pike; the other feature is a stone highway mile marker post located in front of the Burnham, Inc. office and property. Both of these features should be protected during sidewalk construction ensure the features are not damaged. Figure 4.7 Wheatland Keystone Marker on N. President Avenue Typical Shared Path Crossing A shared path roadway crossing is not required in the recommendations in this feasibility study as the Figure 4.8 Highway Mile Marker Post in Front of Burham, Inc. Offices shared paths proposed will continue onto on-road alignments or end at crosswalks and use pedestrian signal crossings. If the design of the trail alignment changes and would require a crossing at an uncontrolled intersection the crossing should follow signing and pavement markings are shown in Figure 4.9. See next page for a plan view detail from MUTCD for typical signing and pavement markings for a shared path roadway crossing. Figure 4.9 Existing Shared Path Roadway Crossing on Farmingdale Road for the Farmingdale Trail Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 4.5

43 SECTION 4: FACILITY FEATURES 4.6 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

44 SECTION 5: TRAIL CONSTRUCTION AND MAINTENANCE Cost Estimate Mackin Engineering Company recommends the costs for this type of project be based on the assumption that it will be a publicly bid design, engineering, and construction project with prevailing wage labor rates and the cost of materials. For the purposes of this report, the publicly bid cost estimate will provide planning officials with a key figure for programming the project if possible. The probable total costs to implement the recommendations along the Harrisburg Pike Corridor include improvements in sidewalk accommodations, a separated off-road multi-use trail, and shared roadway bike facilities for additional connectivity. These improvements will require design, acquisition, construction, and maintenance monies; a cost estimate has been prepared by Mackin s Trail Team to reflect the opinion of construction costs. The costs are prepared in a phased construction schedule with primary and secondary recommendations. This cost estimate is necessary to determine feasibility and cost constraints, and provide a firm budgetary background. Probable cost presented in this feasibility study allow for proper funding of the recommendations and help establish a sequence in which to take action to construct the improvements. Opinion of Probable Costs Construction costs for this project have been divided into five segments, and include total costs for both the primary and secondary recommendations. Table 5.1 provides a summary of the costs associated with the proposed recommendations. Pages 5.3 through 5.8 of this section contain the detailed cost breakdowns for each individual segment. (Sidewalk) (Sidewalk) LCSWMA Complex (Sidewalk) Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 5.1

45 SECTION 5: TRAIL CONSTRUCTION AND MAINTENANCE Segments 1, 2, 3 and 5 focus primarily on the sidewalk corridor on Harrisburg Pike. Segment 4 has two components; one for the sidewalks, and the other for the multi-use trail alignment. The Share the Road improvements are contained in the detailed cost breakdown for Segment 1 and 4, but there are minimal costs associated with these recommended shared road improvements. The shared road features are important components to the plan as they provided connectivity that can be implemented with low cost and provide the recommended connection from Race Avenue to Vermont Ave as an alternative to the Harrisburg Pike recommended sidewalk corridor. Miscellaneous Costs Engineering and design, erosion and sedimentation control, maintenance and protection of traffic, mobilization and contingency costs are factored into each segment as percentages of total construction costs. These percentages have been derived based on industry standards and past experience completing similar type construction projects. Right-of-Way and Easement Acquisition Costs Trail development may require acquisition of easements or right-of-way from stakeholders, and may include the need to acquire lands from private property owners if sufficient room is not available to construct sidewalks or trails in the public right-of-way. Owners within other trail corridors have donated trail easements or conservation easements, often taking a tax deduction for such easements on their lands. If easements and rights-of-way are required to be purchased, the use of an appraiser is recommended to aid in the negotiations in determining a fair and reasonable price offer. These service fees and deed transfers will need to be included in the trail costs. Another cost associated with the trail easements will be acquiring a trail crossing easement that must be obtained from the Norfolk Southern Railroad, as well as other private land owner parties, to install a trail connection under the Railroad Trestle Bridge. This easement will also require an order obtained from the Pennsylvania Public Utilities Commission (PUC) for each location where the Trail will cross or run adjacent to the tracks. Coordination with the PUC office in Harrisburg should take place early in the design and acquisition process to not delay construction and trail access rights. At this time, the right-of-way and easement acquisitions costs are not included in the reports cost estimate since there are too many unknown variables on what type of acquisition, if any, will be required since the trail and sidewalk recommendations are conceptual and design parameters and locations may change. After stakeholder interviews it was determined for this report that the proposed multi-use trail section presented in this report will not be proposed to be dedicated as a non-motorized path nor at this time would require any trail easements on these private lands where the trail would be possibly constructed. There may be, however, the need to obtain trail easements from private land owners if the trail segment alignment required to make the linkage to Long s Park does not connect with the planned internal open to the public site pathways of the private land owners. Sidewalk Costs per Parcel See Page 5.9 for a table of Sidewalks Costs per Parcel Address Frontage and associated sidewalk frontage mapping for details on individual parcels along the corridor and the sidewalk recommendations. Note: Construction costs presented in the Table on Page 5.9 are for a publically bid project and do not reflect the cost of typical private installation of sidewalks from between $40-$50 per linear feet. 5.2 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

46 SECTION 5: TRAIL CONSTRUCTION AND MAINTENANCE SEGMENT 1 Primary Recommendations Trail Lengths Proposed UNIT QTY North side of Harrisburg Pike Sidewalk (5' width) LF 270 Race Ave. to Dillerville Rd. / North President Ave. (including share the road improvements) South side of Harrisburg Pike Sidewalk (5' width) LF n/a South side One Street of West Fredrick Street Contra-Flow Bike Lane (5' width) LF 400 NOTE: Secondary Recommendations Contra-flow bike lane assumed cost of asphalt materials, binder and w earing layers, equivalent to a 4" concrete sidew alk unit 222SY (low Qty) higher unit price for such a small qty batch, includes double yellow pavement markings and signage Trail Lengths Proposed North side of Harrisburg Pike Sidewalk (5' width) (Connection on Dillerville Rd to Manheim Pike) LF 80 South side of Harrisburg Pike (includes west side of President Ave) Sidewalk (5' width) LF 570 Component Item Breakdown of Proposed Improvements DESCRIPTION QTY SUBTOTAL UNIT UNIT COST 1st 2nd 1st 2nd COMMENTS Clearing and Grubbing AC $10, $1,538 $1,492 10' width cleared Earthwork / Grading / Barrier 222 CY $20.00 $4,444 $0 Retaining Wall and Barrier (300ftx4ftc10ft)/2 Single Face Concrete Barrier/Retaining wall 400 LF $65.00 $26,000 Parking Railing (Guiderail) 400 LF $25.00 $10,000 Sidewalk Excavation Class 1B Excavation (10" depth) CY $35.00 $3,617 $5,877 Sidewalk 4" Concrete Sidewalk SY $40.00 $14,889 $14,444 6" No. 2A Subbase SY $12.50 $4,653 $4,514 Curb Ramps and Driveway Aprons EA $1, $15,000 $18,000 Detectable Warning Surface SF $30.00 $2,400 $2,880 Pedestrian Accommodations Race Ave. & Dillerville Rd LED Countdown Pedestrian Signal Head 8 EA $ $4,800 $0 (2) per corner Pedestrian Pushbutton 8 EA $ $1,840 $0 (2) per corner 4' Pedestal Support 8 EA $3, $25,600 $0 (2) per corner Signage, Post Mounted Type B 180 SF $70.00 $12,600 $0 (15) 24"x36" each direction 4" Waterborne Paint 5,274 LF $0.35 $1,846 $0 Race Ave. to Buchanan Park and New Street 12" Waterborne Paint 350 LF $3.25 $1,138 $0 Crosswalks, 50 LF each Trail Construction Sub-Total $130,365 $47,208 Structures (no structures required) $0 $0 Structures Sub-Total $0 $0 Trail Segment Materials Total $130,365 $47,208 Engineering and Design 1 15% $19, $7, Erosion and Sediment Control 1 6% $7, $2, Maintenance and Protection of Traffic 1 3% $3, $1, Mobilization 1 8% $10, $3, Contingency 1 15% $19, $7, Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail TOTAL $191,637 $69,

47 SECTION 5: TRAIL CONSTRUCTION AND MAINTENANCE SEGMENT 2 Primary Recommendations Trail Lengths Proposed UNIT QTY North side of Harrisburg Pike Sidewalk (5' width) LF 755 West of Dillerville Rd. / North President Ave. Intersection to Shreiner Ave. South side of Harrisburg Pike Sidewalk (5' width) LF Secondary Recommendations Trail Lengths Proposed North side of Harrisburg Pike Sidewalk (5' width) UNIT LF QTY South side of Harrisburg Pike Sidewalk (5' width) LF 680 Component Item Breakdown of Proposed Improvements DESCRIPTION QTY SUBTOTAL UNIT UNIT COST 1st 2nd 1st 2nd COMMENTS Clearing and Grubbing AC $10, $1,733 $1,561 10' width cleared Earthwork / Grading CY $20.00 $0 $0 Sidewalk Excavation Class 1B Excavation (10" depth) CY $35.00 $4,076 $3,671 Sidewalk 4" Concrete Sidewalk SY $40.00 $16,778 $15,111 6" No. 2A Subbase SY $12.50 $5,243 $4,722 Curb Ramps and Driveway Aprons 4 4 EA $1, $6,000 $6,000 Detectable Warning Surface SF $30.00 $960 $960 Plain Cement Concrete Curb 240 $65.00 $0 $15,600 Remove and replace existing concrete curb Signage, Post Mounted Type B 120 SF $70.00 $8,400 $0 (10) 24"x36" each direction 12" Waterborne Paint LF $3.25 $325 $325 Crosswalks, 50 LF each Trail Construction Sub-Total $43,515 $47,951 Structures (no structures required) $0 Structures Sub-Total $0 Trail Segment Materials Total $43,515 $47,951 Engineering and Design 1 15% $6, $7, Erosion and Sediment Control 1 6% $2, $2, Maintenance and Protection of Traffic 1 3% $1, $1, Mobilization 1 8% $3, $3, Contingency 1 15% $6, $7, NOTES: 1 Percentages used are based on Industry standards TOTAL $63,968 $70,488 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 5.4

48 SECTION 5: TRAIL CONSTRUCTION AND MAINTENANCE SEGMENT 3 Primary Recommendations Trail Lengths Proposed UNIT QTY North side of Harrisburg Pike Sidewalk (5' width) LF 0 South side of Harrisburg Pike Sidewalk (5' width) LF 340 Secondary Recommendations Trail Lengths Proposed UNIT QTY North side of Harrisburg Pike Sidewalk (5' width) LF 0 South side of Harrisburg Pike Sidewalk (5' width) LF 615 Component Item Breakdown of Proposed Improvements West of Shreiner Ave. to Vermont Ave., Including Intersection of Lara Drive DESCRIPTION QTY SUBTOTAL UNIT UNIT COST 1st 2nd 1st 2nd COMMENTS Clearing and Grubbing AC $10, $781 $1,412 10' width cleared Earthwork / Grading CY $20.00 $0 $0 Sidewalk Excavation Class 1B Excavation (10" depth) CY $35.00 $1,836 $3,320 Sidewalk 4" Concrete Sidewalk SY $40.00 $7,556 $13,667 6" No. 2A Subbase SY $12.50 $2,361 $4,271 Curb Ramps and Driveway Aprons 10 0 EA $1, $10,000 $0 Detectable Warning Surface 80 SF $30.00 $2,400 $0 Signage, Post Mounted Type B 120 SF $70.00 $8,400 $0 (10) 24"x36" each direction 12" Waterborne Paint 70 LF $3.25 $228 $0 Crosswalk at Vermont Ave. Trail Construction Sub-Total $33,560 $22,670 Structures (no structures required) $0 $0 Structures Sub-Total $0 $0 Trail Segment Materials Total $33,560 $22,670 Engineering and Design 1 15% $5, $3, Erosion and Sediment Control 1 6% $2, $1, Maintenance and Protection of Traffic 1 3% $1, $ Mobilization 1 8% $2, $1, Contingency 1 15% $5, $3, NOTES: 1 Percentages used are based on Industry standards TOTAL $49,334 $33,325 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 5.5

49 SECTION 5: TRAIL CONSTRUCTION AND MAINTENANCE SEGMENT 4 West of Vermont Ave. to the Norfolk Southern Railroad Underpass (Sidewalk) Primary Recommendations Trail Lengths Proposed North side of Harrisburg Pike Sidewalk (5' width) UNIT LF QTY South side of Harrisburg Pike Sidewalk (5' width) LF 375 Secondary Recommendations Trail Lengths Proposed UNIT QTY North side of Harrisburg Pike Sidewalk (5' width) LF 760 South side of Harrisburg Pike Sidewalk (5' width) LF Component Item Breakdown of Proposed Improvements DESCRIPTION QTY SUBTOTAL UNIT UNIT COST 1st 2nd 1st 2nd COMMENTS Clearing and Grubbing AC $10, $861 $1,745 10' width cleared Earthwork / Grading CY $20.00 $0 $0 Sidewalk Excavation Class 1B Excavation (10" depth) CY $35.00 $2,025 $26,600 Sidewalk 4" Concrete Sidewalk SY $40.00 $8,333 $16,889 6" No. 2A Subbase SY $12.50 $2,604 $5,278 Curb Ramps and Driveway Aprons 0 0 EA $1, $0 $0 Detectable Warning Surface SF $30.00 $0 $0 Signage, Post Mounted Type B 120 SF $70.00 $8,400 $0 (10) 24"x36" each direction 12" Waterborne Paint 70 LF $3.25 $228 $0 Crosswalk at Vermont Ave. Trail Construction Sub-Total $22,451 $50,511 Structures (no structures required) $0 $0 Structures Sub-Total $0 $0 Trail Segment Materials Total $22,451 $50,511 Engineering and Design 1 15% $3, $7, Erosion and Sediment Control 1 6% $1, $3, Maintenance and Protection of Traffic 1 3% $ $1, Mobilization 1 8% $1, $4, Contingency 1 15% $3, $7, NOTES: 1 Percentages used are based on Industry standards TOTAL $33,002 $74,252 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 5.6

50 SECTION 5: TRAIL CONSTRUCTION AND MAINTENANCE SEGMENT 4 West of Vermont Ave. to NS Railroad Coidor and Northwest to Long's Park (Multi-Use Trail) Primary Recommendations Trail Lengths Proposed UNIT QTY Spalding Urban Forest Conservancy (End of Vermont to Little Conestoga) Multi-Use Trail (8 ' to 10' width) LF 2,200 ` Beneath NS Trestle Bridge and to The Crossings at Conestoga Creek Multi-Use Trail (8' to 10' width) LF 1,500 TOTAL 3,700 Secondary Recommendations Trail Lengths Proposed UNIT QTY Baker Campus Loop Multi-Use Trail (8' width) Wilson Dr to Harrisburg Pike LF 960 SUB-TOTAL 960 South Spur Connection to Long's Park Multi-Use Trail (8' width) LF 2215 TOTAL 3175 Component Item Breakdown of Proposed Improvements DESCRIPTION QTY SUBTOTAL UNIT UNIT COST 1st 2nd 1st 2nd COMMENTS Clearing and Grubbing AC $4, $5,096 $4,373 15' width cleared Earthwork / Grading CY $ $0 $0 Sidewalk Excavation Class 1B Excavation (10" depth) CY $35.00 $0 $0 Multi-Use Trail Excavation Class 1B Excavation (11" depth) 1, SY $35.00 $39,953 $34,284 Sidewalk 4" Concrete Sidewalk SY $40.00 $0 $0 6" No. 2A Subbase SY $12.50 $0 $0 Multi-Use Trail 3" - #10 Crushed Limestone 4,111 3,528 SY $8.50 $34,944 $29,986 8" - No. 2A Subbase 4,111 3,528 SY $5.50 $22,611 $19,403 Geotextile $2.00 $0 $0 Trailhead Ammenities Access Control Gates 2 EA $3, $0 $7,500 Farm gate (12' width) and bollards (4) Signage, Post Mounted Type B 60 SF $70.00 $0 $4,200 (10) 24"x36", regulatory at parking area Porta-John Portable Toilet (Vermont Ave) 1 EA $1, $0 $1,000 Initial purchase cost only, maintenance costs vary Informational Kiosk 1 EA $4, $0 $4,500 Three sided kisk with laminated panel boards Trail Construction Sub-Total $102,605 $105,246 Structures 1 EA 7, $0 $7,500 Timber Bridge across un-named tributary Structures Sub-Total $0 $7,500 Trail Segment Materials Total $102,605 $112,746 Engineering and Design 1 15% $15, $16, Erosion and Sediment Control 1 6% $6, $6, Maintenance and Protection of Traffic 1 3% $3, $3, Mobilization 1 8% $8, $9, Contingency 1 15% $15, $16, NOTES: 1 Percentages used are based on Industry standards TOTAL $150,830 $165,737 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 5.7

51 SECTION 5: TRAIL CONSTRUCTION AND MAINTENANCE SEGMENT 5 Primary Recommendations Trail Lengths Proposed UNIT QTY North side of Harrisburg Pike Sidewalk (5' width) LF 0 West of Norfolk Southern Railroad Underpass to Long's Park (Sidewalk) South side of Harrisburg Pike Sidewalk (5' width) LF 1210 The Crossings at Conestoga Creek Corridor (Sidewalk Improvements to be done by others) Secondary Recommendations Trail Lengths Proposed UNIT QTY North side of Harrisburg Pike Sidewalk (5' width) LF 1,315 South side of Harrisburg Pike Sidewalk (5' width) LF 0 Not Recommended due to RR underpass restriction eastbound Component Item Breakdown of Proposed Improvements DESCRIPTION QTY SUBTOTAL UNIT UNIT COST 1st 2nd 1st 2nd COMMENTS Clearing and Grubbing AC $10, $2,778 $3,019 10' width cleared Earthwork / Grading CY $20.00 $0 $0 Sidewalk Excavation Class 1B Excavation (10" depth) 1,210 1,315 CY $35.00 $42,350 $46,025 Sidewalk 4" Concrete Sidewalk SY $40.00 $26,889 $29,222 6" No. 2A Subbase SY $12.50 $8,403 $9,132 Curb Ramps and Driveway Aprons 12 4 EA $1, $18,000 $6,000 Detectable Warning Surface SF $30.00 $2,880 $960 Pedestrian Signal Accommodations LED Countdown Pedestrian Signal Head 16 EA $ $9,600 $0 (2) per corner Pedestrian Pushbutton 16 EA $ $3,680 $0 (2) per corner 4' Pedestal Support 16 EA $3, $51,200 $0 (2) per corner Trailhead Ammenities Access Control Gates 1 EA $3, $0 $3,750 Farm gate (12' width) and bollards (4) Signage, Post Mounted Type B 60 SF $70.00 $0 $4,200 (10) 24"x36", regulatory at parking area Informational Kiosk 1 EA $4, $0 $4,500 Three sided kisk with laminated panel boards Signage, Post Mounted Type B 180 SF $70.00 $12,600 $0 (15) 24"x36" each direction 12" Waterborne Paint LF $3.25 $3,250 $0 (3) Crosswalks Trail Construction Sub-Total $181,629 $106,808 Structures (no structures required) $0 $0 Structures Sub-Total $0 $0 Trail Segment Materials Total $181,629 $106,808 Engineering and Design 1 15% $27, $16, Erosion and Sediment Control 1 6% $10, $6, Maintenance and Protection of Traffic 1 3% $5, $3, Mobilization 1 8% $14, $8, Contingency 1 15% $27, $16, NOTES: 1 Percentages used are based on Industry standards TOTAL $266,995 $157,008 Not Recommended By others Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 5.8

52 SECTION 5: TRAIL CONSTRUCTION AND MAINTENANCE TABLE 5.2 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 5.9

53 SECTION 5: TRAIL CONSTRUCTION AND MAINTENANCE Environmental Clearance and Permitting Depending on the nature of the funding utilized for the design and construction of the project, environmental clearance under the National Environmental Policy Act (NEPA) may be required. If the project uses federal transportation funds, a Categorical Exclusions Evaluation (CEE) under NEPA will likely be warranted. This clearance is a documentation of proposed impacts to environmental, socio-economical, archaeological and other resources within the project area. Permitting by PADEP may also require environmental clearances. As a result of the field observations, potential hazardous waste sites were identified. In addition to the commercial businesses; gasoline stations, a motel, car dealerships, and body shops are located within the study corridor. Large scale employers/companies such as the LCSWA and RR Donnelly and Sons printing company are located along the corridor. Given the types of businesses currently situated within the project area, as well as its historical uses, a Phase I Environmental Site Assessment (ESA) Hazardous Waste Investigation is recommended. A Phase I ESA is recommended for liability protection ( due diligence ) to identify potential hazardous or residual waste areas that may have resulted from activities on individual properties. The ESA is typically required prior to any land transfers or the creation of a trail easement. However, if federal funding is used for any stage of the project, the results of a Phase I ESA and any associated mitigation will be required for clearance under NEPA. A Pennsylvania Natural Diversity Inventory (PNDI) environmental review was conducted for the proposed trail alignment, and the results identified a potential impact through the Pennsylvania Game Commission (PGC). Although the PNDI review receipt does not identify what the potential impact is, the following species may be present based on the project s physical location: Perigrine Falcon, Black Crowned Night-Heron, Delmarva Fox Squirrel, Dickcissel Migratory Bird or the Indiana bat. Once the project enters into the design phase, the PGC must be notified, at which point they will respond with the actual impact in the area. Operation and Maintenance Proposed Responsibilities The majority of the recommended multi-use trail pass through Manheim Township; adjacent municipalities include Lancaster City, Lancaster Township, and East Hempfield Township. However, for these recommendations the preferred alternative might be to lessen the maintenance responsibility on one jurisdiction and/or private land owners and stakeholders. After the trail is built, it may be later determined that the trail upkeep be performed by Lancaster County Conservancy or another local trail group willing to take on the initiative and keep the trail clean and maintained. A critical next step in the trail implementation process is to clarify and formalize maintenance responsibilities for the trail segment and insure the maintenance costs are included as necessary to provide trail upkeep. The trail segments proposed in this study are not to be dedicated to the Township since the stakeholders are proposing trail type and trail widths within their property that are to be built and maintained similar to the 5.10 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

54 SECTION 5: TRAIL CONSTRUCTION AND MAINTENANCE Farmingdale Trail system in East Hempfield Township, which do not meet Manheim Township non-motorized trail width and surface standards. The trail connection between the end of Vermont Avenue to the Entrance to Long s Park will be maintained by the private land owners since the trail will not be a dedicated trail easement. Manheim Township will not accept the trail as art of their trail system since the trails are not to their standard requirements for non-motorized paths. Maintenance of the proposed sidewalks along Harrisburg Pike will fall into one of two categories. If constructed within the PennDOT road right-of-way, an agreement will be put into place with the municipality providing maintenance. If the sidewalks are constructed on private property, outside of the road right-of-way, the municipality will be responsible for enforcing maintenance with the property owner per their respective ordinance requirements. Maintenance requirements for the multi-use trail alignment proposed within this plan will be the responsibility of the property owner on which the trail is constructed. This requirement will remain in place until a trail management group is formed who establishes themselves as the responsible party for maintaining the trail. Maintenance Overview Successful trail operation will rely on a continued and regular maintenance program. The trail, structures, and supporting facilities and features will require a program to ensure a quality travel experience for the trail user. It is also important from a risk management perspective for the managing agency or trail operator to plan ahead through a maintenance schedule to provide sufficient manpower and resources required to upkeep the trail. Trail user feedback will play a key role in the communication between the trail users and the responsible party operating and maintaining the trail. Facilitating feedback on the trail conditions should be done through the establishment of signage and contact information to the trail users. The signage should identify the appropriate contact person to address trail issues and feedback on damage reports. Phone numbers and an along with a website should be implemented as part of the agency s operation and maintenance program. A capital improvement program should be established after the trail system is completed and open for public use. The responsible operator of the trail should account for maintenance costs in their organization s annual budget. Proper trail design and the installation can mitigate the maintenance burden and money spent on repairs. With that being said, the responsible operator will inevitably have routine maintenance tasks. A detailed list of maintenance tasks is included in Appendix F. Maintenance Costs Maintenance costs for similar trail construction generally ranges between $6,000 to $8,000/ per mile/ per year. It is recommended that the responsible trail management group or agency s budget a figure of at least $7,500 per mile to estimate future maintenance costs on an annual basis. This maintenance cost amount could be utilized to develop fundraising goals, as well as solicit volunteer help for maintenance work and labor expenses. Potential Funding Sources The biggest question that arises for trail projects is usually how are you going to pay for it? There are many opportunities for funding trail projects, such as: Grants (government funding programs, corporate grants, and private foundations) In-Kind Services/Donations Corporate Giving Fundraising Programs and Private Donations. Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 5.11

55 SECTION 6: TIMELINE/ACTION PLAN Concurrent Projects The Harrisburg Pike corridor and surrounding area have several planned projects that could generate or promote additional pedestrian and bicyclist activity throughout the corridor. Several of the projects are in preliminary engineering and design, and for the purpose of this study these projects have been considered as planned enhancements to the existing network for pedestrian accommodations. Some projects are in the conceptual phase, and in some areas trail expansion and linkage could not be fully determined at the time of this study s draft recommendations. Table 6.1 lists the planned projects that were identified. TABLE 6.1 CONCURRENT PROJECTS Little Conestoga Creek Greenway (Lancaster County Conservancy) Regional Feasibility Study Lancaster General Hospital / Franklin & Marshall - Northern Gateway Redevelopment Spalding Conservancy (F&M) Baker Campus Urban Forest Center (Lancaster County Conservancy) on site of Farmingdale Trails property The Crossings at Conestoga Creek (TCCC) Planned Commercial Development (Deisley & Russell property ) Lancaster City Outer Loop Greenway along College Avenue and West End Avenue Farmingdale Trail and Stream Crossing Connections across Little Conestoga Creek 1)Lancaster County Solid Waste Management Authority planned Footbridge, commitment to build near 2)TCCC Conditional Use requirement Footbridge proposed PennDOT S.R Harrisburg Pike / Dillerville Road Intersection Improvements Primary Recommendations Short/Mid-Term Action Plan The primary recommendations associated with this feasibility study include sidewalks, a separated multi-use trail and share the road bike routes creating Park/trail linkages. The nature of available funding, especially the fact that federally funded Transportation Enhancement (TE) projects are being reduced, dictates that the multi-use trails outside of the Harrisburg Pike corridor are most likely to be installed first. Other funding opportunities are possible, such as Urban Enhancement Funds and Smart Growth grants. The trail and sidewalks recommended for this study area should pursue all options to provide the cost base needed to construct. Secondary Recommendations Long Range Action Plan The project s secondary recommendations are limited to pedestrian only pathways. These recommendations should be considered long-term goals to establish the future vision of Harrisburg Pike that includes pedestrian mobility on both sides of the corridor. The same funding shortfalls that affect the primary recommendations will exist when it comes to implementing the secondary recommendations. Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use 6.1

56 6.2 SECTION 6: TIMELINE/ACTION PLAN Project Implementation and Priorities, Short-/Mid-Term Action Plan The implementation of recommendations in this report were developed by the trail study team utilizing the following factors to determine a plan of action: The ability of each segment or phase of construction to be built separately, or stand by its own. Identify segments that are most significant or will receive the most benefit initially for the users, even if the entire pedestrian accommodation walkways or trail segments remain to be constructed. Topography (terrain and grades - open space vs. wooded area clearing). Public ownership. Ease of acquiring easements or right-of-way from private land owners. Construction expense. Construction difficulty or ease to build. Major obstacles, obstructions, or expenditures, (ie bridges or tunnels) which impede segment to be constructed. Note: Major capital expenditures, such as bridges, may delay the opening of critical trail sections due to the additional time period required for design, permit approvals, and construction. We recommend that financing and the design work on these sections begin as soon as possible with the understanding that they will take longer to implement. In reviewing this section, the reader is encouraged to refer to the Recommendation Mapping for each type of pathway. 1st Phase of Development (Short Term) - i.e. considered shovel ready construction or design tasks Explore funding opportunities from both private and public sources. Design trail footbridge (by LCSWMA) at Little Conestoga Creek Norfolk Southern Trestle Bridge area. Preliminary Design of Multi-use Trail - (Drainage, E&S, Construction Plans). Install sidewalks between Race Avenue and LCSWMA Transfer Complex Private Drive; and improve ADA accessibility on north side of Harrisburg Pike between these intersections. Acquire right-of-way if needed, or establish Trail Easements on private lands, establish sidewalk and trail maintenance agreements. Engage private property owners to install/repair and widen frontage sidewalks. Construct footbridge between LCSWMA and Farmingdale Trail near NS Trestle Bridge (by LCSWMA). 2nd Phase of Development (Off-road multi-use trail concurrent with planned development) Harrisburg Pike Corridor Improvements related to TCCC (by High Real Estate Group). Dillerville Road/President Avenue intersection improvements (by PennDOT). Install south side sidewalks from Vermont Avenue to Norfolk Southern bridge overpass on south side of Harrisburg Pike. Construct trail from Vermont Avenue to Norfolk Southern-Trestle Bridge along F&M and Norfolk Southern properties. Construct other trail connections north of Norfolk Southern RR corridor leading to structure locations. 3rd Phase of Development (Final Phase) - Construct structures Construct new bridge between Conestoga Crossings and Farmingdale Trail (by High) Construct small footbridge across Tributary to Little Conestoga Creek (to be determined) Complete all trail segments and tie to bridge approaches Upgrade parking and trail head facilities, install signing and pavement markings. Potential Timetable of Action Plan 1st Phase - Summer Fall nd Phase - Winter Winter rd Phase - Winter Summer 2016 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use

57 SECTION 6: TIMELINE/ACTION PLAN Future Connections The sidewalks recommended within this feasibility study would connect to existing sidewalk or planned sidewalks as future connections. The multi-use trail recommended in this study has the potential to connect with a regional greenway network. There are planned efforts by the City of Lancaster, East Hempfield Township, and Lancaster County Conservancy to improve greenways in this area. The City of Lancaster developed an Urban Parks, Recreation, and Open Space Plan, which indicates an Outer Greenway Loop around the city limits. A western portion of this Outer Greenway Loop is proposed to utilize College Avenue, Buchanan Park, and West End Avenue. The greenway will be approximately 7 miles in length (Dark Green Route). Map Source: Urban Parks, Recreation, and Open Space Plan for City of Lancaster July 31, Page 83. The Little Conestoga Creek Greenway is undergoing a preliminary feasibility study in 2012 by the Lancaster County Conservancy. The conceptual greenway network will follow the Little Conestoga Creek on the western banks on the stream within Lancaster Township and East Hempfield Township. It will provide a water trail and trail connectivity with several existing/planned trails for the County s trail system. East Hempfield Township s initiative to preserve the Swarr Run and establish a greenway trail along the stream banks is being implemented as development occurs. Swarr Run has great potential for a future trail network and is within the adjacent Township to the west, and should be considered for a regional trail linkage that could connect with the Little Conestoga Creek greenway mentioned above as well as the trails sections recommended in this study. Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use 6.3

58 APPENDICES Appendix A... List of Stakeholders Appendix B... Existing Condition and Site Analysis Appendix C...Typical Sections (Multi Use Trail, Sidewalk, Township Standards and Contra Flow Bike Lanes) Appendix D...Recommendation Mapping Appendix E...Trail Easements and Liability Information Appendix F...Maintenance Tasks Appendix G...Funding Sources Appendix H...References 1 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

59 APPENDICES Appendix A List o Stakeholders Interviewed December 15 th & 19 th 2011 F&M College Maria Cimilluca Facilities Management, Associate Vice President Sam Houser Chief of Staff/Secretary of the College High Associates LTD, an affiliate of High Real Estate Group, LLC Thomas Smithgall Senior Vice President Development Lancaster Country Day School Steve Lisk, Head of School Lancaster County Conservancy (LCC) Ralph H. Goodno President & CEO Daniel C. Good, M.D. Urban Forest Center Committee, Chairman Joel E. Young, RLA, LEED G.A. Rettew Principal Land Development Services Lancaster County Solid Waste Management Authority (LCSWMA) James D. Warner CEO David M. Wilhelm, P.E. Senior Manager, Capital Projects Lancaster General Hospital (LGH) Keith Orris Senior Vice President of Community and Government Affairs Lancaster Township Bob Desmarais Planning Commission Melissa Kelly Planning Commission Municipal Planning Partners Mark Stivers East Hempfield Township, Planning Director Lisa Douglas Manheim Township, Planning Director Charlotte Katzenmoyer City of Lancaster, Director, Public Works Randy Patterson City of Lancaster, Director, Economic Development & Neighborhood Revitalization 2 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

60 APPENDICES Appendix B Harrisburg Pike Trail Feasibility Study On-Site Field Investigation Notes November 30, 2011 The following notes were compiled during the on-site field investigation conducted by Mackin Engineering Company on the days of Tuesday November 29 th, 2011 and Wednesday November 30 th, Field investigation attendees were: Steve Guinter, Bill Moldovan and Dan Angelo. Field Notes have been broken down into intersections and blocks between intersections, as well as off-corridor notes associated with the trail s potential alignment outside of the Harrisburg Pike ROW. General Items Noted All Bus Stop signs/locations noted by GPS point. Intersection of Harrisburg Pike and Race Street Curb ramp improvements needed at all four corners; diagonal crosswalks will need to be replaced with alignment (current) will need to be updated to a Type1 Double Curb Ramp per PennDOT Standards. Sidewalk at the SE quadrant is approximately 12 higher than curb elevation, and it separated by sloped concrete. Recommendation to drop sidewalk to curb height and re-grade adjacent green space/lawn (University property coordination required). Surveillance camera on pole, SE quadrant of intersection. Block Between Race Street and Dillerville Road (including intersection with State Street) Curb cuts with drive aisles, south side of the street; heavy traffic entering/exiting the Turkey Hill gas station/mini-mart, not so much traffic at Rosa Rosa Café and Pats Pizza (most likely heavier during dining hours Sidewalk existing (5 width) at south side of road in front of Turkey Hill; sidewalk ends at property directly to the west and is replaced with drive aisles and vehicular traffic flows. Sidewalk on south side of Harrisburg Pike returns in front of Sunoco Station (5 width); ramps at the drive aisle need ADA improvements. Sidewalk on north side of Harrisburg Pike between Race Street and the Wendy s drive aisle is 5 width. Removable bollards and emergency/maintenance access to University fields across from State Street. State Street is wide and has existing sidewalks; improvements to sidewalks on State Street would have to be made to facilitate rail connections (concrete upheaval due to street tree roots); sidewalk is not accessible on the west side of State Street (vegetation blocks connection and there is a gap between Rosa Rosa parking lot and the residential to the south. Overhead electric both sides of road; water/hydrants on north side of road (GPS data points recorded) 3 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

61 APPENDICES Appendix B (cont d) Intersection of Harrisburg Pike and Dillerville Road Detailed measurements not taken; Harrisburg office in receipt of CAD files containing survey data for this intersection. No existing crosswalks for pedestrians to cross the intersection safely Existing islands within Dillerville Road/President Ave provide a safe refuge for pedestrians and bicyclist crossing the street. Block Between Dillerville Road and Lara Drive (including intersections with Landis Avenue and Shreiner Avenue) North side of Harrisburg Pike is much more suitable for sidewalks; south side of road (between N President Ave and Landis Ave) includes a plumbing business with drive aisles and parking at back of curb, and an auto-body shop. Footpath evident on south side of Harrisburg Pike between Landis Avenue and Shreiner Avenue; residential property facing the Pike with a driveway crossing the sidewalk. Shreiner and Landis, no sidewalks. No sidewalk existing on the north side of the Pike, until you get in front of the Lancaster County Solid Waste Authority. Sidewalk is 5 width. Area between back of curb and utility poles is sufficient for sidewalk between Dillerville intersection and Solid Waste Authority property. Historic monument on north side of the road (GPS point taken) Intersection of Harrisburg Pike and Lara Drive Curb ramps and crosswalks are new at Lara Drive; curb ramps have no DWS; push buttons are on signal poles Crosswalk is in place at eastern curb ramp and crosses the Pike; no curb ramp in place on south side of road. Signal box on south side of Pike. Block Between Lara Drive and the Norfolk Southern Railroad Overpass (including intersection with Vermont Avenue) Intersection with Vermont Avenue is at an angle; crossing the road is a lengthy distance (46 width). Bar and Grill on the SW quadrant has their drive aisle directly behind back of curb; vehicular and pedestrian conflict. No sidewalks on either side of Harrisburg Pike until you get to ephyr Thomas Home Improvements; 4 sidewalk at back of curb, south side of the road. Vegetation encroaching on sidewalk just east of the Norfolk Southern RR Overpass. Intersection of Harrisburg Pike and Norfolk Southern Railroad Overpass Stormwater management facility above sidewalk on SE quadrant has emergency overflow onto sidewalk; potential unsafe condition. 8 + width of sidewalks on both north and south side of overpass. 4 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

62 APPENDICES Appendix B (cont d) Block Between the Norfolk Southern Railroad Overpass and Longs Park Entrance (including intersection at Post Office/RR Donnelley) Concrete channel on south side of Harrisburg Pike between overpass and first curb cut/drive aisle. Earthen berm on the north side of Harrisburg Pike between overpass and entrance to Donnelley. Inlets in grass on south side of Pike (GPS points taken). No sidewalks or crosswalks on either side of the Pike between overpass and Longs Park Entrance. Sidewalk leading to Bus Stop at south side of the Pike in front of the Post Office; accommodations required at this location (bus shelter, concrete pad/accessible, etc.). Stormwater management for the post office is on the south side of Harrisburg Pike in front of the Post Office. Foot traffic evidence at both north and south sides of the Pike. Donnelley property adjacent to the Long s Park property contains a pump station and fenced-off area with two 28 curb cuts/drive aisles entering Harrisburg Pike. Culvert at tributary to Little Conestoga Creek has 5 width between back of curb and concrete barrier; not sufficient room for sidewalk and existing guiderail. This culvert is proposed to be extended as part of The Crossings roadway/traffic improvements. At intersection of Bluebird Drive (Long s Park and Harrisburg Pike no Sidewalks, no crosswalks, no curb ramps. There are push buttons for the signal. Off-Corridor Notes The group walked with Lisa Riggs of the James Street group to the Spalding Conservancy Site at the end of Vermont Avenue. ο Parking is available along Vermont Avenue, not sure if this is private property (Franklin and Marshall College) or Public ROW. ο Crushed Stone/Gravel access dive is in place and follows a utility corridor towards the Little Conestoga Creek. ο A direct link to Clayton Road (residential dead-end street) could be made via existing utility cut/potential easement. Existing aerial mapping indicated a crossing below the railroad corridor, but field investigation concluded that the crossing had been filled in (maybe as part of the railroad s train depot relocation). Crossing the Little Conestoga Creek. ο Images were taken of the structure, deterioration noted. ο Floodplain in this location was noted as wide; crossing via a footbridge may require more than a single span footbridge. Sanitary sewer infrastructure found on east banks of the Creek (LARA); potential for shared easement/ access granted by the utility company to connect the Spalding Conservancy Site with the trails of Farmingdale Park. 5 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

63 APPENDICES Harrisburg Pike Trail Feasibility Study On-Site Field Investigation Notes November 30, 2011 Action Items Spalding Conservancy Site information may be available from Rettew; Steve Guinter will follow-up and request plans if available. Conservation Easement Agreement for The Crossings site. Steve Guinter will ask Lisa Riggs if she has a copy so that Mackin can determine what, if any, restrictions there may be for crossing the Little Conestoga Creek with the easement. Regarding the Phase 1 Environmental Site Assessment (which will be required for a majority if not all of the corridor); Lisa Riggs mentioned Mary Gatos with the County. Mary is a Brownfield redevelopment specialist, and has experience conducting investigative work. Lisa Riggs mentioned that she could coordinate a discussion. Lisa Riggs mentioned that she d like to see us investigate what type of Environmental Investigations had been completed as part of The Crossings site, and include our findings within our report. Existing Condition Field GIS Mapping See Attached Mapping of Existing Conditions indicating, sidewalk locations, Bus Stops, utility features, driveways, points of interest, stream banks, photo reference points, etc. 6 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

64 APPENDICES Appendix C Typical Sections (Trail and Sidewalk) See attached Typical Sections incorporated into the report text. 7 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

65 C L 60'-0" (LEGAL RIGHT-OF-WAY) 39'-0" (MIN.) CLEAR ROADWAY 19'-6" (TYP.) 19'-6" (TYP.) 7-8' CLEAR SIDEWALK BEHIND CURB TRAVEL LANE HARRISBURG PIKE (WESTBOUND) 14'-0" (MIN.) 5'-6" 5'-6" HARRISBURG PIKE (CENTER TURN LANE) 11'-0" (MIN.) TRAVEL LANE HARRISBURG PIKE (EASTBOUND) 14'-0" (MIN.) SIDEWALK BEHIND CURB w/ BUFFER STRIP HARRISBURG PIKE TYPICAL SECTION (SIDEWALKS) Feasibility Study for Harrisburg Pike Pedestrian Accommodations & Multi-Use Trail Mackin

66 SEPARATED MULTI-USE TRAIL Feasibility Study for Harrisburg Pike Pedestrian Accommodations & Multi-Use Trail Mackin

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68 CONTRA-FLOW BIKE LANE TYPICAL SECTION WEST FREDRICK STREET LOOKING WEST FROM RACE AVENUE NOT TO SCALE PLEASE NOTE: CONCEPTUAL FOR FEASIBILITY STUDY 66-0" RIGHT-OF-WAY BL 33-0" 33-0" PROPOSED EASTBOUND BIKE LANE 8-0" WORK AREA CLEARANCE DOUBLE YELLOW 4" PAVEMENT MARKING SHARE THE ROAD CONDITION ALONG W. FREDRICK STREET WESTBOUND EXISTING WALK ONE-WAY STREET EXISTING WALK GRASS AREA WIDEN WITH PAVEMENT TRAFFIC FLOW GRASS AREA GRADED 3 SHLDR. CONTRA-FLOW 12-0" TRAVEL LANE 8-0" MIN PARKING LANE ~4-0" BIKE LANE WESTBOUND 2 SHLDR. 5-0" MIN. ~4-0" CONC. WIDTH 20-0" CONC. CURB CURB 42-0" (CITY PLAN) STREET WIDTH 12-0" 12-0"

69 APPENDICES Appendix D Recommendation Mapping See attached Recommendation Mapping incorporated into the report text. 8 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

70 RAM P CITY OF LANCASTER 30 E WOODTHRU 0E AM P E3 è è MANHEIM TOWNSHIP DR BI R D ÆÆc c DA LE IN G TE FA RM RO U è è!! g a C r eek L i t t l e C o n est o LARA DR E 30 Western Project Limit cæüc Æ ü ÆÆc c HARRISBURG PIKE ÆÆc c è è è è ¾ T Eastern Project Limit MANHEIM TOWNSHIP WR O SS RAC ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ S ES T!! ¾ ¾ ¾!!! ¾ ¾ ¾ ¾ E 1,500 T AV 1,000 N IDE 500 AM WJ LANCASTER TOWNSHIP 2,000 Feet Scale: 1:3000 Map Projection: NAD Pennsylvania State Plane South one FIPS 3702 Prepared By: Mackin Engineering Company Date: May 7, 2012 è è LEGEND ü Æ 250 R ES / City of Lancaster and Manheim Township, Pennsylvania 0 ¾ ¾ NP PROJECT OVERVIEW MAP RD LN RRY QUA DR L LN Feasibility Study for Harrisburg Pike Pedestrian Accommodations and Multi-UseTrail R et Buchanan Park HO O LN LEY VAL RI VE N SC ARD SCHOOL LANE HILLS NS Railroad Trestle Bridge ST ¾ ¾!!!! ¾ ¾ RD C T RD RES ¾ ¾ ¾ ¾ TON NEW H OR C Farmingdale Trail F&M BAKER CAMPUS WOODLANDS & SPALDING URBAN CONSERVANCY EW e RICK ST DE <--WW F RE ¾ ¾ HILL ÆcÆ c EAST HEMPFIELD TOWNSHIP WN tr e S y Wa e n ÆÆc c d-o n u ¾ ü Æ ü Æ o stb ¾!!! D ¾!! t oga Cr e e k Li t t l e Cone s NR YTO CLA ¾!! Multi-Use Trail w <--T - -> > y a ow D NR ILTO HAM N DR ÆcÆ c! ÆÆc c Lancaster Country Day School ¾!!!! Multi-Use Trail ÆÆc c O WIL S!!!!!!!!! ¾!! CITY OF LANCASTER ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾! ¾!! ¾ ¾ ¾ ¾ ¾ ¾ ¾! Norfolk Southern Railyard! ST!! LAY E WC E AV Multi-Use Trail!! F&M COLLEGE ST VE IS A AV E D LAN ER EIN SHR! F&M BAKER CAMPUS (ATHLETIC FIELDS) è è HARRISBURG AVE TE S STA ¾!! ÆÆü ü ÆÆc c ¾ y-->mv Oe NT AVE a o W n t VEA R w T <-- V e r m o ¾! US POST OFFICE! Planned TCCC Walking Trails MANHEIM TOWNSHIP ¾ The Crossings at Conestoga Creek è è ¾ TO R D!! HA RR IS BU RG PI KE R RO UT 0W RO UT E3 Toys-R-Us RD è è CITY OF LANCASTER E RVILL è è è è CITY OF LANCASTER DILLE HAR R RING RD SH CIR ISB U RG PIK LONG'S PARK BLU E E TO R OUT E c T ri b To L it t le C o ne s to ga C r ee k PARK CITY NS Railroad Bridge Underpass üæü ÆÆ Æ c è Æ c ¾ - Municipal Boundaries - Parking - Traffic Signal - Trailhead Information - Shared Roadway - Multi-Use Trail Spur to Longs Park - Existing Concrete Sidewalks - Primary Recommendations - Secondary Recommendations - Railroad Line - Crosswalks (Proposed and Existing) - Potential Structure for Stream Crossing!! - The Crossings at Conestoga Creek Walking Trails - Existing Bridge - Property Boundary - Farmingdale Trails (East Hempfield Township)

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75 F&M COLLEGE STATE ST <--Two Way-->> ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ <-- Westbound - One Way Street W FREDERICK ST ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ ¾ Contra-Flow Bike Lane Eastbound --> Æü Æü Æc Æc BUCHANAN PARK RACE AVE Feasibility Study for Harrisburg Pike Pedestrian Accommodations and Multi-UseTrail Shared Roadway Linkage City of Lancaster and Manheim Township, Pennsylvania ,000 Feet 1 inch equals 250 feet Scale: 1:1,000 Map Projection: NAD Pennsylvania State Plane South one FIPS 3702 Prepared By: Mackin Engineering Company Date: May 9, 2012 Legend Detail for West Fredrick Street -One-Way - Figure 3.1 Æü - Parking Æc - Trailhead ¾ - Shared Roadway - Primary Recommendations - Secondary (Future) Recommendations - Property Boundary

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77 APPENDICES Appendix E Trail Easements and Liability Information 9 Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail

78 LIABILITY AND RAIL-TRAILS IN PENNSYLVANIA New trail managers are often concerned that managing a trail will expose them to liability for trail-user injuries, or worry about the high cost of purchasing insurance to protect from potential lawsuits. However, trail managers have a number of legal protections that limit their exposure to liability. As a result of these legal tools, when coupled with sound risk management practices, liability concerns should not normally be an impediment to the development or management of a trail. General Liability Categories In general the liability of owners and occupiers of land is defined by the extent to which one person owes a duty of care to the person who sustained an injury. Under these principles, a higher duty of care is owed to persons who are invited or permitted to use another s land, and therefore a correspondingly greater liability is owed to such permittees or invitees. The lowest duty of care is owed to trespassers, who are protected only from the infliction of intentional harm or gross negligence. Trail managers or private landowners who charge a fee are at greater risk of liability because they owe the payee a greater responsibility to provide a safe experience. Trespasser A person on land without the landowner s permission, whether intentionally or by mistaken belief that he or she is on public land. Trespassers pose the lowest level of liability risk. The landowner is generally not responsible for unsafe conditions (see Children). The landowner is generally not responsible for discovery or warning against unsafe conditions, but can be held liable for deliberate or reckless misconduct, such as putting up a trip wire. Licensee A person on land with the owner s permission but only for the visitor s benefit. This situation creates a slightly higher liability for the landowner. For example, a person who is permitted to hunt on a farm without paying a fee, if there were no recreational immunity act in Pennsylvania (see information on RULWA below), would be classified as a licensee. Again, the landowner is not responsible for discovering unsafe conditions; however, the landowner must provide warning of known unsafe conditions. Invitee A person on the owner s land with the owner s permission, expressly or implied, for the owner s benefit, such as a paying customer. (In the example above, for instance, if the farmer charged the hunter a fee, the hunter would probably be classified as an invitee.) This is the highest level of responsibility and therefore carries the highest level of liability. The owner is responsible for unknown dangers that should have been discovered. For example, the landowner has a duty to: inspect the property and facilities to discover hidden dangers; remove the hidden dangers or warn the user of their presence; keep the property and facilities in reasonably safe repair; anticipate foreseeable activities by users and take precautions to protect users from foreseeable dangers, and; post signs warning of possible dangers. The landowner does not ensure the invitee s safety, but must exercise reasonable care to prevent injury. Generally, the landowner is not liable for injuries caused by open or obvious dangers or where there has been an appropriate warning. Children Most states, including Pennsylvania, accord children a higher level of protection, even if trespassing. Pennsylvania has adopted the attractive nuisance or child trespasser doctrine where a child is harmed by an artificial condition on land. Artificial or manmade conditions that change the natural landforms, such as a quarry, can be attractive to children who are unaware of potential danger and may be injured if they explore the area. A landowner must show that he or she has made a reasonable effort to eliminate any dangerous conditions or otherwise keep children safe from any such area where the owner knows or has reason to know that children are likely to trespass and when the artificial condition has the potential to cause death or serious bodily injury. Liability and Rail-Trails in Pennsylvania

79 Legal Principles Governing Liability Pennsylvania, like many states, alters these general legal principles governing liability through the enactment of statutes. For example, trail managers often receive special protection from liability by state-enacted Recreational Use Statutes. Recreational Use Statutes (RUS), which are in effect in some form in all 50 states, limit the liability of landowners who allow the public to use their land for recreational purposes by limiting the landowner s liability for recreational injuries when access was provided without charge. RUS s alter common law tort principles for certain landowners who allow the public free use of their land for recreational purposes. While such landowners might normally owe a higher duty of care toward recreational users as licensees, a RUS limits the duty of care and corresponding liability of such landowners to that owed to trespassers. The distinction drawn by the RUS between ordinary negligence, for which the RUS limits the trail manager s liability, and willfully or maliciously inflicted harm, for which liability is retained, is often a subtle one. In Pennsylvania, liability is retained not only for intentional infliction of harm but also for willful or malicious failure to warn of dangerous conditions. For example, the failure to inspect the trail to identify potential hazards about which the trail manager is unaware, such as a hole, obstructions in the trail, or other potentially hazardous conditions, might be considered ordinary negligence for which the trail manager is not responsible. However, a court might find the fact that the trail manager was aware of a previous injury caused by a danger hidden to users, and did nothing to inspect, fix or warn of the danger to be willful or even malicious. Pennsylvania s Statutory Protections for Trails Pennsylvania has several statutes that are potentially available to limit the tort liability of trail managers in the event a person suffers personal or property injury while using the trail. First, Pennsylvania has enacted a recreational use statute, which is called the Recreation Use of Land and Water Act (RULWA), 68 P.S to (2003). Under RULWA, an owner of land owes no duty of care to keep the premises safe for entry or use by others for recreational purposes, or to give any warning of a dangerous condition, use, structure, or activity on such premises to persons entering for such purposes, 68 P.S However, liability is not limited for willful or malicious failure to guard or warn against a dangerous condition, use, structure, or activity, 68 P.S (1). Liability is also not limited for injuries suffered if the owner charges for entry onto the land, 68 P.S (2). The law covers more than just pure owners. Possessors, trail managers and lessors are protected, too. The RULWA is applicable to both public and private landowners. See Favoroso v. Bristol Borough, 569 A.2d 1045, (Pa. Commw. 1990).Even if the landowner doesn t charge a fee but the trail manager does, the parties are not eligible for RULWA protection. Consideration received for land leased to the state or one of its subdivisions is not considered a fee within the meaning of 68 P.S (2). York County Heritage Rail Trail, Pa. Rails-to-Trails Conservancy Liability and Rail-Trails in Pennsylvania

80 The Pennsylvania Supreme Court has held that RULWA does not insulate owners of fully developed recreational facilities from the normal duty of maintaining their property in a manner consistent with the property s designated and intended use by the public, Mills v. Commonwealth, 633 A.2d 1115, 1119 (Pa.1993). Instead, RULWA s protections are limited to substantially unimproved land. Therefore, if a recreational facility has been designed with improvements that require regular maintenance to be safely used and enjoyed, the owner of the facility has a duty to maintain the improvements, Stone v. York Haven Power Co., 749 A.2d 452, 456 (Pa. 2000). Pennsylvania s Rails to Trails Act, 32 P.S et seq, also limits liability for recreational trail use in a similar manner to Pennsylvania s RUS. Liability is limited for the owner or lessee who permits trail use by the public under the Rails to Trails Act. Like the RULWA, the act applies to both private and public owners, 32 P.S. 5621(b). Also as with RULWA, liability is not limited if there are any fees charged in connection with trail use or for willful or malicious failure to guard or warn against a dangerous condition, use, structure or activity. 32 P.S. 5621(d). Risk Management Pennsylvania s Rails to Trails Act and RULWA are defenses that may be available to limit the liability of a trail manager in the event of a personal injury lawsuit. Nonetheless prudent trail managers should adopt risk management strategies to minimize the possibility of injuries on the trail and to protect themselves in the event they are sued. Trail managers should: design the trail for safety; use prominent signage to warn users of potentially dangerous areas; regularly inspect the trail and correct any unsafe conditions; keep records of inspections and remedial changes; prominently post hours of operation and other rules and regulations, along with emergency contact information; develop procedures for handling medical emergencies, incorporate, which may limit the personal liability of principals; purchase insurance or place the trail in public ownership, where it can be covered by the overall insurance policy of the city, county or state, and; understand the state recreational use statute and other pertinent laws. Allegheny River Trail, Pa. Jim Holden / Rails-to-Trails Conservancy Liability and Rail-Trails in Pennsylvania

81 CASE STUDIES Youghiogheny River Trail, Pennsylvania Regional Trail Corporation is a non-profit (501c3) partnership whose mission is to acquire, develop, and manage trail corridors in southwestern Pennsylvania and to create and promote opportunities for recreation, tourism, economic development, and historic and environmental conservation. Regional Trail Corporation is the developer and manager of the north section of the Youghiogheny River Trail (the Yough Trail, or YRT), and is assisting the development of three other trails in the area. The north section of the Yough Trail is a 43-mile, crushedlimestone surfaced trail built along the railbanked right-of-way of the Pittsburgh & Lake Erie Railroad between McKeesport and Connellsville in southwestern Pennsylvania. Designed as a non-motorized, shared-use, recreational trail, the Yough Trail is just one part of a 150-mile network of trails that runs from Pittsburgh, Pa., to Cumberland, Md., known as the Great Allegheny Passage. A total of nine local volunteer organizations report to the Regional Trail Corporation and are responsible for the maintenance of the four trails, while the corporation, with one full-time paid staff and one part-time office staff, manages and coordinates their efforts. Regional Trail Corporation has purchased each of the corridors that it manages and carries liability insurance for these properties. Although a few liability suits have been threatened over the 15-year history of the corporation, nothing has ever gone to court. monitors who patrol the trail on bikes, by foot and on horseback. The monitors are identified by their gold-andblack jerseys or T-shirts and carry first aid kits and cell phones. They complete a training program sponsored by the Regional Trail Corporation two times a year that includes First-Aid, as well as instruction on what to do when a maintenance or safety issue is confronted. The monitors report trail damage and physical injuries to the manager of the Regional Trail Corporation by phone call and written report. When maintenance issues occur that cannot be dealt with immediately, safety cones and/ or tape are used to clearly mark the hazard. Photographs are taken in order to document the site. The hard copy records are kept for one year by the Mon/Yough Trail Council and then filed with Regional Trail Corporation. Signage with rules of the trail, contact information and maps are posted at each trailhead. ConTaCT: Regional Trail Corporation PO Box 95 West Newton, PA Telephone: Web site: The Mon/Yough Trail Council is one of nine organizations reporting to Regional Trail Corporation, and they perform the actual maintenance on the north section of the YRT. The Mon/Yough Trail Council oversees a team of approximately 25 volunteer Youghiogheny River Trail, Pa. Rails-to-Trails Conservancy Liability and Rail-Trails in Pennsylvania

82 Perkiomen Trail, Pennsylvania The 20-mile Perkiomen Trail in Montgomery County, Pennsylvania, is owned and managed by the Montgomery County Department of Parks and Heritage Services. The asphalt and gravel trail connects to three separate county parks along its route. This trail is a primary bike corridor in the greater Philadelphia area with downtown Philadelphia just 25 miles away. It is accessible via a connecting rail-trail, the Schuylkill River Trail. When the Perkiomen Trail opened in 2003, the county established the position of regional trails manager within the parks department. Since the trail is part of the county park system, Regional Trails Manager Rich Wood relies on the park maintenance staff and rangers to patrol the trail and carry out maintenance tasks. The trail does not use volunteers for any ongoing tasks, although there are special community clean-up events scheduled several times a year when volunteers are solicited. The trail does not have a friends group. Maintenance and safety procedures have been dictated by the County Department of Parks, with written Standard Operating Procedures for safety inspections and any incidents that require first-responders. Liability protection is provided via Montgomery County, which is self-insured. Each park along the trail has accepted responsibility for a designated section of trail, and maintenance inspections are performed weekly. The park rangers are the real eyes and ears of the trail for alerting the maintenance staff, says Wood. Park rangers patrol the trail twice daily at a minimum and will notify the maintenance foreman of any problems. The park maintenance foreman will then decide what work is required and if necessary contact the regional trails manager. Signage on the trail includes warnings at all road crossings, as well as signs posting expected trail etiquette, trail maps, and contact information. In many areas the Perkiomen Trail is bordered by large, old-growth trees and it parallels the Perkiomen Creek, so wind and rain storms can be the trail s biggest problem. The staff has Perkiomen Trail, Pa. John Corcoran / Rails-to-Trails Conservancy set procedures for clean-up along the trail following a storm event, when whole sections of the trail may have to be barricaded and closed until flood waters subside. Our trail users are our best maintenance observers, reports Wood. Often they will call the park office from their cell phones while they are still out on the trail. Park rangers will inspect the area that has been reported and if necessary contact maintenance staff and/or barricade the area. The Park Maintenance Department documents their work and files the record with the appropriate park office. Park staff file an incident report for situations requiring first-responders such as police or ambulance. These reports would be accepted in a court of law. In the case of physical injury, it is likely that 911 is called first by the trail user. The police are obligated to notify the park staff that there has been an incident. It is imperative that we maintain a good relationship with the first-responders; they are most likely to be the first on the scene in the event of a physical injury, says Wood. The County Parks Department and the regional trails manager are currently drafting a written chain-ofcommand and procedures manual. ConTaCT: Rich Wood, Regional Trails Manager Montgomery County Department of Parks and Heritage Services PO Box 311 Norristown, PA Telephone: Web site: Liability and Rail-Trails in Pennsylvania

83 Glossary Contributory negligence: If the injured party (plaintiff) was not acting in a reasonable and prudent manner, he or she may be shown to have contributed to the cause of the accident. This contributory negligence may result in a ruling against the plaintiff or limit damages. Duty of Care: Before negligence can be proven, courts first determine what duty of care is owed to the injured party by the owner/operator of the premises. The duty of care owed depends on the status of the injured party as a trespasser, licensee or invitee. Liability: Generally meaning responsible and answerable. Liability entails a legal responsibility that includes being bound to do something that may be enforced by [court] action. Resources: Rail-Trails and Liability, A Primer on Trail-Related Liability Issues & Risk Management Techniques, Rails-to- Trails Conservancy, Trails for the Twenty-First Century, Planning, Design and Management Manual for Multi-Use Trails, Railsto-Trails Conservancy, 2001 Rail-Trail Maintenance and Operation, Ensuring the Future of Your Trail, Rails-to-Trails Conservancy, 2005 Pennsylvania s Recreational Land and Water Use Act fact sheet, Pennsylvania Department of Conservation and Natural Resources, 2006, publications/ negligence: The failure to exercise a standard of care that a reasonable person would have in a similar situation; any conduct short of intentional or reckless action that falls below the legal standard of reasonable care. Plaintiff: The party that initiates a legal action in a court of law. Sovereign Immunity: A principle of immunity from suit that was historically available to state governments. Starting in the 1950s, courts began to erode government immunity, exposing states and political subdivisions to liability. Since that time, many states have enacted tort claims statutes that partially waive the government s sovereign immunity for specified classes or categories of actions, while placing limits on such suits. Tort: A wrongful act, not including breach of contract or trust, that results in injury to another s person, property or the like, and for which the injured party is entitled to damages. Prepared by Rails-to-Trails Conservancy with funding in part from the Commonwealth of Pennsylvania, Department of Conservation and Natural Resources, Community Conservation Partnerships Program, Growing Greener Fund, May Disclaimer: This fact sheet is for purposes of general information only and is not intended as legal advice. The accuracy of the information could be affected by court rulings or statutory changes made after publication. Rails-To-Trails Conservancy Northeast Regional Office 2133 Market St, St 222 Camp Hill, PA Pennsylvania Department of Conservation and Natural Resources, Bureau of Recreation and Conservation, Community Conservation Partnerships Program, Growing Greener Fund. Liability and Rail-Trails in Pennsylvania

84 PENNSYLVANIA STATUTES Pennsylvania Recreational Use Statute TITLE 68: REAL AND PERSONAL PROPERTY CHAPTER 11: USES OF PROPERTY SECTION 477: RECREATION USE OF LAND AND WATER Purpose; liability The purpose of this act is to encourage owners of land to make land and water areas available to the public for recreational purposes by limiting their liability toward persons entering thereon for such purposes Definitions As used in this act: (1) "LAND" means land, roads, water, watercourses, private ways and buildings, structures and machinery or equipment when attached to the realty. (2) "OWNER" means the possessor of a fee interest, a tenant, lessee, occupant or person in control of the premises. (3) "Recreational purpose" includes, but is not limited to, any of the following, or any combination thereof: hunting, fishing, swimming, boating, camping, picnicking, hiking, pleasure driving, nature study, water skiing, water sports, cave exploration and viewing or enjoying historical, archaeological, scenic, or scientific sites. (4) "CHARGE" means the admission price or fee asked in return for invitation or permission to enter or go upon the land Duty to keep premises safe; warning Except as specifically recognized or provided in section 6 of this act, an owner of land owes no duty of care to keep the premises safe for entry or use by others for recreational

85 purposes, or to give any warning of a dangerous condition, use, structure, or activity on such premises to persons entering for such purposes Assurance of safe premises; duty of care; responsibility, liability Except as specifically recognized by or provided in section 6 of this act, an owner of land who either directly or indirectly invites or permits without charge any person to use such property for recreational purposes does not thereby: (1) Extend any assurance that the premises are safe for any purpose. (2) Confer upon such person the legal status of an invitee or licensee to whom a duty of care is owed. (3) Assume responsibility for or incur liability for any injury to persons or property caused by an act of omission of such persons Land leased to State or subdivision Unless otherwise agreed in writing, the provisions of sections 3 and 4 of this act shall be deemed applicable to the duties and liability of an owner of land leased to the State or any subdivision thereof for recreational purposes Liability not limited Nothing in this act limits in any way any liability which otherwise exists: (1) For wilful or malicious failure to guard or warn against a dangerous condition, use, structure, or activity. (2) For injury suffered in any case where the owner of land charges the person or persons who enter or go on the land for the recreational use thereof, except that in the case of land leased to the State or a subdivision thereof, any

86 consideration received by the owner for such lease shall not be deemed a charge within the meaning of this section Construction of act Nothing in this act shall be construed to: (1) Create a duty of care or ground of liability for injury to persons or property. (2) Relieve any person using the land of another for recreational purposes from any obligation which he may have in the absence of this act to exercise care in his use of such land and in his activities thereon, or from the legal consequences of failure to employ such care Repealer The act of September 27, 1961 (P.L. 1696), entitled * * * [section 1629 of Title 12], is repealed. All other acts or parts of acts are repealed in so far as inconsistent herewith.

87 Prepared by: Name: Address: Telephone: Return to: Name: Address: Tax Parcel(s): TRAIL EASEMENT AGREEMENT THIS TRAIL EASEMENT AGREEMENT ( this Agreement ) dated as of (the Agreement Date ) is by and between ( the undersigned Owner or Owners ) and (the Holder ). Article I. Background 1.01 Property The undersigned Owner or Owners are the sole owners in fee simple of the property identified below and more fully described in Exhibit A (the Property ). Street Address: Municipality: County: Parcel Identifier: State: Pennsylvania 1.02 Easement Area The portion of the Property that is subject to this Agreement (the Easement Area ) is shown on the plan attached as Exhibit B (the Easement Plan ) Purposes The purposes of this Agreement are to set forth the terms under which the Trail Facilities described in Article II can be established and maintained for activities and uses by the general public described in Article III Consideration The undersigned Owner or Owners acknowledge receipt of the sum of $1.00 in consideration of the grant of easement to Holder under this Agreement. Article II. Grant of Easement for Trail Facilities 2.01 Grant The undersigned Owner or Owners, intending to be legally bound, grant and convey to Holder the perpetual right to create the Trail identified below; to enter the Easement Area at any time to construct, install, maintain and repair any one or more of the items (collectively, with the Trail, the Trail Facilities ) described in paragraph (a) of this section; and, subject to the prior written consent of Owners, those described in paragraph (b) of this section. (a) Trail Facilities (i) A trail not to exceed approximately feet in width together with steps, railings, and other surface structures which, as to wet areas, may include bridges and culverts (collectively, the Trail ). (ii) Signs to mark the Trail, to provide information related to the Trail and for interpretive purposes. (iii) Fencing, gates, and barriers to control access

88 (b) Trail Facilities Requiring Prior Written Consent of Owners Benches, picnic tables, wastebaskets, and bicycle racks Exercise of Rights Creation of the Trail and other construction, installation, maintenance and repair of the Trail Facilities may include installation of signage; mowing, cutting or removal of soil, rock or vegetation; application of gravel, crushed stone, wood chips or paving; or other means of creating the Trail surface (if any) and/or identifying the Trail s path. These activities may include vehicular use. Article III. Grant of Easement for Public Access 3.01 Grant of Easement The undersigned Owner or Owners, intending to be legally bound, grant to Holder the right to make available to the public a perpetual easement and right-of-way over the Trail and the right to use Trail Facilities for the purposes ( Permitted Trail Uses ) described in paragraph (a) and, subject to the prior written consent of Owners, those described in paragraph (b) of this section: (a) Permitted Trail Uses Use of the Trail as a right-of-way for (i) walking, hiking, jogging, bicycling, horseback riding, bird watching, nature study; (ii) power-driven mobility devices for use by persons who have mobility impairments; and (iii) emergency vehicles in the case of emergency within the Easement Area. (b) Uses Requiring Prior Written Consent of Owners Recreational vehicular use such as snowmobiling; events such as runs or competitive races; programmatic use by schools, clubs or other groups; or any use of Trail for purposes other than as a right-of-way for passage over the Property such as picnicking or other stationary activities No Charge for Access No Person is permitted to charge a fee for access to the Trail or use of the Trail Facilities. Article IV. Rights of Owners 4.01 Owner Improvements Owners must not construct, install or maintain any facility or improvement within the Easement Area except the following (collectively, Owner Improvements ): (i) items existing within the Easement Area as of the Easement Date and listed in the schedule (if any) attached to this document entitled Existing Owner Improvements ; (ii) items listed in the schedule (if any) attached to this document entitled Permitted Owner Improvements ; (iii) fencing along the boundary of the Easement Area not impeding access to the Easement Area for the purposes described in Articles II and III; and (iv) items to which Holder, without any obligation to do so, gives its consent in writing Owner Uses and Activities Owners have the rights accorded to the general public to use the Trail Facilities as well to exercise any one or more of the following rights with such notice to Holder as is reasonable under the circumstances: (a) Mitigating Risk Cut trees or otherwise disturb resources to the extent reasonably prudent to remove or mitigate against an unreasonable risk of harm to Persons on or about the Easement Area. (b) Hunting; Forestry Close access to the Easement Area for public safety reasons (i) for up to forty (40) days per year so as to accommodate hunting by or under control of Owners; and (ii) for up to sixty (60) days within any ten (10) year period to accommodate forestry activities. (c) Resource Management Mow, cut or remove vegetation, or plant vegetation, within the Easement Area but only in accordance with guidelines set forth in the schedule (if any) attached to this document entitled Permitted Resource Management and any additions to or modifications of that schedule requested by Owners and approved by Holder in writing, or in the absence of a schedule, in accordance with guidelines approved by Holder in writing

89 (d) Grants to Others Grant leases, licenses, easements and rights-of-way affecting the Easement Area to Persons other than Holder but only for (i) permitted Owner Improvements; (ii) activities and uses that Owners are permitted to engage in under this Agreement; or (iii) other items that Holder, without any obligation to do so, approves after review. (e) Enforcement Rights Remove or exclude from the Property any Persons who are (i) in locations other than the Trail or other Trail Facilities or (ii) not engaged in Permitted Trail Uses. Article V. Enforcement; Liability Issues 5.01 Enforcement Holder may, in addition to other remedies available at law or in equity, compel Owners to make the Easement Area available for the purposes set forth in Article II and Article III by exercising any one or more of the following remedies, without any need to show that a civil action for damages is not available to furnish compensation: (a) Injunctive Relief Seek injunctive relief to specifically enforce the terms of this Agreement; to restrain present or future violations of this Agreement; and/or to compel restoration of Trail Facilities or other resources destroyed or altered as a result of the violation. (b) Self Help Enter the Property to remove any barrier to the access provided under this Agreement and do such other things as are reasonably necessary to protect and preserve the rights of Holder under this Agreement Warranty The undersigned Owner or Owners warrant to Holder that: (a) Liens and Subordination The Easement Area is, as of the Agreement Date, free and clear of all Liens or, if it is not, that Owners have obtained and attached to this Agreement as an exhibit the legally binding subordination of any mortgage, lien, or other encumbrance affecting the Easement Area as of the Agreement Date. (b) Existing Agreements No one has the legally enforceable right (for example, under a lease, easement or right-of-way agreement in existence as of the Agreement Date) to prevent the installation of Trail Facilities or the use of Trail Facilities for Permitted Trail Uses. (c) Hazardous Materials To the best of Owner s knowledge, the Easement Area is not contaminated with materials identified as hazardous or toxic under applicable law (collectively, Hazardous Materials ) and no Hazardous Materials have been stored or generated within the Easement Area Immunity under Applicable Law Nothing in this Agreement limits the ability of Owners and Holder to avail themselves of the protections offered by any applicable law affording immunity to Owners and Holder including, to the extent applicable, the Recreational Use of Land and Water Act, Act of February 2, 1966, P.L. (1965) 1860, No. 586, as amended, 68 P.S et seq. (as may be amended from time to time) Public Enters at Own Risk Use of any portion of the Easement Area by members of the general public is at their own risk. Neither Holder nor Owners by entering into this Agreement assume any duty to or for the benefit of the general public for defects in the location, design, installation, maintenance or repair of the Trail Facilities; for any unsafe conditions within the Easement Area; or for the failure to inspect for or warn against possibly unsafe conditions; or to close the Trail Facilities to public access when unsafe conditions may be present. Holder will endeavor to repair damaged Trail Facilities but has no duty to do so unless and until Holder receives actual notice given in accordance with Article VI of this Agreement of the need to repair an unreasonably dangerous condition

90 5.05 Costs and Expenses All costs and expenses associated with Trail Facilities are to be borne by Holder except for items included in Owner Responsibility Claims (defined below in this Article) Responsibility for Losses and Litigation Expenses (a) Public Access Claims; Owner Responsibility Claims If a claim for any Loss for personal injury or property damage occurring within the Easement Area after the Agreement Date (a Public Access Claim ) is asserted against either Owners or Holder, or both, it is anticipated that they will assert such defenses (including immunity under the Recreational Use of Land and Water Act) as are available to them under applicable law. The phrase Public Access Claim excludes all claims (collectively, Owner Responsibility Claims ) for Losses and Litigation Expenses arising from, relating to or associated with (i) personal injury or property damage occurring prior to the Agreement Date; (ii) activities or uses engaged in by Owners, their family members, contractors, agents, employees, tenants and invitees or anyone else entering the Property by, through or under the express or implied invitation of any of the foregoing; or (iii) structures, facilities and improvements within the Easement Area (other than improvements installed by Holder). (b) Indemnity If immunity from any Public Access Claim is for any reason unavailable to Owners, Holder agrees to indemnify, defend and hold Owners harmless from any Loss or Litigation Expense if and to the extent arising from a Public Access Claim. Owners agree to indemnify, defend and hold the Holder harmless from any Loss or Litigation Expense if and to the extent arising from an Owner Responsibility Claim. (c) Loss; Litigation Expense (i) The term Loss means any liability, loss, claim, settlement payment, cost and expense, interest, award, judgment, damages (including punitive damages), diminution in value, fines, fees and penalties or other charge other than a Litigation Expense. (ii) The term Litigation Expense means any court filing fee, court cost, arbitration fee or cost, witness fee and each other fee and cost of investigating and defending or asserting any claim of violation or for indemnification under this Agreement including in each case, attorneys fees, other professionals fees and disbursements. Article VI. Miscellaneous 6.01 Beneficiaries and Agents The rights of Holder under this Agreement may be exercised by Holder, any Person identified by Holder as a beneficiary of this Agreement and who accepts this designation by recordation in the Public Records of a joinder to this Agreement (a Beneficiary ), or any of the contractors, agents, and employees of Holder or Beneficiary Binding Agreement This Agreement is a servitude running with the land binding upon the undersigned Owner or Owners and, upon recordation in the Public Records, all subsequent Owners of the Easement Area or any portion of the Easement Area are bound by its terms whether or not the Owners had actual notice of this Agreement and whether or not the deed of transfer specifically referred to the transfer being under and subject to this Agreement. Subject to such limitations (if any) on Holder's right to assign as may be set forth in this Agreement, this Agreement binds and benefits Owners and Holder and their respective personal representatives, successors and assigns Governing Law The laws of the Commonwealth of Pennsylvania govern this Agreement Definition and Interpretation of Capitalized and Other Terms The following terms, whenever used in this Agreement, are to be interpreted as follows: (i) Owners means the undersigned Owner or Owners and all Persons after them who hold any interest in the Easement Area. (ii) Person means an individual, organization, trust, or other entity

91 (iii) Public Records means the public records of the office for the recording of deeds in and for the county in which the Easement Area is located. (iv) Including means including, without limitation. (v) May is permissive and implies no obligation; must is obligatory Incorporation by Reference Each exhibit or schedule referred to in this Agreement is incorporated into this Agreement by this reference Amendments; Waivers No amendment or waiver of any provision of this Agreement or consent to any departure by Owners from the terms of this Agreement is effective unless the amendment, waiver or consent is in writing and signed by an authorized signatory for Holder. A waiver or consent is effective only in the specific instance and for the specific purpose given. An amendment must be recorded in the Public Records Severability If any provision of this Agreement is determined to be invalid, illegal or unenforceable, the remaining provisions of this Agreement remain valid, binding, and enforceable. To the extent permitted by applicable law, the parties waive any provision of applicable law that renders any provision of this Agreement invalid, illegal, or unenforceable in any respect Counterparts This Agreement may be signed in multiple counterparts, each of which constitutes an original, and all of which, collectively, constitute only one agreement Entire Agreement This is the entire agreement of Owners, Holder and any Beneficiary pertaining to the subject matter of this Agreement. The terms of this Agreement supersede in full all statements and writings between Owners, Holder, and others pertaining to the transaction set forth in this Agreement Notices Notice to Holder under this Agreement must be in writing and given by one of the following methods: (i) personal delivery; (ii) certified mail, return receipt requested and postage prepaid; or (iii) nationally recognized overnight courier, with all fees prepaid. In an emergency, notice may be given by phone ( ) or electronic communication ( ) followed by one of the methods in the preceding sentence. INTENDING TO BE LEGALLY BOUND, the undersigned Owner or Owners and Holder, by their respective duly authorized representatives, have signed and delivered this Agreement as of the Agreement Date. Witness/Attest: Owner s Name: Owner s Name: [NAME OF HOLDER] By: Name of signatory: Title of signatory: - 5 -

92 This document is based on the Model Trail Easement Agreement (9/11/2010 edition) provided by the Pennsylvania Land Trust Association. The model on which this document is based should not be construed or relied upon as legal advice or legal opinion on any specific facts or circumstances. It should be revised under the guidance of legal counsel to reflect the specific situation. COMMONWEALTH OF PENNSYLVANIA: COUNTY OF : ON THIS DAY, before me, the undersigned officer, personally appeared, known to me (or satisfactorily proven) to be the person(s) whose name(s) is/are subscribed to the within instrument, and acknowledged that he/she/they executed the same for the purposes therein contained. IN WITNESS WHEREOF, I hereunto set my hand and official seal. Print Name:, Notary Public COMMONWEALTH OF PENNSYLVANIA: SS COUNTY OF : ON THIS DAY before me, the undersigned officer, personally appeared, who acknowledged him/herself to be the of, a Pennsylvania non-profit corporation, and that he/she as such officer, being authorized to do so, executed the foregoing instrument for the purposes therein contained by signing the name of the corporation by her/himself as such officer. IN WITNESS WHEREOF, I hereunto set my hand and official seal. Print Name:, Notary Public - 6 -

93 Model Grant of Trail Easement and Commentary A Short Form Alternative to the Model Trail Easement Agreement Prepared by the Pennsylvania Land Trust Association with support from the William Penn Foundation and the Pennsylvania Department of Conservation and Natural Resources Bureau of Recreation and Conservation Growing Greener Program Find the most recent edition of this document as well as other models and guidance at ConserveLand.org and ConservationTools.org. First edition of the model 9/1/2010 Commentary last updated 9/1/2010