Muhlenberg Rail Trail. Master Plan

Transcription

1 Muhlenberg Rail Trail Master Plan Muhlenberg Township Berks County, PA November 2003

2 Muhlenberg Rail Trail Master Plan Muhlenberg Township Berks County, PA November 2003 Prepared for: Muhlenberg Township Board of Commissioners Stephen J. Geras, President Natale DeLuca, Vice President Rose Papich Charles E. McCann Michael Malinowski Muhlenberg Township Parks and Recreation Steven Landes, Director Karen Regenfuse, Recreation Supervisor Study Committee Jeff Doelp Harold George Terry Heckman Rick Hoffmaster Dan Hornberger Michael Hughes Deacon Kline Rita Lesher K. Scott Long Robert McWilliams John Miller Terry Rohrbach Prepared by: Yost Strodoski Mears Toole Recreation Planning Rettew Associates, Inc. Muhlenberg Rail Trail Master Plan acknowledgements

3 Muhlenberg Rail Trail Master Plan TABLE OF CONTENTS Muhlenberg Township Berks County, PA CHAPTER 1 - INTRODUCTION Introduction The Community Goals for the Muhlenberg Rail Trail The Planning Process Plan Recommendations CHAPTER 2 INVENTORY AND ANALYSIS Project Area Inventory and Analysis Cultural and Regional Resources Segment Descriptions CHAPTER 3 CITIZEN PARTICIPATION Citizen Participation Conclusions CHAPTER 4 CONCEPTUAL TRAIL DESIGN Project Goals Trail Users Muhlenberg Rail Trail Conceptual Plan CHAPTER 5 MUHLENBERG RAIL TRAIL MASTER PLAN Introduction Trail Theme Common Design Issues and Elements Acquisition, Access Easement and Cooperative Agreement Recommendations Segment Descriptions CHAPTER 6 OPERATION AND MANAGEMENT Muhlenberg Rail Trail: Component of the Parks and Recreation System Trail Operation and Regulations Maintenance Planning Trail Operating Requirements Maintenance Tasks and Scheduling Security Maintenance Alternatives Operating Budget Revenue Sources...6-9

4 CHAPTER 7 COST ANALYSIS Development Costs Development Phasing APPENDIX A Environmental Report Review Summary... A1 APPENDIX B Arch Bridge Structure Review...B1 APPENDIX C Typical Routine Inspection Report... C1

5 Chapter 1 Introduction

6 Introduction The Muhlenberg Rail Trail is a 2.5-mile rail-trail conversion project located in Muhlenberg Township and the Borough of Laureldale in Berks County. The rail-trail corridor runs between the northern boundary of Muhlenberg Township with Ontelaunee Township and the Exide Property located in the Borough of Laureldale. The rail corridor was formally the East Penn Branch of the Reading Railroad, which was abandoned in the late 1980 s. The goal of converting the abandoned rail corridor into a recreation trail is explored through this planning project. The purpose of this master plan is to describe the existing conditions of the corridor; explore the surrounding landscape and natural resources and consider the trails impact; explore issues related to the trail including management financing, operation and management; and identify issues and opportunities that could influence the trail s development and success. The master plan provides recommendations for the development, operation, management, and maintenance of the trail. It does not provide construction specifications or drawings from which the trail could be constructed. The Community Muhlenberg Township is a township of the first class located in Berks County. Muhlenberg Township is a suburban community located north of the City of Reading. Its population has grown in an inconsistent manner over the past several decades and totaled 16,305 residents in the 2000 U.S. census. Laureldale Borough is a small Borough completely surrounded by Muhlenberg Township. Laureldale Borough had a 2000 U.S. census population of 3,759 residents. The median age of both communities is older than that of the state (38.0) and county (37.4) at 43.3 years of age for Muhlenberg Township and 42.9 years of age for Laureldale Borough. In 1999 the Borough of Temple merged into Muhlenberg Township. Muhlenberg Township has a professional Parks and Recreation Department that oversees 11 park and recreation sites and a linear park along the Laurel Run. The department offers year-round leisure programs for residents, coordinates special community events, and undertakes planning projects such as this master plan. Muhlenberg Township has explored the possibility of developing the recreation trail for over seven years through discussions with Laureldale Borough and adjoining property owners. In 2002 the Laureldale Borough Council and the Muhlenberg Township Commissioners instructed the Township Solicitor to acquire the rail corridor by eminent domain. Condemnation proceedings were completed in Goals for the Muhlenberg Rail Trail Muhlenberg Township set the goal of developing and operating a high quality recreational trail on the 2.5-mile rail corridor. The trail should achieve the following goals: Provide a safe, attractive recreation facility. Contribute to the health and wellness of the community. Accommodate a variety of non-motorized uses such as walking, running, bicycling, inline skating, and cross-country skiing. Provide an alternative transportation route through the municipality that links parks, the school complex, neighborhoods, and area employers. Provide an opportunity for a variety of recreational uses, activities, and special event programs. Provide a fully handicapped accessible facility. Muhlenberg Rail Trail Master Plan Chapter 1-2

7 The Planning Process Muhlenberg Township retained a planning team of Yost Strodoski Mears, Toole Recreation Planning, and Rettew Associates, Inc. to prepare the Master Plan. The team included individuals with a wide range of expertise including landscape architects, engineers, traffic engineers, ecologists, and recreation planners. The plan was based upon an extensive citizen participation process that included key person interviews, public meetings, and work sessions with a study committee. The purpose of the public participation process was to gather information, identify issues, seek out opportunities, build stewardship, and identify potential partnerships. The planning team conducted extensive field studies that focused on the corridor, road crossings, adjacent land use, connections to community facilities, recreation opportunities, partnerships, and management approaches. Plan Recommendations A summary of the recommendations of the Master Plan include the following: 1. Trail Development - The trail should be developed with a phased approach. The trail should be developed as a multi-use recreation trail with a single paved trail tread for use by pedestrians, bicyclists, persons with disabilities, cross county skiers, and inline skaters. Trail facilities such as rest areas, parking, and signs should be developed along the trail route. Facilities should be convenient to use, promote trail safety, and easily maintained. Common design elements should be used throughout the trail to unify the design. 2. Connections - Connections to surrounding parks, schools, and commercial and residential areas are recommended to promote non-motorized access throughout the community. 3. Road Crossings - The removal of the bridge at Mount Laurel Avenue interrupts the accessible linear corridor. The plan recommends modifying the grade at Mount Laurel Avenue to create an at-grade crossing. The bridge at Elizabeth Avenue will remain to permit the trail to pass safely beneath the road. At-grade crossings are proposed at the other road/trail intersections. 4. Construction - Construction documents should be developed to detail road crossing improvements, trail grading and drainage, trail tread construction, and trail amenities. Documents will be required to obtain permits from PennDOT, Berks County, local municipalities, as necessary and to bid the project for construction. 5. Operations and Management - The trail will be professionally managed by the Muhlenberg Township Parks and Recreation Department (MTPRD). The MTPRD will coordinate and oversee routine and scheduled maintenance, hazard abatement, problem correction, security, and patrols. Volunteers, partnerships, and use of public service programs are recommended. Muhlenberg Rail Trail Master Plan Chapter 1-3

8 Chapter 2 Inventory & Analysis

9 % Project Area Inventory and Analysis A comprehensive project-area inventory and analysis was completed at the outset of the project to evaluate the physical characteristics of the trail corridor. This analysis is critical for any development project. For the Muhlenberg Rail Trail, a thorough inventory and analysis is critical for the following reasons: To ascertain development opportunities and concerns regarding the corridor and adjacent lands. To become familiar with the context of the community. To field view the project area in different seasons of the year. The trail corridor was viewed in three seasons; summer, fall, and winter. Development costs are greatly influenced by the ease of construction and compatibility of the proposed development with the corridor s physical features. The Muhlenberg Rail Trail is located in Berks County, Pennsylvania from Laureldale Borough at the southern end and travels north through Muhlenberg Township to the Ontelaunee Township line. The trail corridor is approximately 2.5 miles long. Berks County Muhlenberg Township % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % S.R %% % % % % % % % % % % % % Pottsville Pike S.R %% % %% % % % %%% %%% % % %%%%% % % % % % % % % % % % % %%% % % % % % % % % % % %%%% % % % % %% % % % % % % % % %%%% % % % % %%% % % % % % S.R Allentown Pike Temple % % %% % %%% %%%% % % %%% %% % % % % % % % % %% % % % % % % %%%%%%% % % % % % % % % % % %% % % % %% % % % % % % % % % % % % % % Fifth Street Highway S.R Kutztown Road Muhlenberg Rail Trail Borough of Laureldale % % % % % % % % % % % % % % % % % % % % % % % % % The analysis included field viewing the corridor, and reviewing available aerial photography and archival information. General analysis is documented on the Site Analysis Map and the following text. Muhlenberg Rail Trail Master Plan Chapter 2-2

10

11 Topography Information Source Design Intent Findings Conclusions Drainage Information Source Design Intent Findings United States Geographic Survey (USGS), Temple topographic quad; available Muhlenberg Township GIS information and field investigation. The American with Disabilities Act (ADA) regulates a maximum slope for public facilities. The trail slope should not exceed 5-percent slope (1:20), in transition areas the maximum slope should not exceed 8-percent (1:12) and handrails are required on both sides of the trail. The rail trail corridor is relatively flat, with a slope range of two percent to four percent, typical of railroad beds. The rail bed was built up in many areas to maintain the shallow slope required for rail travel that created steep side slopes. Two areas where the railroad and streets cross result in significant grade changes between the surfaces. At Mount Laurel Avenue a bridge was removed which resulted in steep embankments from the trail corridor to the road. Elizabeth Avenue travels over the railroad bed via a concrete bridge, submerging the rail corridor approximately 25 feet below grade at the crossing with steep side slopes. Other road/trail crossings are at grade. The topography of the trail corridor is compatible with the development of a recreation trail with the exception of the bridge removal area at Mount Laurel Avenue. Guide rail will be required in some areas to alert users of steep slopes along the corridor's embankment. The bridge removal site will require a solution to link the trail across the roadways. The grade differential should be mitigated by ramping to the roadway to meet accessibility standards. The large culvert south of the intersection will limit the extent of ramping. The Elizabeth Avenue underpass will require special consideration as the trail is submerged below the surrounding grade creating safety and security concerns. Pedestrian links to nearby facilities will also require additional measures such as steps and ramps to achieve accessible connections Field investigation and USGS mapping. The existing drainage patterns should be maintained along the trail and the trail surface should be graded to provide positive drainage and eliminate ponding water and wet conditions. A 2-percent cross slope should be created along the trail tread. The trail was field viewed during periods of prolonged dry weather. The trail tread was dry. A majority of the adjacent upland man-made drainage swales were saturated and contained standing water. Over time with increasing residential and commercial development, stormwater has been continuously channeled into the railroad corridor and into these stormwater conveyance side ditches. In some areas where the proper gradient exists these stormwater ditches function as ephemeral stream channels during precipitation events. Conversely, in more level areas where the gradient does not allow for natural drainage, water becomes ponded and exists primarily as shallow, stagnant Muhlenberg Rail Trail Master Plan Chapter 2-4

12 Conclusions Soils Information Source Design Intent Findings pools. The standing water generally occurred on the eastern, uphill side of the trail and was most severe in the area from Frush Valley Road to Water Street. Shallow sloping swales are typical along railroad beds where grades are maintained below 3 percent. The trail crosses Laurel Run and a tributary to Laurel Run with two existing culverts in the area of Temple Playground. A small stream crosses the trail as an open ditch in the area of Queen Street. The stream follows the western side of the railroad bed to the southern limits of the study area. Due to the urbanized setting of the rail trial excessive amounts of off-site stormwater appears to be channeled into the corridor. Along much of the corridor this stormwater is captured and conveyed along small channels adjacent to the railroad bed. In areas where this water flows unabated it has scoured and eroded the original ditch. This process will only be exacerbated over time due to increased water volumes and velocities from adjacent impervious surfaces. In poorly drained areas, ponded water creates breeding grounds for black flies and mosquitoes and helps perpetuate the colonization of invasive species to include Phragmities australis, Lythrum salicaria and Polygonum cuspidatum. These poorly drained areas are hazards for bicyclist and pedestrians using the trial. Drainage modifications such as underdrain and cross pipes will be necessary to reduce the potential for standing water. Underdrain should be directed to existing stormwater collection and conveyance systems where practical. Runoff should be conveyed to the original downstream drainage area. Engineered wetlands may also prove effective to soak up surface water with water loving plants where positive drainage is not practical. During the corridor field view several appropriate areas, including abandoned parking lots, were identified as potential sites that could be manipulated to capture excessive stormwater and possibly developed into passive wetland treatment basins. Some of the benefits of passive wetland treatment would be to reduce impervious surfaces (by removing old parking lot pavement) along the corridor, promoting stormwater infiltration, reduce stormwater velocities, re-establishing native vegetation, and promote water quality. By constructing several passive wetland treatment basins along the length of the corridor, most if not all, of the low stagnant water areas could be eliminated. United States Department of Agriculture, Soil Conservation Service, Soil Survey of Berks County, Pennsylvania. Determine the compatibility of the soils with the proposed trail and ancillary facilities. There are three soil series found along the trail corridor; Andover Very Stony Loam (AnB), Made Land (MaB, MdB), and Murrill Gravelly Loam (MuB2). The majority of the soils within the trail corridor are Made Land. These soil materials have been moved or disturbed by excavation or filling so that the natural orderly arrangement of horizons of the soils has been destroyed. The Andover soil has limitations associated with a high water table; however, this soil is limited to a very small crossing that aligns with the drainage crossing Muhlenberg Rail Trail Master Plan Chapter 2-5

13 Conclusions identified near Queen Street. The Murrill Soils exist north of Mount Laurel Avenue and raise little concern for trail development. Because the majority of the trail will be built on existing railroad ballast along the old rail bed, the soils are not a limiting factor in development of the trail. In many areas the rail bed has been raised above the level of the native soils. In the area where ballast has been removed, an adequate base course of stone will be required to develop the trail. Environmental Hazards Information Source Design Intent Findings Conclusions Phase I Environmental Assessment East Penn Branch Right-of-Way, Muhlenberg Township, prepared by RMC Environmental Services, Inc. March 1993, Modified Phase 1 Environmental Assessment for Abandoned Railroad Right-of-Way from South of Duke Street to North of East Huller Lane, Reading, PA prepared by Chester Environmental, Inc. June 1995, AT&T Phase 1 Environmental Site Assessment, Abandoned Railroad Rightof-Way letter report prepared by Tier, Inc. May 1996 and field investigation and sampling by Rettew Associates. Determine if environmental hazards exist along the corridor, which should be mitigated or separated from areas of public access. Evidence of environmental impacts are present at the Empire Steel and Exide properties as noted in the previous reports. Rettew Associates investigation could not determine if the former railroad operation has impacted environmental conditions in the railroad corridor. A summary of the findings prepared in a letter from Rettew Associates is provided in Appendix A of this report. Rettew Associates recommends that Muhlenberg Township consider an environmental cleanup of the railroad corridor prior to development of the trail. The focus of the cleanup should center on the section of corridor adjacent to the Empire Steel property. The cleanup should meet residential standards, due to the end use of the trail corridor. The level of effort expended by Muhlenberg Township to perform a cleanup of the corridor should be determined through consultation with an attorney experienced in environmental law. Plant Ecology Information Source Design Intent Findings Field Investigation. The vegetation within the corridor should be species that are compatible with public trail use. Native plant material should be preserved as possible. Plant material should be native species, non-invasive, low maintenance material that provides shade and interest along the trail. Within many of the old industrial sites vegetative maintenance has ceased and the building grounds, parking lots, and storage areas are now dominated primarily with invasive and exotic plant species including Ailanthus altissima (tree-of-heaven), Lonicera tatarica (tartarian honeysuckle), Acer platanoides Muhlenberg Rail Trail Master Plan Chapter 2-6

14 Conclusions (Norway maple), Verbascum thapsus (common mullen), Centaurea maculosa (spotted knapweed), Lineria vulgaris (butter and eggs) and Melitous alba (white sweet clover). Since the railroad corridor itself has also been abandoned for some time, vegetative maintenance, usually in the form of herbicide application, has also ceased. This has allowed common non-native plant species such as Coronilla varia (crown vetch), Celastrus orbiculatus (oriental bittersweet), Rosa multiflora (multiflora rose), Lathyrus latifolius (perennial sweetpea), and Lonicera japonica (Japanese honeysuckle) to become well established along the length of the entire corridor, often to the exclusion of native species. In many places along the corridor the back end of the residential yards adjacent to the railroad corridor have become dumping grounds for yard waste grass, tree trimmings and other refuse. In some case this dumping has encouraged the establishment of non-native ornamentals, primarily Forsythia suspensa (forsythia) and Hermercallus fulva (Asiatic day lily). Although these species are considered non-aggressive their presence is still displacing native vegetation. In more level areas where the gradient does not allow for natural drainage, water becomes ponded and exists primarily as shallow, stagnant pools. Within these areas exotic species specially adapted for moist, disturbed soil conditions including Polygonum cuspidatum (Japanese knotweed), Rhamus cathartica (buckthorn), and Lythrum salicaria (purple loosestrife) have rapidly colonized. Although native, Phragmities australis (common reed) is also a well established invasive in these wet areas. These ponded water areas can also provide temporary breeding grounds for mosquitoes and other biting insects. Although the majority of the corridor consists of non-native species, there were some native species identified during the corridor walk. These native species include Parthenocissus quinquefolia (Virginia creeper), Acer negundo (box elder), Ulmus rubra (slippery elm), Acer saccharum (silver maple), Rubus allegheniensis (Allegheny blackberry), Catalpa speciosa (catalpa), Toxicodendron radicans (poison ivy), Dipsacus sylvestris (common teasel), Platanus occidentalis (sycamore), Rhus typhina (staghorn sumac), Apocynum cannibinum (hemp dogbane), Ambrosia artemisiifolia (common ragweed), Phytolacca americana (common pokeweed), and Betula populifolia (gray birch). The site walk identified the majority of the vegetation currently occupying the railroad corridor as non-native species. There were very few native hardwood trees identified along the corridor. The only native species of any significance was Acer negundo, a generally small shrubby floodplain species with little commercial value. The only other native tree with any presence was Platanus occidentals, another species common to floodplains. Without proper control methods this rail trail corridor will continue to be dominated by exotic species. Because of the historic disturbances to the soil along the corridor and the well-established non-native species, future control methods should probably include an initial herbicide application followed directly by a clearing and grubbing along the entire length of the corridor. Once the exotic species are removed the narrow right-of-ways could then be seeded with a commercial grass species and maintained by periodic mowing. If tree Muhlenberg Rail Trail Master Plan Chapter 2-7

15 or shrub cover is more desirable than grasses, starter blocks of the appropriate native species should be planted. For most of its length, the trail corridor is far too narrow to function as an ecological corridor. Increasing the width would provide a path for the movement of animals and plant propagules, and provide additional shading for human users of the trail. Water Features Information Source Design Intent Findings Conclusions Structures Information Source Design Intent Findings Field investigation and USGS mapping. To develop the trail in a manner that is compatible with the existing water features. Additionally, water feature may add interest to the trail corridor. Laurel Run is the only mapped perennial watercourse to cross the rail corridor. Laurel Run crosses the trail with existing culverts. At each of the crossings the creek s elevation is much lower than the trail tread and users will be separated from the creek both visually and physically. Laurel Run is designated as a Warm Water Fishes (WWF) and Migratory Fishes (MF). Laurel Run does not affect the development of the trail due to the elevation difference; however, potential connections to Temple Playground will require stream crossings. Guide rail should be provided at each culvert crossing to separate the users for the steep elevation change. Field investigation and Site Observation Report prepared by Rettew Associates, dated April 23, To assess the condition of the structures along the trail corridor and determine improvements necessary for use of the structures for trail traffic. Bridge No. 1 The existing structure over Laurel Run (Bridge #1) is an arch bridge with a 9-4 rise and approximately 12-0 span. The center portion of the structure is a stone masonry arch that was extended using reinforced concrete arches and wingwalls on both ends. Concrete deterioration was observed at various locations on the headwalls, spandrel walls and wingwalls. The upstream wingwalls are in generally good shape with only slight scaling at the northern wingwall. The downstream headwall is in need of repair. The upstream southern spandrel wall contains minor spalling and the southern downstream wingwall has large amounts of spalling. The actual arch bridge structure is in overall good condition. Bridge No. 2 Bridge #2 is a stone masonry arch bridge, located near the Temple Playground baseball field. The stone masonry arch barrel has a 14-0 rise and 14-0 span. The wingwalls, spandrel walls, and headwalls are constructed of reinforced concrete. The upstream wingwalls are in good condition and the downstream wingwalls have only minor concrete spalling. The downstream southern wingwall has some minor deterioration at the foundation that requires repairs. The entire stone masonry arch structure was in good condition with only minor water infiltration. The flow through the structure was very minimal and the streambed was predominantly bedrock Muhlenberg Rail Trail Master Plan Chapter 2-8

16 Conclusions - Views Information Source Design Intent Findings Conclusions Trail Encroachments Information Source Design Intent Findings and stable. Stone Abutments - The existing stone abutments, located in the former trolley corridor downstream of the stone masonry structure, near the baseball field were also observed for potential use with a pedestrian bridge crossing. The stone masonry walls were generally in sound condition. The condition of the foundation was not observable. No signs of abutment overturning, sliding or other signs of structure failure were observed. Each structure investigated is appropriate and compatible with development of a trail corridor for recreation use with improvement, modifications, and maintenance as outlined in the Site Observation Report dated April 23, 2003 prepared by Rettew Associates (Appendix B). The structures, when modified, improved, and maintained as recommended in the report will be sufficient and safe to support trail traffic to include, pedestrians, bicyclists, equestrians, cross-country skiers, in-line skaters and vehicles for maintenance, emergencies, and security. The existing stone masonry abutments in the former trolley line appear to be suitable for use with a pedestrian bridge. The abutments will need minor modifications for construction of a concrete cap to serve as the bridge seat for the pedestrian bridge. Field investigation. To locate rest areas and trailheads to take advantage of scenic views. Long views along the trail corridor are limited by the urban texture of the area. The most interesting views occur in the area of Laureldale Playground, which is a high point along the trail situated approximately 25 feet above the surrounding area and affords a 360-degree view. The bridge tops also offer filtered views to the associated stream corridors and natural areas. Support facilities such as benches, picnic tables, and rest areas should be located where trail users can enjoy the views. Field investigation. To identify areas of encroachment to the corridor, which may impact the development of a public recreation trail. There appears to be limited areas of encroachment on the trail corridor. The rear yards of many adjacent properties have become dumping grounds for yard waste, grass clippings, tree trimmings, and other refuse. This dumping may contribute to the drainage problems associated with the corridors swales. Since no boundary survey is available for the project it is difficult to ascertain the actual encroachment. The only obvious and significant encroachment noted occurs on the northeast corner of the intersection of the rail corridor and Mount Laurel Avenue. An adjacent property owner has Muhlenberg Rail Trail Master Plan Chapter 2-9

17 Conclusions secured approximately half of the railroad right of way with chain link fence from Mount Laurel Avenue to the northern Temple Borough line. Most of the minor encroachments do not interfere with the intent of establishing a recreation trail, however, the fenced area north of Mount Laurel Avenue will require the attention of the Township s legal council to secure the Township owned right-of-way for the trail. Cultural and Regional Resources Community Facilities Schools The Muhlenberg School District serves the trail area. The 52-acre school complex is located approximately one-quarter mile from the rail trail corridor. The school complex consists of the Muhlenberg High School, Muhlenberg Middle School, Cole Building Complex, and the Muhlenberg Elementary Center. Parks Existing recreation facilities located on the school property include three baseball/softball fields, one soccer/field hockey field, one football practice field, eight tennis courts, two basketball courts, restrooms, drinking fountain, and playground equipment. Frush Valley Road and Margaret Street provide direct access to the trail from the school complex. Pedestrian linkage to the school complex should be encouraged to provide a safe pedestrian route from the trail to the school. Access along Margaret Street appears practical using the existing sidewalk system and signalized road crossing of Kutztown Road. ADA accessibility along Margaret Street will need to be verified. There are several parks in the vicinity of the trail corridor. The parks are described below: Laureldale Playground is a four-acre park owned by Laureldale Borough on the west side of the trail with frontage on Rosedale Avenue. Roasedale Avenue, the abandoned trolley/first Energy utility corridor, and steep embankment grades separate the park from the trail. Park facilities include two youth baseball fields, playground area, basketball court, and restrooms. Mighty Mite Field is a private four-acre recreation facility on the west side of the trail with frontage on unimproved Rosedale Avenue and primary access from Frush Valley Road. The abandoned trolley/ First Energy utility corridor separate the park from the trail tread. Park facilities include one youth baseball field, batting cages, restroom building, concession building, and parking area. South Temple Playground is a 1.3-acre parcel containing picnic area with pavilion and complimentary facilities including, playground and volleyball court. The park is located approximately 400 feet from the rail trail connected by Park Avenue to the west. Park Avenue is equipped with sidewalks, although the slopes appear to exceed five percent, which is inaccessible per the ADA. Temple Playground is a 9.4-acre park on the west side of the proposed trail. The abandoned trolley/first Energy utility corridor, Laurel Run, steep embankment grades, and chain link fencing separate the park from the trail tread. Recreation Muhlenberg Rail Trail Master Plan Chapter 2-10

18 Zoning/Land Use facilities include playground area, one baseball/softball field, basketball court with lights, volleyball court with lights, in-line hockey court, shuffleboard court, picnic area, restrooms, and parking. Bernharts Reservoir is a 37.8 acre park owned by the City of Reading located approximately one half mile from the southern end of the trail corridor study area. The park site includes a 14-acre pond, wetland area, picnic area, restrooms, and parking. The park was closed at the time of this study due to environmental conditions. Access to the park from the trail is recommended to tap this valuable resource upon remediation of environmental conditions of concern. Access via the existing street network should be explored. Land use along the trail corridor varies throughout Laureldale Borough and Muhlenberg Township. Land use in the area includes residential, commercial, and industrial uses. Each municipality has Zoning Ordinances, and Land Development/Subdivision Ordinances. Because the trail passes through several zoning districts in each municipality, Muhlenberg Township should work with Laureldale Borough to adopt ordinance language that allows trail use by rights throughout the municipality. Utilities The trail corridor bisects a very urban area. Utilities such as water, sanitary, gas, electric, and telephone are readily available throughout the trail corridor. Many utilities cross the trail at the existing street intersections. First Energy owns and maintains a utility right-of-way that parallels the trail on the west side. This corridor is the former trolley right-of-way that aligns with the rail bed. The trolley bed is very prominent and visible throughout the majority of the trail length and offers a parallel trail bed adjacent to the rail trail corridor. The former bed is outlined on each side by utility poles and overhead wires, further defining the former rail corridor. Access and Circulation Along the length of the Muhlenberg Rail Trail there are numerous opportunities for access. The trail length is located within easy access of residential areas. The dense residential areas give way to a more isolated segment north of Mount Laurel Avenue. Much of the existing sidewalk system within each neighborhood comes in close proximity to the trail corridor. The existing sidewalk system provides convenient access to the surrounding area, shops, and businesses. Five road crossings exist along the length of the trail. Four of the crossings are public roads and one is a private drive. The northern most crossing is an at grade intersection with a private drive. The trail crossings are summarized on the Street Intersections Chart on the following page. Linkages/Trail Extensions Trail linkages are important to connect the trail with residential areas and community facilities such as schools, town centers, parks and other areas of interest. These connections provide safe, nonmotorized routes between facilities and the trail corridor. The Muhlenberg Rail Trail has potential linkages to numerous community facilities: Bernharts Reservoir, Laureldale Playground, Mighty Mite Field, South Temple Playground, Temple Playground, and the Muhlenberg School Complex. Additionally, the majority of the trail is served by a fully developed sidewalk system. The sidewalk system connects to commercial shopping centers, convenience stores, restaurants, and businesses in the area. Routes from the trail to points of interest should be identified. Linkages to these community facilities should be sought. Muhlenberg Rail Trail Master Plan Chapter 2-11

19 Street Intersections Street Name Location/ Ownership Elizabeth Road Laureldale Borough/ and Muhlenberg Township Type of Crossing Observations Vehicular bridge Trail corridor beneath Concrete bridge over trail corridor 30 wide clear opening beneath Dark and secluded, safety concern Heavily traveled road Sidewalks on both sides of Elizabeth Road Bridge Conclusions Bridge eliminates pedestrian/vehicular conflict Provide visibility into underpass from above Increase fence height at overpass to prevent litter from above Consider removal of bridge to develop a crossing at grade to improve pedestrian access and address safety and security issues. Frush Valley Road Hay Road Laureldale Borough/ and Muhlenberg Township Muhlenberg Township At grade crossing At grade crossing Heavily traveled road Sidewalk immediately available to the west Sidewalk is available to the east beyond the Empire Steel property. Empire Steel parking area adjoins trail ROW to the east. Sight distance appears adequate. Actual sight distance around the Empire Steel building should be verified. Moderately traveled, residential road Limited sight distance in either direction due to slope and road geometry. Sidewalks to residential area available to the west. Potential reuse of parking area at Empire Steel for trail parking. Portion with stream could be expanded as a wetland filter to offset impervious areas, alleviate drainage problems, and offer environmental education/ wildlife habitat. Develop signage to promote safe crossing. Provide connections to the sidewalk system for access to the school complex. Provide adequate trail signage to alert trail users to the upcoming crossing. Provide baffle to slow bicycles on trail from speeding through the crossing Develop traffic calming devices to slow vehicles as they approach the intersection. Mt. Laurel Avenue Private Drive Muhlenberg Township State Road (SR 1004) Muhlenberg Township/ Private Ownership Former railroad bridge crossing. Proposed at grade crossing At grade crossing Curb and sidewalk both sides. Railroad bridge has been removed resulting in a steep grade change from trail to roadbed. Adequate sight distance is provided. A parking pull-off is available to the east. Encroachment into the rail corridor to the north has occurred. Stone gabion wall and chain link fencing is developed, narrowing available trail corridor. Heavily traveled private drive. Mainly truck traffic. Adequate sight distance each direction Potential trailhead in the available parking pull-off area. Investigate ownership of the encroachment. Develop signage to promote safe crossing. Develop signage to alert trail users and promote safe crossing.

20 The 2.5-mile trail corridor is part of a larger rail network that extends north and south. The potential for expansion should be considered in the design. Expansion to the north was considered in previous studies, however, staunch opposition was voiced in Ontelaunee Township, and the plans were abandoned. Segment Descriptions The 2.5-mile length of the Muhlenberg Rail Trail was divided into six segments. Following is a description of the six segments. Segment #1 Prince Street to Elizabeth Avenue Location From the western edge of Prince Street north to the south side of Elizabeth Avenue. Length +/ miles Overview This segment follows the old rail bed and is in a highly residential area of the trail project. The area immediately surrounding the Elizabeth Avenue intersection is zoned commercial. The area south of the study area is industrial. The southern end of the segment is slightly below grade and gradually increases in depth below grade to the Elizabeth Avenue underpass. The corridor is approximately 25 below the surrounding street grade at the underpass. Natural Features The trail corridor is vegetated on each side. The vegetation offers a visual buffer to the surrounding residences. Invasive species dominate the vegetative cover on the hillside. A small drainage way enters the corridor from the east near Queen Street and crosses the trail bed in an open ditch. This drainage flows south in an open swale between the trail bed and Rosedale Avenue. Standing water was evident in the drainage swale on the east side of the bed. Built Features Rosedale Avenue and an abandoned trolley line corridor (owned and operated by First Energy) parallel the trail corridor on west side. Rosedale Avenue is a paved street serving residential properties that terminates in a dead end near the Duke Street terminus. The former trolley corridor is relatively flat, and contains two sets of overhead utility poles. Adjacent residents use the flat area for informal parking. The Exide Corporation is adjacent to the trail at the southeast corner of the study area. Parking for that facility is immediately adjacent to the trail corridor. The Gethsemane Cemetery maintains frontage along the corridor south of the residences. The cemetery property also maintains frontage on Kutztown Road along its western boundary. Elizabeth Avenue bridge is equipped with sidewalks on each side; however, the steep embankment restricts connection to the trail. Segment #2 Elizabeth Avenue to Frush Valley Road Location From the north side of Elizabeth Avenue to the south side of Frush Valley Road. Length Overview +/ miles This segment follows the old rail bed and experiences dramatic grade Muhlenberg Rail Trail Master Plan Chapter 2-13

21 changes. From 25-feet below Elizabeth Avenue the trail emerges to a height of approximately 30 feet above grade offering commanding views of the Laureldale Playground on the west side before returning to street grade at Frush Valley Road. Aside from the park, the majority of the surrounding land use is residential. Commercial zoning surrounds the Elizabeth Avenue intersection. Natural Features Vegetation exists on both sides of the trail thinning out at its highpoint above Laureldale Playground. Invasive species dominant the vegetative cover. A small stream is conveyed beneath the trail bed near the intersection with Frush Valley Road. Built Features The former trolley line and First Energy utility corridor parallel the west side of the trail, benched into the hillside in a fill situation. Dual overhead lines are present. Rosedale Avenue parallels the utility corridor and contains curb and sidewalk on the west side. The sidewalk system continues to the west. Laureldale Playground is visible from the trail and accessible from Laureldale Avenue, although separated by steep grades approaching 30 feet in height. Both the trail corridor and trolley corridor are well defined along this stretch and provide dual routes. Florence Street terminates at the railroad corridor on the east side. Florence Street taps a large residential area with sidewalks to the east. Steep grades separate Florence Street from the rail bed. A large culvert conveys runoff from Florence Street to an underground system beneath the rail bed and Eleventh Avenue. Southeast of the trail intersection with Frush Valley Road is a parking area associated with the Empire Steel Corporation. The parking area is in disrepair and transitions to the natural drainage way at its southern edge that passes beneath the trail. The Muhlenberg School Complex is located approximately one-quarter mile from the rail corridor to the west. Existing access from the trail to the school complex exists via sidewalks at Margaret Street and Frush Valley Road. A signalized pedestrian crossing exists at Kutztown Road for school access. Segment #3 Frush Valley Road to Hay Road Location From the north side of Frush Valley Road to the south side of Hay Road. Length +/-.62 miles Overview This segment follows the old rail bed and is generally at or near surrounding grade. A steep embankment on the east side separates the rail bed from adjacent residential properties. The embankment runs from Hay Road to the industrial land near the Empire Steel property. Aside from Empire Steel and adjacent industrial land, the surrounding land use is residential. Natural Features The steep embankment isolates the trail from the residential to the east. The embankment is vegetated with invasive species. The west side of the trail is filtered with a thin band of vegetation between the corridor and the First Energy right-of-way. A majority of the drainage swale on the east side of the corridor is clogged and contains standing water. A large presence of insects was noted in the standing water. Built Features Empire Steel is a strong visual presence from the trail. Towering steel structures, chain link fencing, and stone lined channel impose on the edge of the trail. No buffer exists. Typical of the previous segments, the abandoned Muhlenberg Rail Trail Master Plan Chapter 2-14

22 trolley line (First Energy right-of-way) parallels the corridor on the west side. Eleventh Avenue parallels the corridor adjacent to the First Energy right-ofway to the west. Mighty Mite Field lies adjacent to Eleventh Avenue at the southern end of the segment. The parking area for the field is immediately adjacent to Eleventh Avenue, with primary vehicular access from Frush Valley Road. South Temple Playground is located approximately 400 feet west of the trail. Convenient access to the park exists via existing sidewalks on the south side of Park Avenue. Sidewalk slope appears to exceed the slope permitted by the ADA. Concrete sidewalks are available to the west along Hay Road and in each direction at Frush Valley Road. Segment #4 Hay Road to Mount Laurel Avenue Location From the north side of Hay Road to the south side of Mount Laurel Avenue Length +/ miles Overview This segment follows the old rail bed and begins to elevate above the surrounding grade as it travels north. At the intersection of Mount Laurel Avenue, the rail bed is approximately 25 feet above street grade. The railroad formerly crossed the street via and overhead bridge. The bridge was removed in the 1970 s. Natural Features The trail is shaded along the majority of this stretch. Drainage issues associated with a clogged swale and standing water at the southern end of the segment were noted on the east side. As the trail climbs north, steep slopes emerge on each side. The Laurel Run passes beneath the rail bed at two locations via large culverts. Built Features Industrial land abuts the corridor to the east. Residential and light commercial border the corridor to the west. Temple Playground separates the residential and commercial land use and lies adjacent to the First Energy right-of-way. The First Energy right-of-way is benched into the slope below the rail corridor and above the Laurel Run, which follow the toe of slope. The former trolley line crossed the Laurel Run via a bridge that has been removed. The former bridge abutments remain, and re-use should be considered for pedestrian crossing. Steep slopes, the Laurel Run, and chain link fencing along the edge of the park prohibit direct access from the rail bed to Temple Playground. Informal access is provided south of the park via concrete steps from the former trolley, and sidewalk connections via Water Street and Tenth Avenue. Tenth Avenue terminates at the Laurel Run in a dead end street. A narrow concrete bridge provides pedestrian access to the park from Tenth Avenue. Sidewalks exist in each direction along Mount Laurel Avenue. A small informal parking area is located southeast of the intersection of Mount Laurel Avenue and the rail bed. The lawn parking area uses an existing opening in the curb to gain access. This area appears to be used for trail parking. Segment #5 Mount Laurel Avenue to the Private Drive Location From the north side of Mount Laurel Avenue to the south side of the private drive. Length +/ miles Muhlenberg Rail Trail Master Plan Chapter 2-15

23 Overview This segment follows the old rail bed. The southern end of the trail segment is situated 25 feet above the street grade at Mount Laurel Avenue due to the removed bridge. This stretch becomes isolated as it passes through vacant undeveloped land. Generally, the trail bed sits high above the surrounding land. Natural Features Scrub and invasive vegetation occupy the embankment slope and adjacent undeveloped wooded lands. Built Features Light industrial and commercial property occupies the western border. Vacant, disturbed land borders to the east. A severe encroachment has occurred along the eastern half of the corridor. The adjacent property owner has installed fencing along the length of this section, occupying half of the available corridor and rail bed. The trail sits significantly higher to the surrounding western grade, overlooking the commercial uses. The intersection of Kutztown Road and Allentown Pike occurs approximately 600 feet from the trail corridor to the west. This is a signalized intersection with pedestrian crossing that provides direct access to North Reading Plaza, a large commercial shopping center. Properties separating the intersection from the trail are deep and may provide connection under single ownership if an access easement can be secured. Steep grades from the railroad embankment separate the trail bed from the intersection. Segment #6 Private Drive to the Ontelaunee Township Line Location From the north side of the private drive to the Ontelaunee Township Line. Length +/ miles Overview This segment of trail follows the rail bed and eventually tapers into the Allentown Pike right-of-way. Natural Features Scrub and invasive vegetation occupy the embankment slope and adjacent undeveloped lands. Built Features Commercial property is immediately adjacent to the trail on the western side. Vacant wooded property exists to the east. Muhlenberg Rail Trail Master Plan Chapter 2-16

24 Chapter 3 Citizen Participation

25 Citizen Participation Rail-trail projects, by their linear nature, affect many people. A comprehensive understanding of the opportunities, benefits and concerns related to their development is important to communicate from the very outset. Ultimately, a rail-trail will be a facility for public use and enjoyment. To assure the public s needs and concerns have been met, it is critical to include citizens in the decision making process. The public participation process included three segments: working with a master plan study committee, interviewing key people and organizations, and holding public forums. Master Plan Study Committee The Master Plan Study Committee (MPSC) was established to act as a sounding board, provide input and guidance, and review the findings as the master plan was developed. The MPSC included the Muhlenberg Township Park and Recreation Director, members of the Township Parks and Recreation Board, municipal representatives, and citizens representing the geographic areas of the trail. Key Person Interviews Key person interviews were conducted throughout the planning process to provide critical insight into the concerns and issues surrounding the development of the Muhlenberg Rail Trail. Key person interviews were conducted in person and by telephone. They included: Representatives of the municipalities and their committees Adjacent landowners School officials User groups Private businesses along the trail Law enforcement officials General citizenry The interview resulted in a variety of ideas, comments, and concerns. The ideas listed below are reported as received and were considered for planning purposes. Ideas Provide safe access route to the trail from the surrounding neighborhoods. Provide designated parking areas to prevent trail users from parking along the street. Maintain the existing vegetation along the corridor that acts as a buffer to the residential properties. Clean out drainage channels along the corridor to eliminate standing water. Residents believe the standing water is due to the stockpile of debris created by the residents over the years. Suggestions for trail surfacing are split between a smooth pavement and aggregate. If paved, it was recommended to maintain a width that accommodates the stride of an in-line skate user. Provide comfort facilities such as drinking fountains and mile markers (1/4 mile min.) for trail users. Provide signage to features in the area (restaurants, convenience stores, restrooms, etc.) to make trail users aware of what s available. Identify street intersections. Provide share the trail and trail etiquette signs. Clearly post rules and regulations at each end of trail. Provide a phone Muhlenberg Rail Trail Master Plan Chapter 3-2

26 number to trail users to report maintenance issues or concerns. Provide lights at the Elizabeth Road bridge to illuminate the underpass. Provide shade trees and remove unwanted plant material to provide a clean, low maintenance corridor. Establish safe access to Kutztown Road. Prohibit the use of all terrain vehicles. Provide optional escape routes to the adjacent roads/neighborhoods. Provide removable bollards at street intersections to restrict vehicular traffic to maintenance and emergency vehicles. Prefer bollards to gates, as gates can become a hazard at dusk. Remove the Elizabeth Road bridge, as it is viewed as a blind spot along the trail. Concerns The corridor is quiet now, will increased traffic cause problems to the businesses along the trail. Local workers associated with the mushroom farmers use the trail corridor now. Would increased pedestrian traffic create conflicts? Must solve the drainage issues. Mosquitoes and other biting insects were seen as a problem that needs to be addressed. Look for areas of trail wash out in heavy storms. Additional maintenance equipment will likely be required. Eliminate hiding spots along the trail. General Information Empire Steel is one of 13 foundries owned by Atchinson Casting Corp. The Muhlenberg site has been non operational for several months. The company maintains a skeleton staff at the 24-acre site. (18-acres north of Frush Valley Road/ 6-acres to the south). The company s representative is hopeful that a government contract will be secured to extend operations an additional 6 months to a year. Should the plant secure work, the parking area would be needed and shared parking would be questionable. The southern 6-acre parcel was sold during the master plan study. Residents currently walk across the Gethsemane Cemetery property. A representative of the cemetery did not see a problem with pedestrian movement through the cemetery. A cooperative agreement should be explored. A representative of Ontelaunee Township noted that their municipality had discussed the trail corridor approximately six years ago and received staunch opposition (100 people at a public meeting). Subsequently, adjacent property owners have assumed ownership and fenced the corridor, prohibiting extension into the township. Public Forums Three public forums were held to present progress on the master plan to the general citizenry and seek input to the planning process. The public forums were advertised and promoted locally. Approximately 150 flyers were distributed to adjacent residents to encourage attendance. Members of the MPSC were invited to attend. Over 25 citizens attended the first forum and sixteen attended the second. The first forum, in the Muhlenberg Township Recreation Building, was held at the beginning of the Muhlenberg Rail Trail Master Plan Chapter 3-3

27 project to alert residents to the project and brainstorm ideas and concerns. The second forum, held at the Muhlenberg Township Municipal Building, was held midway through the planning process to review the preliminary master plan. The third forum was held at the completion of the project to present the final master plan to the communities. Ideas and concerns generated during the public forums included: Limit the number of anticipated access points with parking areas along the trail. Provide parking areas as needed, where space is available. Maintain the healthy vegetation that exists as a buffer to residents Develop a bituminous trail surface in lieu of a stone trail. Respect the privacy of the adjacent neighbors in the design. Consider lighting the trail for security with respect for adjacent residents. Consider the need for trash removal. Provide police patrol along the trail corridor. Address environmental issues associated with the trail. Provide amenities such as picnic tables, benches, and fitness stations at strategic locations along the trail. Prohibit the use of motorized vehicles such as all-terrain vehicles and motorbikes. Citizens noted that motorized vehicles currently use the trail, and requested that barriers be provided to restrict motorized access. Incorporate traffic control barriers that will prevent access of unauthorized vehicles from the trail tread, while allowing access for maintenance and emergency vehicles. Develop dog friendly facilities along the trail. Provide low-level security lighting. The trail should not be provided with lights that would encourage use after dark. Conclusions Citizens of Muhlenberg Township and Laureldale Borough are generally in favor of the development of the Muhlenberg Rail Trail. Many citizens voiced their support for the project and excitement of having the recreation resource in the area. Muhlenberg Township should continue to capitalize on this positive public sentiment through an ongoing outreach program. It is important for Muhlenberg Township to have effective working relationships with the community, especially adjacent landowners. It is important to note that trail projects normally come with opposition that requires a great deal of work to overcome. Muhlenberg Township is fortunate that little opposition exists for the project. Once the trail undergoes development, it will be important for the Township to be vigilant in its community outreach to insure that the positive reception of the trail is sustained. Muhlenberg Rail Trail Master Plan Chapter 3-4

28 Chapter 4 Conceptual Trail Design

29 Muhlenberg Township has pursued the development of this rail trail for many years. The master plan project is the next logical step to complete the Township s vision. The team developed the conceptual design based upon the overall project goals established by the Muhlenberg Township Rail Trail Master Plan Study Committee (MPSC) and input from the general public. The conceptual design also investigated issues identified during field reconnaissance and from public input and incorporated practical solutions. The conceptual alternative strived to develop the Muhlenberg Rail Trail as a public recreation trail in the best interest of the whole community with the resources available. Project Goals The common themes that emerged as project goals are summarized as following: Develop a non-motorized, multi-use recreation trail for pedestrians, joggers, in-line skaters, and bicyclists on the 2.5-mile corridor to serve as a local recreation resource as well as a nonmotorized transportation corridor to link residential communities. Develop safe, appropriate trail crossings. Address environmental concerns associated with the former railroad, adjacent industrial properties, and the associated impacts such as the Bernharts Reservoir closing. Incorporate connections with other destinations along the corridor such as parks, schools, and commercial destinations. Establish, sustain, and enhance partnerships for trail development, operation, and maintenance between the two municipalities. Seek partnerships or agreements with adjacent landowners to explore shared parking facilities within existing parking areas adjacent to the trail corridor. Eradicate invasive, non-native plant species along the trail, and promote the use of native vegetation to buffer residences, create use areas, and provide shade and beauty along the trail corridor. Trail Users The Muhlenberg Rail Trail is located in the eastern side of Muhlenberg Township. The trail originates in south central Laureldale Borough and passes through the Village of Temple on its ascent to the Ontelaunee Township line. The trail will primarily serve users from these areas. This population base will provide a ready audience for the trail. Recreation surveys consistently identify trail use as one of the most popular recreation activities in the Commonwealth and are enjoyed by a broad cross-section of the population. It is anticipated that the Muhlenberg Rail Trail will be used during all four seasons of the year by a variety of users to include walkers, hikers, joggers, bicyclists, cross-country skiers, and in-line skaters. The majority of the uses listed above will occur during non-winter months. Winter trail use will include cross-country skiing. Motorized vehicles will not be permitted on the trail except for maintenance, emergency, and security purposes. The trail must meet the requirements of the Americans with Disabilities Act (ADA) and the American Association of State Highway Transportation Officials (AASHTO) for its entire length. Trail users and user criteria are identified below. Muhlenberg Rail Trail Master Plan Chapter 4-2

30 Pedestrians/Persons w/ Disabilities Travel Speed Vertical Clearance Sight and Stopping Distance ADA Requirements Bicyclists In-line Skaters Cross-Country Skiers Trail Width Trail Surface Preference Trail Support Facilities Travel Speed Vertical Clearance Sight and Stopping Distance Trail Width Trail Surface Preference Trail Support Facilities Travel Speed Vertical Clearance Sight and Stopping Distance Trail Width Trail Surface Preference Trail Support Facilities Travel Speed Vertical Clearance Sight and Stopping Distance Trail Width Trail Support Facilities 3 to 7 miles per hour 7 feet 50 feet Maximum 5% grade (1:20) w/o handrail, maximum 8% grade (1:12) w/ handrail 5 feet minimum Compacted aggregate (pedestrians), bituminous (persons w/ disabilities) Rest rooms, benches, drinking fountains, picnic tables, telephones 20 miles per hour 8 feet 150 feet 10 feet w/ 2-foot shoulders (8 feet minimum) Compacted aggregate or bituminous Rest rooms, benches, drinking fountains, picnic tables, telephones, bike racks/lockers 10 to 17 miles per hour 8 feet 100 feet 12 feet w/2.5-foot shoulders, for twoway travel Bituminous Rest rooms, benches, drinking fountains, picnic tables, telephones 2 to 8 miles per hour 7 feet 50 feet 7 feet Restrooms, benches, drinking fountains, picnic tables, telephones, shelter Muhlenberg Rail Trail Master Plan Chapter 4-3

31 Muhlenberg Rail Trail Conceptual Plan A conceptual plan was developed for the Muhlenberg Rail Trail early in the planning process. The conceptual plan was developed to align to the opportunities and constraints identified in the inventory and analysis phase of the planning process. The design considered the project goals, public input, and needs of the various user groups identified. The conceptual plan for the trail illustrated the preliminary design ideas. Trail origins/terminus locations were determined, access points were identified, trail linkages and extensions were identified, and solutions to the road crossings were provided. The Conceptual Plan was reviewed at an MPSC/public meeting. Interested citizens and committee members provided their thoughts and comments regarding the concept plan as presented. The Muhlenberg Rail Trail Conceptual Plan (Map No. 4-A) is illustrated on the next page followed by a description of the proposed trail facilities. Trail Tread Although the trail corridor study area is 2.5-miles long with a northern terminus at the Ontelaunee Township line, the Conceptual Plan proposed terminating the northern portion of the trail near the northern end of the Village of Temple, providing access to the intersection of Kutztown Road and Allentown Pike, resulting in a two-mile trail length. The trail will be developed for multiple users. Identified users include pedestrians and persons with disabilities, bicyclists, in-line skaters, and cross-country skiers. These multiple users have differing trail requirements as identified above. To meet the needs of multiple users a 12-wide paved trail is proposed. The typical width of the cleared trail corridor area is 25 to 35 feet and will accommodate the trail and associated shoulder and drainage facilities. The entire length of trail will be developed to allow travel by maintenance, emergency, and security vehicles and will meet the regulations of the ADA. The trail tread will be developed on top of the existing ballast material as possible. The existing ballast will be graded and topped with aggregate where necessary to provide the base course. The ballast will be compacted to remove track tie memory; the impression of the wooden track ties on the ballast. The base course will be topped with a bituminous surface course. Trailheads and Special Events Area Three potential trailheads and one special events area are proposed for the Muhlenberg Rail Trail. Two potential trailheads are located at the southern terminus of the trail, one either side of the trail corridor. While only one trailhead is proposed at this southern terminus, the two identified offer good potential. Both potential trailheads would require property acquisition or access agreements to develop. The western trailhead is located on the vacant lawn of the adjacent Gethsemane Cemetery. The eastern trailhead is located within the existing parking area at the north end of the Exide property. A somewhat centralized trailhead is proposed within the existing gravel parking area associated with the Empire Steel property. A northern trailhead is proposed at the vacant alley northeast of the trails intersection with Mount Laurel Avenue. The trailheads at the northern and southern terminus and at the Empire Steel property should be developed with vehicular parking for trail users, bike racks, trash receptacles, information signage, mile markers, and benches. The parking areas will be paved. Handicap accessible parking spaces will be available at all parking areas. Bollards or gates will be placed on the trails connecting the parking areas to the trail. Bollards will be removable to control access while allowing emergency security and maintenance vehicle access. The trailhead will have informational and directional signage. No restroom facilities are proposed along the length of the trail. Use of the existing restroom facilities within the adjacent parks is promoted. Muhlenberg Rail Trail Master Plan Chapter 4-4

32

33 Laureldale Playground was selected as a special event area for the trail. The Laureldale Playground is centrally located along the trail and offers a large open lawn area, restrooms, convenient trail access, and sidewalk connections. The special events area will utilize the existing facilities within Laureldale Playground. Overflow parking for a special event is provided at the Empire Steel property with access via the rail corridor, First Energy corridor, or sidewalk along Rosedale Avenue. These three parallel and adjacent corridors also offer loop trails for fun runs and other walking/running events. The existing parking areas within the Mighty Mite Field and Temple Playground were also identified as convenient parking areas that could serve as trail parking and access points. The existing parking areas will have designated trail parking oriented toward the corridor and directional signage identifying the accessible route to the trail. Connections Connections to the surrounding street network, sidewalk system, and points of interest are established along the length of the trail. Pedestrian connections to Laureldale Playground, Mighty Mite Field, South Temple Playground, Temple Playground, and the Muhlenberg School Complex are promoted via the existing sidewalk system. Pedestrian access to North Reading Plaza, a commercial development at the intersection of Kutztown Road and Allentown Pike maybe provided through future access easements. Access through Gethsemane Cemetery is provided to gain pedestrian connection to Kutztown Road at the southern end. Access to Bernharts Reservoir is developed from the southern trailhead using Duke Street, Montrose Avenue, Vine Street, Marion Avenue and Crystal Rock Road. Future extensions of the rail corridor both north and south are also promoted. Drainage The existing drainage swales along the length of the trail are cleaned out to provide positive flow where possible, eliminating the standing pools of water. Where positive drainage is not practical, a drainage swale with stone trench and under drain is proposed. Outlets for the underdrain should be provided beneath the trail and designed to daylight to an existing drainage way, inlet, or storm sewer. Where drainage is not possible, a constructed wetland is recommended. The constructed wetland shall be developed with water loving plants to absorb excess run-off. The wetland areas shall be engineered to relieve run-off not readily absorbed. Road Crossings There are four road crossings along the 2-mile length of the trail. Of the four crossings, one is at a bridge removal location, two are at-grade crossings and one is an underpass. Only one crossing occurs across a Pennsylvania Department of Transportation road (SR designation). Preliminary road crossing improvements follow: Elizabeth Avenue Frush Valley Road Hay Road Mount Laurel Avenue (SR-1004) Increase fence height on bridge at overpass. Thin vegetation to increase visual access to the trail. Install signage and pavement markings Install signage, traffic calming devices, and pavement markings. Grade embankment to provide accessible trail to an at-grade crossing, install signage and pavement markings. Muhlenberg Rail Trail Master Plan Chapter 4-6

34 Support Facilities Support facilities are critical components of a successful, enjoyable recreation trail. Trail users desire support facilities that make the trail convenient to use, such as benches placed in a shady location to provide a respite for users. Support facilities serve the additional purpose of connecting the trail through a vocabulary of elements with similar design characteristics. Benches and bollards and other facilities that are similar in design and detail unify the trail. Typical support facilities were identified with each user group. The Muhlenberg Rail Trail should have the following support facilities: Rest rooms Benches Drinking Fountains Picnic Tables Bike Racks Trash Receptacles Guide Rail Lights Traffic Control Bollards Traffic Control Gates Signage System Rest rooms within adjacent parks should be open for trail users. No new restrooms are proposed. Benches are placed at each trailhead and at strategic locations along the trail for resting. Locations should be chosen for their interest or shade and provided at approximately one-quarter mile intervals at a minimum. Drinking fountains placed at trailheads where public water is available. Picnic tables provided at trailheads and key locations along the trail to take advantage of views and shade. Bike racks placed at each trailhead. Trash receptacles should be provided at trailheads only. The trail corridor should be developed as a carry in/carry out facility. Guide rail is placed as necessary to control access and identify safety concerns such as areas of steep side slopes, stream culverts, and road crossing. Light may be installed along the trail if the trail is available for night use. Security lighting of the Elizabeth Avenue underpass should be considered. Lighting the entire trail is not recommended. Traffic control bollards placed at access points to prohibit unauthorized vehicles entering the trail corridor. Bollards shall be removable type for access by emergency, security, and maintenance vehicles. Traffic control gates placed at at-grade road crossings to stop trail users prior to crossing a road. A comprehensive signage system is important to trail design. Signs serve many functions along a trail; to provide information and direction, to identify points of interest, to identify the trail mileage, and to alert users of safety concerns. Just as with support facilities, signs should be developed with similar design details to create a vocabulary of signs. See Figures 4-A & 4-B on the following pages for signage types, placement, and design concept. Muhlenberg Rail Trail Master Plan Chapter 4-7

35 Concept: Former Reading Railroad Station sign motif Mile Marker Trail Head / Interpretive Signage: Includes Township Logo, Map of the trail, Policy and Rules, Historical or Interpretive Information, Phone Number for problems/concerns, trail map handouts. Directional Signage: Identify features from the trail and identify the trail from the surrounding roads. Figure 4-A: Signage Muhlenberg Rail Trail Master Plan Chapter 4-8

36 Note: Trail and traffic signage within PennDOT and municipal rightsof-way shall have a seven-foot minimum clearance from cartway unless otherwise specified. Figure 4-B: Typical Signage Location Muhlenberg Rail Trail Master Plan Chapter 4-9

37 Mile Markers Informational Signs Interpretative Signs Directional Signs Traffic Signs Markers located at one-quarter mile intervals along the length of the corridor. Mile identification numbers should be visible for both north and southbound users. Information signs located at trailheads to provide information about the trail, such as trail use policies, trail map, and other graphic displays. A phone number should also be posted for trail maintenance issues and concerns. Interpretative signs placed at points of interest along the trail for educational and general interest purposes. Directional signs placed at trailheads and access points to identify distance and direction to points of interest. Traffic signs placed on the trail and roads that cross the trail to warn trail users and vehicles of road crossings. Muhlenberg Rail Trail Master Plan Chapter 4-10

38 Chapter 5 Muhlenberg Rail Trail Master Plan

39 Introduction This master plan documents the detailed design proposed for the Muhlenberg Rail Trail. The master plan is based on the conceptual plan for the trail and modified to its final form with consideration of public input received at the MPSC/public meeting and the results of additional research and field investigation to field test the conceptual design. Description of the Muhlenberg Rail Trail master plan is organized by trail segments preceded by a discussion of common design issues and elements. The master plan is a blueprint for a linear public recreation facility that will meet the needs of multiple users and provide opportunity for exercise, spending time with family and friends, and convenient, motor-free access throughout Laureldale Borough, the Village of Temple and Muhlenberg Township. Trail Theme Themes for the trail have been considered from the outset of the planning process. A theme for the trail should tie into what make the area special. The trail is located within an urban, industrialized area. The railroad and rail transportation played a large roll in the development of the immediate area. Aside from the Philadelphia and Reading Railroad, East Penn Railroad and the Pennsylvania Railroad, trolley and commuter service to Philadelphia served the community for years. Transportation and urban characteristics should be promoted in the construction details to reflect the spirit and influence of the railroad and transportation. Common Design Issues and Elements There are design issues and elements of the Muhlenberg Rail Trail that are overriding and consistent for the entire length of the 2-mile corridor. These issues and elements are discussed below. Accessibility The trail, as a public recreation facility, must be fully accessible to persons with varying mobility and abilities as required by the Americans with Disabilities Act (ADA). The ADA requires that the development of the Muhlenberg Rail Trail provide a barrier free path of travel for all trail users. This accessible path must be provided from designated access points and along the entire length of the trail. Public trailheads must have designated accessible parking spaces that connect to an accessible route that leads to the trail corridor. Additionally, an accessible route must connect all public facilities located at the trailheads and along the corridor, to include, picnic areas, playground, rest rooms, etc. Rest rooms, picnic pavilions and playgrounds servicing the trail must comply with ADA regulations. The trail tread must be developed with a maximum graded slope of five percent. The ADA also requires provisions at public facilities for persons with eyesight impairment. Braille lettering should be provided on all informational signs and maps. The design and location of all support facilities should be accessible to all persons. Picnic tables should accommodate persons in a wheel chair and height of telephones and drinking fountains should be compatible with ADA requirements. Trail Tread The trail tread is proposed as bituminous pavement (See Figure 5-A, Typical Pavement Section). A bituminous pavement surface at 12-foot width is proposed to accommodate the full stride of an inline skater and adequate room for multiple users to pass (Figure 5-B, Typical Trail Cross Muhlenberg Rail Trail Master Plan Chapter 5-2

40 Section). Trail surface materials are to be placed on top of compacted ballast that has been graded to a minimum 2 percent cross slope for surface drainage. The minimum depth of the existing ballast base course after grading shall be 10 inches. Field observations revealed numerous areas of poor drainage along the trail corridor. This master plan recommends cleaning out the existing drainage swales to promote positive flow where possible. Where positive flow is impractical, the drainage swale shall be provided with a stone trench, and underdrain to relieve standing water (Figure 5-C, Typical Trail Cross Section with Underdrain). The under drain shall be conveyed and day lighted to existing drainage ways, inlets or storm sewers. Shallow drainage swales may also be planted with water loving plants to absorb excess run-off (Figure 5-D, Drainage and Planted Wetland). Drainage improvements will be required at trailhead and other areas to direct drainage away from improvements. Drainage solutions should use best management practices and promote stormwater infiltration. Specific information on drainage requirements will be completed at the engineering and construction document stage of the project. Where the trail is proposed in areas without ballast, field investigation and testing should be undertaken to assure adequate sub-grade compaction and drainage can be achieved prior to placing the stone base course. Trailheads Trailheads are provided at three locations along the trail corridor, one at the southern terminus on the Excide property, a second at the northern end at Mount Laurel Avenue and a third centrally located within the Mighty Mite Field parking area. These facilities have features in common such as parking, signage, benches, bike racks, and a designated path directing the trail user to the main trail corridor. Each trailhead should be provided with a drinking fountain if public water is available. The facilities within the trailhead should match and complement the other elements along the trail to unify the design. Building materials for facilities should tie to the local surroundings and the flavor of the rail history. Trailheads should orient the trail user, be convenient to use, readily accessible from the trail, and designed with low maintenance in mind. Road Crossings The trail crosses four roadways. Three crossings are proposed at-grade while the trail crosses below the Elizabeth Avenue bridge. Significant grading will be required to develop an accessible at-grade crossing for Mount Laurel Avenue, due to the previous removal of the bridge. The culvert associated with Laurel Run will limit the horizontal length of grading activities. If adequate horizontal distance is not provided to achieve a five percent grade, ramps and handrails may be required. Crossings include both Township and Pennsylvania Department of Transportation (PennDOT) roads. Trail users are required to stop at all at-grade intersections between a public road and the trail and yield to crossing traffic. Each at-grade road crossing will have design elements, which will warn trail users of the crossing and promote safe crossing. The trail at each side of an atgrade crossing will have a change of alignment that requires trail users to slow down and stop prior to crossing the road. All users will be funneled to a 6-foot opening between a bollard and gate. Both sides of the trail approach to the crossing will have guide rail to direct users to the designated crossing. A stop ahead sign will be placed prior to the crossing if the stop sign is obscured from view. A stop sign and road name sign will be placed on the gate. A minimum 150-foot clear sight triangle must be provided on both sides of the crossing. PennDOT will make the final assessment and decision regarding the installation of roadway signs. Muhlenberg Rail Trail Master Plan Chapter 5-3

41 Note: In areas where ballast does not exist, provide a minimum depth of 6 of #2A coarse aggregate. Figure 5-A: Typical Pavement Section Muhlenberg Rail Trail Master Plan Chapter 5-4

42 Muhlenberg Rail Trail Master Plan Chapter 5-5 Figure 5-B: Typical Trail Cross Section

43 Muhlenberg Rail Trail Master Plan Chapter 5-6 Figure 5-C: Typical Trail Cross Section with Underdrain

44 Section Note: Existing drainage swales shall be cleaned out and provided with positive slope to drain. Every effort shall be made to drain these swales. Where positive slope is not available, a planted wetland may provide relief. Ongoing maintenance is required. Plan Figure 5-D: Drainage and Planted Wetland Muhlenberg Rail Trail Master Plan Chapter 5-7

45 Figure 5-E on the following page illustrates a typical at-grade crossing. Crosswalk markings may be provided at the crossings as determined by PennDOT or the municipality having jurisdiction of the roadway. The cost of undertaking road crossing improvements will be the responsibility of Muhlenberg Township. PennDOT or the Township having jurisdiction of the road will maintain the road crossing improvements. Support Facilities Support facilities for the Muhlenberg Rail Trail include, benches, picnic tables, bike racks, bollards, and drinking fountains. These elements should be similar in design and detail to unify the corridor and to lower on-going maintenance costs. These facilities should meet the regulations of the ADA in design, installation, and location. Signage Signage should be located throughout the trail, at trailheads, and trail access points to orient the user and provide information and direction regarding the trail and trail use. Interpretative signage should also be incorporated to highlight significant cultural, historical, or environmental areas. A logo for the Muhlenberg Rail Trail should be provided on each sign and the signs should be constructed of similar materials and have a similar design theme. By unifying the signs along the trail, the facilities of the trail will be readily recognized and identified in the community. Acquisition, Access Easement and Cooperative Agreement Recommendations Several parcels have been identified throughout the master plan process for possible use through cooperative agreement, access easement or consideration for acquisition. Following is a listing of these parcels and their potential benefit to the trail: Parking area associated with the Exide property. The existing parking area is adjacent to the rail corridor at the southern terminus and would serve as a trailhead. Parking area associated with the Empire Steel property. The existing parking area is adjacent to the rail corridor at the southeast intersection of Frush Valley Road and would serve as a trailhead and overflow parking area for special events. The rear of the parking area could serve as a made wetland/retention basin area to offset the impacts of the proposed improvements. The existing parking area at the Mighty Mite Field is centrally located along the trail length. The parking area offers a centralized trailhead with restrooms and drinking fountain and convenient access. The informal parking area northeast of the trail s intersection with Mount Laurel Avenue. This area is designated as a trailhead. Ownership of the parcel is unclear. It appears the land maybe an unopened or unimproved street. Ownership of this area requires verification to determine if adequate property can be secured to provide the trailhead facilities such as parking with turnaround, grade down, and signage. An access corridor between the trail and the signalized intersection at Kutztown Road and Allentown Pike should be established. Muhlenberg Rail Trail Master Plan Chapter 5-8

46 Visible from Stop Ahead warning sign (400 from Stop) Note: Actual distances, signage, and markings shall be field verified based on sight distances, road geometry, and speed limits. Figure 5-E: Typical Road / Trail Intersection Muhlenberg Rail Trail Master Plan Chapter 5-9

47 The primary objective of Muhlenberg Township, to develop a 2-mile recreation trail, does not require the acquisition or development of any of the parcels noted above. It is recommended that Muhlenberg Township concentrate its efforts on the development of the trail corridor, as numerous existing access points are provided. Additional parcel development or acquisition is not recommended until the trail corridor is established and maintenance is underway. Segment Descriptions The master plan design for each segment along the 2-mile corridor is described below. The final master plan maps can be found on the following pages. The descriptions of road crossing solutions are described in the segment north of the crossing. Segment #1 Prince Street to Elizabeth Avenue Trail Tread Grading will be required from the Exide property parking area to the trail for an accessible transition. A culvert crossing is required where the existing stream has intersected the trail tread near Queen Street. This crossing is likely a wetland regulated as a Waters of the Commonwealth. Appropriate permits from the Commonwealth for the crossing are required. The trail corridor should be modified in the area of the Elizabeth Avenue underpass to allow better visual access, enhance safety, and provide an easy exit route where the tread is below surrounding grade. Facilities Facilities in this segment include the following: Parking A use agreement should be pursued with Exide Corporation to allow trail users to park in the northern end of the existing parking lot located on Montrose Avenue. This parking lot should be pursued as the first alternative for parking at the southern origin of the trail. Pavement resurfacing and striping at the northern portion of the parking area with vehicular access from Montrose Avenue across from Prince Street should be completed. Signage Signage should direct users to the Exide parking lot if a use agreement is reached. Information signs should be placed at the intersection of the trail and at the Exide parking lot. Mile markers and a sign should identify the beginning of the trail adjacent to the Exide parking area. Signage should be provided at Elizabeth Avenue to identify the trail corridor below. Although no direct access is proposed at Elizabeth Avenue, identifying the trail from this well traveled road will create awareness. Support Facilities Support facilities such as benches and bike racks should be provided at the Exide parking area. Benches and picnic tables should be strategically placed along the trail at shaded locations to provide a comfortable rest area for trail users. Bench and picnic table locations should take advantage of local views. Points of Interest/Linkages Gethsemane Cemetery Access to Gethsemane Cemetery should be developed to connect the southern end of the trail to Kutztown Road and destinations south. The cemetery offers access across one property to Kutztown Road. An access agreement with the cemetery should be explored. Access along Grove Street that borders the cemetery s northern boundary could serve as an alternate route if no agreement can be obtained. Grove Street would require widening and sidewalk improvements. Muhlenberg Rail Trail Master Plan Chapter 5-10

48

49

50

51

52

53

54

55 Bernharts Reservoir Access to Bernharts Reservoir should be developed to link this recreation facility. Planning within the Township should promote connections along Montrose Avenue, Vine Street, Marion Avenue, and Crystal Rock Road. Crossings - No crossings are required within this segment. Elizabeth Road is an underpass allowing trail traffic to pass below the intersection. The fencing on the bridge is increased and provided with an arched top to prevent discarded litter and debris from the sidewalk above (see Figure 5-F). The vegetation on the embankments should be selectively thinned to remove invasive species, provide visual access to the corridor and maximize natural light. Security lighting within the underpass should be considered to deter unauthorized activity at night. Segment #2 Elizabeth Avenue to Frush Valley Road Trail Tread The trail tread climbs from below Elizabeth Avenue high above the Laureldale Playground before returning to grade at Frush Valley Road. Facilities Facilities in this segment include the following: Special Events Area Laureldale Playground is designated as a special events area. The existing park offers restrooms, playground, picnic area, and large open fields for multiple uses. A cooperative agreement with Laureldale Borough is required for use of this facility. A loop trail is proposed in the area using either the First Energy right-of-way or existing sidewalk at Rosedale Avenue. The designated loop provides a contiguous one-half mile course without vehicular conflict providing opportunity for fun run and walk events. The loop trail intersects the rail corridor where the trail bed is at grade with the surrounding grade, limiting the amount of grading required to achieve accessible connections. Signage Information and directional signs are proposed at the trail connection to Laureldale Playground. Support Facilities Bike racks should be provided in Laureldale Playground to facilitate trail use. Overflow parking for special events could be provided at the existing Empire Steel property southeast of the Frush Valley Road intersection. Steps are required for direct access from the trail to the Laureldale Playground and Florence Street. Benches and picnic tables should be strategically placed along the trail at shaded locations to provide a comfortable rest area for trail users. Bench and picnic table locations should take advantage of local views. Points of Interest/Linkages Muhlenberg School Complex A link to the school complex is proposed from the trail corridor. Margaret Street is the recommended route based on the existing sidewalk system and access to Kutztown Road and the School Complex. A signalized crossing is provided at Kutztown Road to facilitate safe crossing. Florence Street Access to Florence Street is proposed via steps to tap the residential area on the trail s eastern side. Crossings - Frush Valley Road Frush Valley Road is an existing at-grade crossing and the typical at-grade crossing improvements (Figure 5-E) should be installed to enhance safety. Sidewalk links are proposed to the west to connect to the existing sidewalk. Muhlenberg Rail Trail Master Plan Chapter 5-18

56 8 high chain link fence with arch top (10 foot total) Figure 5-F: Proposed Arch Fence at Elizabeth Avenue Bridge Muhlenberg Rail Trail Master Plan Chapter 5-19

57

58 Segment #3 Frush Valley Road to Hay Road Trail Tread The trail tread follows the former rail bed. Drainage swales and under drain are provided throughout the length of the western shoulder to reduce standing water. Facilities Facilities in this segment include the following: Signage Signage should direct users to and from the Mighty Mite Field and South Temple Playground. Information and directional signs should be placed at the existing parking area at the Mighty Mite Field. Support Facilities Support facilities such as benches and bike racks should be provided at the Mighty Mite Field parking area. The existing restrooms at the field should be identified and made available for trail users. An accessible route should be provided. Benches and picnic tables should be strategically placed along the trail at shaded locations to provide a comfortable rest area for trail users. Bench and picnic table locations should take advantage of local views. Points of Interest/Linkages Mighty Mite Field A link to the Mighty Mite Field is developed from the trail to serve as a central access point along the trail. The western side of the existing parking area, closest to the trail, should be paved and signed for trail parking. Directional signs should be provided. South Temple Playground Connection to the existing sidewalk system on the south side of Park Avenue is proposed to link the park facilities. Pavement markings and signage should be provided at the Eleventh and Tenth Avenue crossings. Crossings Hay Road Crossing Hay Road is an existing at-grade crossing and the typical at-grade crossing improvements (Fig. 5-E) should be installed with the addition of another Trail Crossing sign located approximately 120 feet from the intersection on the eastbound approach. The additional signs will alert vehicles to the trail crossing. Sidewalk links are proposed to the east and west to connect to the existing sidewalk system and residential developments. Sidewalks should be promoted within the existing residential neighborhood to the east. Segment #4 Hay Road to Mount Laurel Avenue Trail Tread The trail corridor steadily climbs from the at-grade crossing to above grade at the Mount Laurel Avenue crossing. The corridor is raised above the surrounding grade for a majority of the trail. Laurel Run passes beneath the trail corridor in two locations via large culverts. Guide rail is required at the top of the culverts and adjacent steep slopes to alert users to the hazard. Facilities Facilities in this segment include the following: Signage Signage should direct users to and from Temple Playground. Information and directional signs should be placed at the existing parking area at Temple Playground. Interpretive signs could be provided at the Laurel Run crossing to discuss this resource and promote its water quality. Support Facilities Bike racks should be provided at the Temple Playground parking area. Benches and picnic tables should be strategically placed along the trail at shaded locations to provide a comfortable rest area for trail users. Bench Muhlenberg Rail Trail Master Plan Chapter 5-21

59

60

61 and picnic table locations should take advantage of local views. Points of Interest/Linkages Views Views to the Laurel Run are provided from the existing culvert crossing. Temple Playground Connection to Temple Playground links a valuable recreation resource in the community. Connection will require steps and pedestrian bridge to navigate the steep embankments and Laurel Run. Although an accessible route is not readily available, secondary access to Temple Playground is proposed via Water Street and Tenth Avenue. A narrow pedestrian bridge at the terminus of Tenth Avenue exists across Laurel Run. The former trolley bed also serves as a secondary corridor that parallels the rail bed at the tow of slope and can provide access in lieu of the Water Street and Tenth Avenue route. The former trolley bridge would need to be reestablished. Crossings Mount Laurel Avenue Mount Laurel Avenue is proposed as an at-grade crossing. The trail must ramp up in each direction to create an at-grade crossing. A level (maximum 2 percent) staging area of approximately 20 feet by 20 feet should be provided at the road/trail intersection so that trail users can stop prior to crossing the road. Guide rail will be provided at the down side slope of the embankment and along the frontage of Mount Laurel Avenue to control the crossing location. The Laurel Run culvert will limit grading activities to the south. Should horizontal distance necessary to complete the grade down at five percent not be available due to rock or culvert location, ramps and handrail may be necessary to complete an ADA acceptable route. Segment #5 Mount Laurel Avenue to the Ontelaunee Township Line Trail Tread The proposed trail tread terminates approximately 2-miles north of the trails beginning at Prince Street. The northern terminus is located east of the Kutztown Road/Allentown Pike intersection in order to align with this significant crossing and access the North Reading Plaza shopping center. Trail development further north is not proposed at this time until there is interest in extending the trail into Ontelaunee Township. Facilities Facilities in this segment include the following: Signage Signage should direct users to and from North Reading Plaza and the signalized intersection. Information and directional signs should be placed at the intersection to identify the pedestrian crossing and highlight the trail from the street network. Support Facilities No support facilities are located within this section of trail. Points of Interest/Linkages North Reading Plaza A link to the large commercial center is provided. Access to the commercial area will provide a safe, convenient, non-motorized route for residents to use the trail for shopping. The pedestrian link will require access agreements and easements across private property, buffer along the access easement, steps to navigate the steep slope from the trail to street level, and sidewalk improvements to and across the street intersection. Additional engineering for traffic calming at the intersections is recommended to develop a safe, user-friendly crossing that alerts vehicles to the upcoming pedestrian Muhlenberg Rail Trail Master Plan Chapter 5-24

62 crossing. Ontelaunee Township The master plan encourages further trail development to the north. Previous planning efforts in Ontelaunee Township have uncovered opposition to trail development. The development of the Muhlenberg Rail Trail may create interest and the opportunity to continue the trail north into Ontelaunee Township. Muhlenberg Township should continue communications with Ontelaunee Township to promote an extension of the trail to the north. Muhlenberg Rail Trail Master Plan Chapter 5-25

63

64

65 Implementation Muhlenberg Township is at an exciting point in the planning process for the Muhlenberg Rail Trail. The Township has worked to secure the trail corridor for public use. There is general support in the community about the trail and this master plan addresses the design and management issues associated with the development and operation of the trail. There are many challenges defined by this plan and not everything can be accomplished at once. The implementation plan has been designed to provide Muhlenberg Township with a guide to move ahead with the development of the trail. Development of the Muhlenberg Rail Trail will require several permits and additional engineering based on the phase of development. Development Implementation Items The following items must be undertaken as the implementation of the project proceeds. The sequence of implementation will be based on the phase of improvements undertaken. Work with municipalities along the trail and trail extensions to adopt zoning that will permit the development of the trail by right. Work with adjacent property owners to resolve encroachments and issues and opportunities of mutual interest. Complete boundary and topographic survey of the trail corridor and areas of proposed improvements to verify ownership and determine areas for required easement or acquisition. Due to the relatively flat slopes and associated drainage problems, topographic survey should be completed at a one-foot contour interval minimum. Drainage ways that receive run off from the existing drainage channels should also be surveyed to tie into proposed drainage facilities. Develop land development plans for submission and review by the various municipalities affected by the trail, as required. Complete a wetland delineation of the corridor to determine if the proposed improvements will impact Waters of the Commonwealth. A potential wetland was noted near Queen Street and along Rosedale Avenue. Additionally, improvements such as bridge/culvert rehabilitation may impact the Laurel Run. Complete an environmental cleanup of the trail corridor. Muhlenberg Township should consult an attorney experienced in environmental law to ascertain the required level of cleanup. (See Appendix A) Develop construction documents utilizing the boundary and topographic survey. Construction documents shall detail and engineer the trail improvements and associated amenities. Engineering shall include structural design of bridges, railings, and pavements, traffic studies, and detailed crossing improvements. Prepare project manual including specifications for bidding. Prior to construction, Muhlenberg Township must obtain approvals from the various governing agencies. The following is listing of typical approvals for a development of this nature but may not be all-inclusive. Municipal approval for land development plans within the two municipalities. Berks County Conservation District approval for erosion and sedimentation control plans and NPDES Permit. Pennsylvania Department of Transportation approval for any work within a PennDOT Muhlenberg Rail Trail Master Plan Chapter 5-28

66 right-of-way. Mount Laurel Avenue is a state road under jurisdiction of PennDOT and will require a Highway Occupancy Permit. Pennsylvania Department of Environmental Protection approval for any work within the Waters of the Commonwealth including delineated wetlands and stream encroachments and crossings. Approval from First Energy will be required to cross or utilize their right-of-way. PA Department of Environmental Protection approval for required environmental cleanup. Each of the above permits and approval are typically involved and will require advance planning to facilitate the process. Adequate preparation and review time should be allotted. Upon approval of all required approvals and permits, the project should be publicly bid for construction. Muhlenberg Rail Trail Master Plan Chapter 5-29

67 Chapter 6 Operation & Management

68 Trails that are fun to use are clean, attractive and safe. They are an asset to the community and a source of public pride. Good trail maintenance is crucial to the success of trails. It is particularly important for the Muhlenberg Township Rail Trail (MTRT) as the prototype trail in the Township. A safe, clean and attractive trail will attract trail visitors, generate public support for trails and minimize risk. The best way to protect the investment in the trail is through effective management. The good news for Muhlenberg Township regarding trail operation and maintenance is that trails are among the lowest cost recreation facilities to maintain, are conducive to volunteer support, and still serve more visitors of all ages in comparison with other recreation facilities. Preparing for the Future of the MTRT The MTRT will serve the 16,305 citizens of Muhlenberg Township and the 3,759 people of Laureldale. Because of its length, it is likely to serve as a neighborhood trail in the immediate future. As the township develops a township-wide trail system and additional trail segments are added, then more trail visitors will be likely to use the MTRT as part of a larger trail system with connections over many miles and to various destinations. Muhlenberg Rail Trail: Component of the Parks and Recreation System The Muhlenberg Township Parks and Recreation Department (MTPRD) is a professionally managed public service of Muhlenberg Township. The MTRT is already a part of overall department responsibilities. The department has been working on clearing the trail as the township moves ahead on its establishment. Just as for all other park and recreation facilities, MTPRD will be responsible for planning, operating, directing and controlling the MTRT. Township regulations regarding trail use should be posted at the trailheads. Trail Operation and Regulations The MTRT will be a non-motorized facility. The MTRT will be operated under the guidelines of the Muhlenberg Township Ordinance Number 300. This ordinance defines the regulations for use of the parks. Recommendations for variances to this ordinance for the MTRT include the following Hours of Operation -Section 2.1: This section specifies that the Director can post exceptions to the hours of park operation of 7:00 A.M. to 10:00 P.M. Since the trail will not be lighted, the hours of operation should be from dawn to dusk. Electric Bicycles Section 6.1: The use of electric bicycle should be permitted and would follow township regulations for traffic regulating the speed not to of exceed 15 miles per hour. This is consistent with bicycle use, which approximates this speed. Littering Section 12.1: Implement the section of the ordinance pertaining the carrying litter out. The township should establish a policy for trails that specifies that all litter should be carried away from the trail and posted as such. There should be no trash barrels located at MTRT or other future trails. This policy has been effective on trail systems elsewhere. Should litter control become a problem, the township could always add trash barrels later. Cost savings in litter pick up would be worth the effort and experimentation when the trail is first developed. Trail Etiquette Proper trail etiquette will benefit both trail visitors and adjacent landowners. Civility on the MTRT will contribute to the trail s success. It is part of the public education process. An orchestrated program on trail use could be developed including articles in the newsletter, posting of trail etiquette at trail heads, Muhlenberg Rail Trail Master Plan Chapter 6-2

69 handouts, and so on. An etiquette policy could be developed and posted as well as used as handouts and in promotional materials. Examples of Trail Etiquette and Use Take a friend along, don t be alone! Be polite to other trail visitors. Keep noise levels to a minimum. Carry water. No water is available on the trail. Carry out litter. Be alert for severe weather. No shelters are provided. Plan ahead. There are no restrooms along the trail except in nearby parks (and these are not always open). Respect the right of privacy of adjoining landowners. Do not loiter or cut through their properties. Posting The rules and regulations for the MTRT should be posted at trailheads after having the sign reviewed by the solicitor. Trail signage from a public use and safety perspective should include: Regulatory signs for control of trail use. These could include the township park ordinance, stop or yield signs, crossing signs, rights-of-way rules, and speed limit. Warning signs should be used to point out dangerous conditions such as road crossings or surface changes. Guidance signs offer trail information, points of interest, interpretation facilities (such as the playgrounds) and location markers. Signage System A unified signage system should be developed for the MTPRD. Before the investment in trail signage is made, the MTPRD signage system should be developed. The MTPRD has a wonderful, professionally designed logo that could be incorporated into the signage as a means of developing a strong public identity. Maintenance Planning A maintenance management plan for the trail is an important component of the trail master plan. It is the foundation for long-term trail quality and economy. Trail design has implications for maintenance requirements. Management and maintenance requirements include the following: Routine patrolling Routine inspections Clean and repair ditches and drainage Emergency repairs Mowing of trail sides and access areas Maintain and clean culverts Clean straighten and replace signs Muhlenberg Rail Trail Master Plan Chapter 6-3

70 Maintain right-of-way fences, gates, guide rails and repair as needed in conjunction with routine inspections Litter pick-up (Trail policy will be to pack in/pack out litter to eliminate trash removal.) Invasive vegetation control and removal Emergency response for accidents, storm damage etcetera. Administration: point of contact regarding the trail, financial management, contract management, supervision of personnel, operation, technical assistance, encroachment resolution, responding to complaints and public information requested, trail promotion, program scheduling, and volunteer management. Trail Operating Requirements The tracking of maintenance costs for rail trails is still in its infancy and range in availability depending upon the nature of the organization and its capacity to do workload/cost tracking. Trail costs per mile vary depending upon a number of factors including the rural or urban character, trail surface, volunteers, amenities, and trail design. Trail costs could range from $2,700 to $6,000 per mile for a cost of $5,400 to 13,000. It would be wise to plan towards the higher end of the range in the early years of the MTRT and adjust costs downward as the major work of the trail development is completed including the clearing and pruning, as volunteerism gets firmly established, and as additional trail segments are added to the township system lending an economy of scale to trail maintenance. The goal should be to maximize use of volunteers and trails friends groups and minimize paid staff. Costs would include the following: Insurance This would be an addition to the municipal insurance coverage. Labor Existing staff time, maintenance contracts, employee benefits, and payroll taxes. Muhlenberg Township uses a mix of maintenance labor sources for park maintenance including township employees, outsourcing and volunteers. It is expected that MTRT maintenance follow suit with municipal employees doing routine tasks with equipment, contract workers performing tasks like spraying and high tree work, and volunteers doing trail projects that do not require the use of equipment such as: Patrolling Clean-up days Adoption of MTRT or segments of MTRT Litter pick-up Fundraising Materials and Supplies Materials and supplies would be minimal due to the paved composition of the trail. Patching materials for smaller jobs could be done in-house and larger jobs contracted out. Equipment Mowers, trimmers, equipment for patching. Contracts Herbicide and pesticide spraying. High tree pruning. Potentially large patching jobs. Cyclical Maintenance Trail resurfacing costs about $15,000 per mile in today s dollars. Replacement of trail furnishings about every years. Muhlenberg Rail Trail Master Plan Chapter 6-4

71 Maintenance Tasks and Scheduling The maintenance of the MTRT can be segmented into two units: the trail corridor and the two trail heads. The third trailhead will be part of the Mighty Mites Field. Table 6-1 presents the routine and cyclic maintenance tasks and costs. The base figures used to project costs are $14.90 per hour for full time plus $7.45 in benefits and payroll taxes for an hourly rate of $22.35 rounded up to $23. The part time rate used is $7.00 per hour and $1.75 in payroll taxes for a rate of $8.75 rounded up to $9. An equipment rate of $25 per hour is used. The township does not cost out use of equipment but it does show a truer cost of actual maintenance requirements. It is optional if the township wants to include the equipment cost or not. The tasks shown are for township staff for most tasks with contracting out tasks such as herbicide spraying and high tree work. The development of a trail volunteer group could reduce costs and provide enhanced security. A policy on snow and ice removal needs to be determined for the MTRT. This needs to be based upon the desired use of the trail. Snow enables cross-country skiing. However, snow removal would keep the trail open for pedestrian and bicycle use. This would be important if the trail becomes a non-motorized transportation route. Appendix C presents guideline and inspection forms for use by the Muhlenberg Department of Parks and Recreation. Muhlenberg Rail Trail Master Plan Chapter 6-5

72 Table 6-1 MTRT Maintenance Tasks Task Frequency Costs Routine Mowing Herbicide Application Trimming and Pruning Trail Head Maintenance Security Patrols Trail furniture maintenance Twice monthly April through October at 4 hours per mowing Twice annually $1,000 Twice annually. The need for trimming and pruning will decrease as the trail is established. The major clearing and grubbing occurs with trail development and just needs to be kept up thereafter. Labor : 14 cuttings X 4 hours X $23/hr. = $1288. Equipment: 14 X 4 X $25/hr. = $1400 Total $2, hours X 2 = 230 hours 100 hours X $23/hr.= $2, hours X $9/hr. = $1,170 Contract: $1, times per year 26 X 4 hours = 104 hours 52 hours X $23/hr. = $1, hours X $7/hr. = $364 Provided by Muhlenberg Township Police Department including the Bicycle Police Annual Preventive Maintenance and Repair: 8 items, signage, tail markers Included in police budget Annual Preparation and Repair 40 hours X $23/hr. = $920 Total = $1,000 Total = $4,470 Total = $1,560 Total = $920 Trail Inspection 26 times per year 52 hours X $23/hr = $1,196 Total = $1,196 Culvert Inspections Annually $1,000 Total = $1,000 $12,974 Non-Scheduled Maintenance Equipment repair As needed $500 Total = $500 Sign repair/replacement Graffitti/vandalism repair Litter Pick-up As needed $500 As needed $500 Total = $500 Total = $500 As needed based upon rule of Volunteers carry-in/carry-out Trail Patching As needed. Small jobs done by Roads Annually if needed $1,000 Department Total = $1,000 Snow/ice removal Policy to be determined To be determined Total Non-Scheduled $2,500 Capital Improvements Trail Resurfacing Every 7-10 years $15,000/mile Total = $30,000 Furniture replacement Every years $5,000 Total = $5,000 Total Cyclic over a ten year period Grant funds might be available for capital improvements for the trail $35,000 Muhlenberg Rail Trail Master Plan Chapter 6-6

73 Security The most effective security for both trail visitors and the trail itself is a scheduled routine maintenance management program and a high rate of trail use. The more people on the trail, the safer it is. Maintenance Tracking Documenting the maintenance and inspection of the trail is a powerful tool in reducing the township s exposure to liability. An effective paper trail showing the township s accomplishments in regular routine maintenance and the correction of problems will help to support the township s due diligence in keeping the trail a safe public space. MTPRD has acquired the CLASS software program. The Department can purchase and phase in maintenance management workload/cost tracking through the appropriate software package recommended by the vendor. Patrolling The Muhlenberg Township Police Department provided an officer to participate in the development of the MTRT plan. The Department expressed support for this facility and will be an active partner in patrolling the trail. The police force will also use bicycle patrols on the trail. The police department will provide regular, routine patrols of the trail. Routine Inspection and Hazard Abatement MTDPR should develop a routine inspection program for the trail. The inspection should be based upon the design standards set forth in trail construction. The inspection should identify all potential hazards to trail visitors, notation of the exact location, determination of the potential risk to the public and the degree of severity of potential hazards. The inspection should be documented and filed. MTDPR s response and resolution of the hazard should also be documented. All documentation materials should be reviewed by the solicitor prior to use. Problem Correction After MTDPR identifies hazards on the trail, the department needs to have the problem corrected. Some problems might need to be addressed immediately (e.g. removal of an overhanging loose limb resulting from a storm) while other could be deferred. To determine how urgent the situation is, the National Playground Safety Institute s scale could serve as MTDPR s guide for assessing trail hazards: Class A Hazards: conditions likely to cause a fatality, permanent disability or loss of a body part. Class B Hazards: conditions likely to cause serious injury or illness, resulting in a temporary disability Class C Hazards: conditions likely to cause minor, non-disabling injury. If the problem cannot be corrected immediately, MTDPR should clearly identify the hazard and prevent use or access to the area until it can be repaired. Whatever action is taken, it needs to be documented and filed for future reference. Seeking Additional Eyes and Ears Since MTDPR cannot be on-site 24/7, creating a way to solicit the observations of trail visitors or adjacent property owners is an effective way of tracking site conditions. The park signage should include a conspicuous statement in the vein of The Muhlenberg Township Parks and Recreation Department maintains this trail for your enjoyment. Please call us at (610) to let us know about anything we need to do to here to make the trail better for you. Thanks! Muhlenberg Rail Trail Master Plan Chapter 6-7

74 Maintenance Alternatives As the MTPRD grows with the addition of two major community parks at the desilting basin and Dietrich s Farm and launches the development of a township wide trail system, looking at alternatives to directly providing maintenance with township forces is important. This includes volunteers, partnerships, and use of public service programs. Volunteers Trail volunteers are a powerful and inexpensive method for creating a safe trail, assisting trail visitors in need of information or assistance, in deterring undesirable trail activities, protecting adjacent lands, and in informing MTPRD of trail needs, issues and opportunities. Developing a trail courtesy patrol would enable the department to create an important way of launching and effective trail system, adding another highly visible public presence to enhance MTDPR s image, and perhaps reach a group of clients that are traditionally hard to reach: teens and young adults. The Police Department could be a valuable partner in this by developing a courtesy patrol-training program. It could be done in conjunction with the school district s community service program as well. However, this would be a significant program that would require dedicated staff time. An impact statement documenting the requirements and hours needed for this program should be done before setting then program up in order to determine that there is adequate time available to do the job effectively. Contrary to common notions, volunteers are not free; they have a cost in terms of management, training coordination, recruiting, recognition and problem resolution. Partnerships MTDPR could formulate partnerships as follows: Adopt-A-Trail Groups could adopt segments of the trail or trail heads. Tasks and trail quality standards could be established and if possible a written memorandum of understanding should be developed. The agreement would include expectations, inspections and so on. Recognition is important to keep groups motivated. Fundraiser Equivalent MTDPR could set aside an amount of money that would be equivalent to a community organization fund-raiser. MTPRD would establish criteria for quality of trail maintenance that would correspond to maintenance tasks along with an inspection system tied to the standards set. The group(s) would be responsible for the tasks, MTPRD would do unannounced site inspections and award points based upon the quality of the maintenance. The points would equal dollars that MTDPR would award at the end of the agreed upon time. The amount of money would be less than the cost of township provided maintenance, build stewardship for the trail, expose participants to trails as a recreational and transportation facility, and provide a civic experience for a community group. Regional Trail or Bicycle Clubs MTPRD could seek partnerships with regional trail or bicycle clubs regarding the operation and maintenance of the MTRT. Membership lists could provide the names of township residents as potential contacts to launch discussions about partnership potential. Community Service Programs Justice system and social service organizations are a source of labor for trails. MTPRD already uses public offenders for park projects. Operating Budget Table 6-2 presents a projected operating budget for the MTRT. The estimates are based upon information from MTPRD, the experience of other rail trails, and estimates of task requirements. Muhlenberg Rail Trail Master Plan Chapter 6-8

75 Table 6-2 MTRT Budget Projection Administration Absorbed by MTPRD Routine Insurance Absorbed in township policy Security Provided by MT Police Department Mowing $2,688 Contracts: Tree Work and Spraying $2,000 Trimming and Pruning $4,610 Trail Head Maintenance $1,560 Trail Furniture Care 920 Inspections 1,196 Culvert Inspection - annually $1,000 Total Operating $12,974 Non-Scheduled Maintenance (repair and patching) $2,500 Cyclic Capital Improvements Trail resurfacing (ten years) $15,000 per mile in 2003 dollars = $30,000 Furniture replacement (ten years) $5,000 Total Cyclic over 10 Years $35,000 Revenue Sources Generating revenues to offset operating costs would be a challenge for a two-mile trail. Putting it into the context of developing a larger township wide trail system may be more conducive to starting a trail friends group. The relatively low cost of this trail for maintenance is not too much of a burden for MTPRD in and of itself. However, within the context of the big picture of the township growing its park system, incremental additions can tip the scales of the department s capacity at some point. Many municipalities have made the mistake of adding small, relatively insignificant, management responsibilities that led to serious under-funding for maintenance overall. Potential revenue sources beyond traditional tax: Grants for trail development and resurfacing and replacement of trail furnishings. The Transportation Equity Act of the 21 st Century (TEA-21, formerly known as ISTEA with SAFETEA expected as the name applied in the pending re-authorization) is under congressional debate at present regarding reauthorization. The Community Conservation Partnership Program sponsored by the Pennsylvania Department of Conservation and Natural Resources is a grant program that provides funds for trail construction. Development of a MT Trail Friends Group - with 6,639 households, a ten percent household membership at $25/household would generate $16,575. Sponsorships from local businesses ten businesses at $1,000/year would produce $10,000. Partnership with Laureldale Borough. This could be based upon a population ratio calculated out to the maintenance cost. This translates into 82 percent Muhlenberg/18% Laureldale. Based upon the above projected operating budget, the Laureldale share would be $2,103 or about 56 cents per Laureldale resident per year. These projections are based upon reasonable projections based upon the value of advertising and memberships in similar types of organizations. However, this should be considered as part of the department s overall fundraising strategies to be determined in the Park, Recreation and Open Space Plan now underway. Muhlenberg Rail Trail Master Plan Chapter 6-9

76 Chapter 7 Cost Analysis

77 Development Costs The development of the Muhlenberg Rail Trail will be an investment in the recreation opportunities for residents of the surrounding community. These opportunities will require the investment of significant capital expenditures. To guide the development of the trail, cost estimates have been prepared to correspond to the trail segments from street intersection to street intersection. All costs provided in this plan are estimates based on the findings of this master plan and knowledge of trail and associated facility development. The estimates are based on field observations. No topographic or planimetric surveys were completed of the master plan project and as such detailed grading studies were not completed. The development of the trail will occur in phases over several years. Not included in the cost estimates is an escalation cost between phases so that each phase can be compared and evaluated on an equal basis. As the trail is developed, consideration should be given to escalation costs over the base cost provided herein. Design and engineer fees have been estimated and are included in the cost breakdowns. Segment 1 estimate assumes development of construction documents for the entire length of the 2-mile trail. A summary of development costs for the five segments is provided below. Detailed costs for each segment are provided on the following sheets. Segment designation Trail only Total development Segment miles $ 127,267 $ 318,361 Segment miles $ 144,991 $ 224,197 Segment miles $ 264,098 $ 289,392 Segment miles $ 242,605 $ 390,037 Segment miles $ 91,221 $ 121,859 Total - 2 miles $870,182 $1,343,846 The cost was broken out into five segments from street intersection to street intersection. Each segment was separated into two costs. The trail only designation (non-shaded boxes in the detailed cost opinions) includes fees associated with development of the twelve-foot wide trail including pavement, shoulder improvements, drainage, intersection improvements, site amenities, and other features necessary to develop the multi-use trail. The total development designation includes fees associated with the improvements outside of the trail corridor such as trailheads, special events areas, secondary loop trails, connections to other sites as well as the trail only costs. In order to complete construction cost estimates, a number of assumptions were necessary based on unforeseen circumstances and the lack of accurate topographic and boundary survey. Assumptions include: Clear and grub two eight-foot wide shoulders on each side of the trail Apply herbicide to a 30-foot wide width along the trail length Importation and placement of topsoil on 50% of the trail length Placement of aggregate in lieu of the ballast along 50% of the trail 12% of development costs for bond, mobilization, and layout 15% contingency fund for unforeseen/unknown circumstances and engineering. Muhlenberg Rail Trail Master Plan Chapter 7-2

78 Development Phasing Construction of the trail is a priority over the secondary facilities such as trailheads, connector trails, special events area, etc., as this is an urban trail with existing convenient access. The development of the Muhlenberg Rail Trail is a multi-phase project that will be implemented over many years as funding and financial resources become available. This phase plan is presented as a possible scenario for development over eight phases. Phases are based on consideration of how the trail will function, the desire to create momentum for the project, community need, funding opportunities and logical sequence of construction. These phases should be viewed as recommendations and not final determinations. As funding is available or opportunities change, the development sequence of the trail may change. Phase 1 construction proposes to begin trail construction between Frush Valley and Hay Road and utilize facilities at the Mighty Mite Field as a trailhead. This centrally located segment of the trail is convenient to the school complex and nearby residential neighborhoods. This first phase will generate momentum in the community for future phases. Please note that the itemized cost opinions on the following pages are based on trail segments from street intersection to street intersection and do not correspond to the suggested development phases outlined below. Phase 1 - Trail development from Frush Valley Road to Hay Road and improvements to the parking area at the Mighty Mite Field. Phase 2 - Trail development from Frush Valley Road to Elizabeth Avenue. Phase 3 - Trail development from Elizabeth Avenue to the Exide property and southern trailhead. Phase 4 - Trail development from Hay Road to Mount Laurel Avenue and the Mount Laurel Avenue grade down and trailhead. Phase 5 - Trail development from Mount Laurel Avenue to the northern terminus. Phase 6 - Trail connection from the northern terminus to the North Reading Plaza shopping center including traffic signalization improvements and calming. Phase 7 - Development of the special events area at Laureldale Playground and connections. Floating Phase - Improvements to the existing sidewalk system to create links. Muhlenberg Rail Trail Master Plan Chapter 7-3

79

80

81

82

83

84

85

86

87

88

89 Appendix A Environmental Report Review Summary

90

91

92

93

94

95

96

97 Appendix B Arch Bridge Structure Review

98 MUHLENBERG RAIL TRAIL SITE OBSERVATIONS RETTEW ASSOCIATES, INC. April 23, 2003 RETTEW Associates visited the proposed Muhlenberg Rail Trail Corridor # 2 on March 18, 2003 to observe the general condition of the two existing arch bridge structures. The existing structure over Laurel Run (Bridge #1) is an arch bridge with a 9-4 rise and approximately 12-0 span. The center portion of the structure is a stone masonry arch which was extended using reinforced concrete arches and wingwalls on both ends. Concrete deterioration was observed at various locations on the headwalls, spandrel walls and wingwalls. The upstream wingwalls are in generally good shape with only slight scaling at the northern wingwall. The downstream headwall is in need of repair. The upstream southern spandrel wall contains minor spalling and the southern downstream wingwall has large amounts of spalling. The actual arch bridge structure is in overall good condition. The following repairs are recommended for long term durability of the structure: Due to the amount of deterioration at the downstream southern wingwall and the extensive repairs required, we recommend replacing the entire headwall and wingwalls. Estimate cost = $18,000 Scouring of the foundation was observed at the upstream southern wingwall. The concrete should be repaired and rip-rap protection placed to prevent further scour. Stream relocation would not be required during the repairs. Estimated cost for concrete repairs = $2000 Estimate cost for rip-rap = $1000 Minor concrete repairs of the scaling and spalling can be made with Type 1 or 2 repairs in accordance with PENNDOT Specifications. This repair requires removing the deteriorated concrete and replacing with epoxy cement repair systems. Fence, railing or guiderail is needed at the top of the structure.

99 Bridge #2 is a stone masonry arch bridge, located near the baseball field. The stone masonry arch barrel has a 14-0 rise and 14-0 span. The wingwalls, spandrel walls and headwalls are constructed of reinforced concrete. The upstream wingwalls are in good condition and the downstream wingwalls have only minor concrete spalling. The downstream southern wingwall has some minor deterioration at the foundation that requires repairs. The entire stone masonry arch structure was in good condition with only minor water infiltration. The flow through the structure was very minimal and the streambed was predominantly bedrock and stable. The following repairs are recommended for long term durability of the structure: Minor concrete repairs (Cracks and spalling) can be made as noted above. Estimated cost = $2000 The leaking mortar joints need to be repointed with hand applied mortar. Estimated cost = $1000 Fence, railing or guiderail is needed at the top of the structure. The existing stone abutments, located downstream of the stone masonry structure, near the baseball field were also observed for potential use with a pedestrian bridge crossing. The stone masonry walls were generally in sound condition. The condition of the foundation was not observable. No signs of abutment overturning, sliding or other signs of structure failure were observed. The existing stone masonry abutments appear to be suitable for use with a pedestrian bridge. The abutments will need minor modifications for construction of a concrete cap to serve as the bridge seat for the pedestrian bridge.

100 Bridge #1 Downstream Headwall and Wingwalls need to be replaced. protection needed at upstream wingwall. Bridge #1 Rip-rap scour

101 Bridge #2 Concrete repairs required on downstream wingwalls. Bridge #2 Stone masonry wingwalls in good condition.

102 Appendix C Typical Routine Inspection Report

103

104

105