Feasibility Study for Harrisburg Pike:

7/25/2019 Feasibility Study for Harrisburg Pike:

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Feasibility Study for

Harrisburg Pike:

Pedestrian Accommodations

& Multi-Use Trail

Final Report

Prepared by:

Mackin Engineering Company

175 Limekiln Road, Suite 300

New Cumberland, PA 17070

May 8, 2012

Prepared for:

James Street Improvement District

354 N. Prince Street, Suite 110

Lancaster, PA 17603

PennDOT Engineering District 8-0

2140 Herr Street

Harrisburg, PA 17103-1699


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Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail

TABLEOFCONTENTS

Tab 1 ...........................................................................Executive Summary

Tab 2 ......................................................................... Section 1: Sidewalks

/Street Crossings

Tab 3 ........................................................ Section 2: Separated Multi-Use

Trails

Tab 4 ...............................................Section 3: Share the Road Alignment

Tab 5 ...............................................................Section 4: Facility Features

Tab 6 ............................................................Section 5: Trail Constructionand Maintenance

Tab 7 ....................................................... Section 6: Timeline/Action Plan

Tab 8 ......................................................................................... Appendices


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Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use 1

EXECUTIVESUMMARY

Planning Background

Harrisburg Pike ranks high among the most important routes within

Lancaster County, supporting economic activity, education, health careand recreation. Recognizing the value of the corridor and the need for along-term vision and comprehensive view, the Lancaster County Plan-ning Commission (LCPC) oversaw the Harrisburg Pike Transportationand Land Use Study called Moving Smarter, which was completed inFall 2008/Spring 2009. That studys focus was on a 5-mile section ofHarrisburg Pike (S.R. 4020) from just west of State Road to PrinceStreet/US 222. It addressed traffic capacity, safety and access issues,and evaluated transportation alternatives including bicycle accommoda-tions, transit and pedestrian accessibility.

Project ScopeOne of the high priority recommendations contained within MovingSmarter is the need for enhanced accessibility for bicyclists and pedes-trians along the corridor, with an emphasis on the need to strengthenlinkages to key assets coming out of Lancaster City and extending outto Longs Park. Moving Smarter also highlighted the important roleHarrisburg Pike could play in advancing Smart Growth principles,specifically increasing options for non-vehicular modes of transporta-tion. Existing conditions along the corridor include limited sidewalks,lack of Americans with Disabilities Act (ADA) accessible crosswalks,poor conditions for bicycling commuters and limited options for recrea-

tional use. Despite a significant daily volume of pedestrians and bicy-clists utilizing the corridor, accommodations are insufficient, creatingan unsafe and uninviting experience.

At its June 2011 meetings, Lancaster Countys Transportation Techni-cal Advisory Committee and the Transportation Coordinating Commit-tee approved Surface Transportation Urban Funds to hire a consultantto perform a feasibility study evaluating pedestrian/bicycling accommo-dations and possible multi-use trails for a portion of Harrisburg Pike.The $24,000 grant required a 20% (or $6,000 local) match. The JamesStreet Improvement District (JSID), a non-profit community and eco-nomic development organization, volunteered to serve as the localstudy lead, in conjunction with PennDOT, and to secure the local fund-ing requirement.

In the Fall of 2011, the JSID and PennDOT contracted Mackin Engi-neering Company (New Cumberland, PA) to perform the feasibilitystudy. Mackins scope of work included assessing the feasibility ofconstructing continuous sidewalks along Harrisburg Pike from RaceAvenue west to Longs Park, assessing opportunities to enhance bicy-clist conditions along this same stretch of Harrisburg Pike and evaluat-ing a multi-use, non motorized trail outside of the roadway right ofway.


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Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use2

EXECUTIVESUMMARY

Feasibility Study Process

Mackins team commenced its work on the feasibility study in November 2011. In addition to reviewing existingplanning documents, Mackins team also conducted a field investigation and held stakeholder interviews to familiar-

ize itself with existing conditions and conceptual site development plans already in the pipeline.In December 2011, Mackins team conducted interviews with a series of the larger land owners within the projectboundaries and with municipal officials representing the three primary jurisdictions along the corridor, LancasterCity, East Hempfield Township and Manheim Township. (See Appendix A for a list of all stakeholders inter-viewed.)

Mackins Trail Team, comprised of a Highway Engineer, Environmental Scientist and Landscape Architect, con-ducted a field investigation of the study area on November 29thand November 30, 2011. The observation was con-ducted at the onset of the project to document current conditions and to identify issues, opportunities and constraintsfor the development of a sidewalk corridor and a trail alignment. (See Appendix B for field notes.)

Based on existing conditions, stakeholder interviews and other planning material, Mackin developed a series of pre-

liminary recommendations that were shared with the general public at a meeting held on March 6, 2012 at the Lan-caster County Solid Waste Management Authority, located within the project boundary. Property owners whoseproperty fronts or abuts Harrisburg Pike between Race Avenue and Longs Park were sent a direct mail invitationinforming them of the meeting. To alert the general public, articles appeared in local newspapers and neighboringresidents, small businesses and community leaders were alerted through various JSID e-mail and social media net-works. An estimated 70 members of the public attended and had the opportunity to talk to the consultant team, JSIDstaff and a PennDOT representative. Feedback from that public meeting has been incorporated into the final reportand recommendations.

Overview of Recommendations

The primary goal of this feasibility study is to identify safe pedestrian and bicyclist routes between Race Avenue andLongs Park. In ideal conditions, this vision includes complete sidewalks on both sides of the roadway, adequate on-road bicyclist accommodations and options for the recreational interest. In the early stage of the analysis, however,the recommendations must consider current corridor constraints, obstructions and limitations and existing site condi-tions to lay out first steps to gain connectivity. Examples of this include limited right-of-way, current business op-erations and the limited width under the Norfolk-Southern bridge.

The recommendations are divided into three categories:SidewalksMulti-use trailShare the road bicycle route alignments.

For each category, recommendations are further divided into primary (short-term) and secondary (mid- to long-

term). These recommendations incorporate sound engineering and planning principles and are described in furtherdetail in the full report.

SidewalksWhile the long-term vision remains full pedestrian mobility on both the north and south sides of Harrisburg Pike, therecommendations in this feasibility study focus on the many smaller steps needed to begin to achieve basic connec-tivity. The report outlines a series of primary sidewalk and intersection improvements that when completed will al-low for pedestrians to have continuous access to sidewalks from Race Avenue to Longs Park, though the path willrequire crossing Harrisburg Pike in several locations. General parameters for any new sidewalks along the corridorare: 1) Five (5) foot minimum sidewalks; 2) ADA accessible improvements at every intersection; and 3) a bufferzone, when possible, of grass between the back of the curb and the concrete sidewalk.


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EXECUTIVESUMMARY

Due to the level of detail required for this study, Harrisburg Pike is divided into five segments of roadway with pri-mary and secondary sidewalk recommendations for each segment as follows:

Segment 1: Race Avenue to Dillerville Road/North President Avenue intersection

Primary: Reconstruct or retrofit curb ramps and crosswalk locations at Harrisburg Pike and Race Avenue,

eliminate diagonal ramps where possible. Construct north side sidewalk along Wendys restaurant frontage through the Dillerville Road inter-

sections east/west approach.Secondary:

Construct sidewalks and crosswalks on the south side of Harrisburg Pike, including the State Streetintersection and connection along the northeast corner (Wendys) of Dillerville Road.

Segment 2: Dillerville Road/President Avenue to Shreiner Avenue

Primary: Construct sidewalk on the north side of Harrisburg Pike, connecting Dillerville Road with the Lan-

caster County Solid Waste Management Authority (LCSWMA) existing sidewalks.

Secondary: Construct sidewalks and crosswalks on the south side of Harrisburg Pike between Dillerville Road

southwest corner and Shreiner Avenue, including crosswalks at Landis Avenue and Shreiner Avenue. Construct sidewalks along the western side of President Avenue, south of Dillerville Road and south-

west corner of intersection to connect to existing sidewalks along President Avenue.Segment 3: Shreiner Avenue to Vermont Avenue/Intersection of LCSWMA entrance

Primary: Install new accessible curb ramp on the south side of Harrisburg Pike, at the southeast corner of the

LCSWMA entrance/Harrisburg Pike intersection. Construct sidewalks from the new accessible curb ramp location at the LCSWMA entrance westward

to Vermont Avenue/Harrisburg Pike intersection.Secondary:

Construct sidewalks along the frontage of Franklin & Marshall Colleges Baker Campus athleticfields from the new curb ramp at the LCSWMA entrance to Shreiner Avenue.

Segment 4: West of Vermont Avenue to Norfolk Southern Railroad Bridge

Primary:

Construct sidewalk on the south side of Harrisburg Pike between Vermont Avenue and the existingsidewalk at the Zephyr Thomas Home Improvement Company.

Secondary: None. Due to structure constraints, sidewalks on the north side of Harrisburg Pike are not feasible to

construct. If the planned roadway improvements to Harrisburg Pike were modified related to theCrossings at Conestoga Creek to allow for sidewalks on both sides of the roadway, future planningand development should include the installation of sidewalks on the north side to complete the sys-tem along the corridor on both sides.

Segment 5: West of Norfolk Southern Bridge underpass to Longs Park

Primary: Construct sidewalks on the south side of Harrisburg Pike for a complete route between Norfolk

Southern Bridge underpass to Longs Park entrance at Bluebird Drive.Secondary (Long Term and future connectivity to Route 30 Interchange):

Construct sidewalks west of Bluebird Drive and The Crossings at Conestoga Creek planned sitedriveway on both the north and south side of Harrisburg Pike to the Toys-R-Us Drive. Also, constructsidewalks on the south side of the roadway between the Toy-R-Us Drive/Farmingdale Road and theRoute 30 East interchange ramps to provide the continuous sidewalk connection for the corridorheading towards Park City mall and points west.


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Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use4

EXECUTIVESUMMARY

Figure ES-1, Project Location on PennDOT Type

S.R. 4020 (Harrisburg Pike)Lancaster County, Pennsylvania

Manheim Township and City of Lancaster


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EXECUTIVESUMMARY

Multi-Use TrailSeveral factors are present that support the opportunity for a recreational trail that also will serve to link key assetsalong the Harrisburg Pike corridor, particularly for residents of Lancaster City and Lancaster Township. Several keystakeholders along the corridor have conceptualized parts of a trail system on specific sites, including Franklin &Marshall College on its own Baker Campus and Spalding Urban Conservancy lands and High Associates in its con-

cept plans for the proposed Crossings at Conestoga Creek. These sites also are adjacent to land owned byLCSWMA and can be easily connected into the existing Farmingdale Trail. Preliminary plans by the LancasterCounty Conservancy for its Urban Forest Center on the LCSWMA land add to the opportunity to make communitylinkages.

Mackin proposes a multi-use trail that would have as entry points/trailheads the southern end of Vermont Avenueand/or F&Ms Baker Campus, and Longs Park. Mackin recommends minimum design requirements of a 10 pre-ferred width and an 8 minimum width, along with general parameters for trail surface material and ADA accessibil-ity. Mackins recommendations include at least two proposed stream crossings and possibly a third crossings, if nec-essary. These structures will require more detailed analysis evaluation of environmental conditions and floodwayconcerns. The proposed trail alignment requires additional coordination since it pass underneath an existing and ac-tive Norfolk Southern railroad corridor and trestle bridge. Coordination with state and local floodplain managementrules and regulations for waterway obstructions will also be required. Manheim Township will need to concur withand approve a hydrologic and hydraulic (H&H) study prepared by a licensed Professional Engineer for any of theseobstructions.

Share the Road AlignmentHarrisburg Pike is classified for shared roadway bike use within the existing right-of-way and is signed as PABike Route J1 Spur. There are local residents and avid commuter bicyclists who expressed safety and mobilityconcerns during the public meeting, which are highlighted in Section 3. Several people requested that the study in-clude recommendations for on-road bike users and safety measures. Mackin suggests that low cost implementationsfeatures be added to the Harrisburg Pike corridor for the bicyclists that use this shared road facility. These featuresinclude (white edge line) outside travel lane markings to delineate the travel lane from the shoulder areas, share theroad signing and the new sharrow pavement markings that have been adopted into Federal Highway Administra-tions 2009 Manual of Uniform Traffic Control Devices (MUTCD). Mackin further recommends that signal detec-

tion equipment and traffic signal timing and phasing be evaluated along the corridor to accommodate pedestrian andbicycle users at signal crossings as an additional safety measure.

In addition to these recommended improvements to the Harrisburg Pike, there are also recommendations to create asafe, designated route on existing streets to link the multi-use trail to Buchanan Park, another proximate recreationalamenity. The goal is to have a clearly marked and designated route to direct recreational users to trailheads. Mackinevaluated possible solutions and with coordination with municipalities a preferred alternative using West FredrickStreet was selected and for this route a contra-flow bike lane is suggested and will require further design approvals.

Additional RecommendationsMackin also offers a series of recommendations related to a number of features including road crossings, signage,parking areas and amenities to ensure that the experience of pedestrians and bicyclists is safe and consistent. Rec-ommendations are also included related to multi-use trail maintenance with an eye toward overall costs and long-term sustainability.

ImplementationThe feasibility studys scope included providing some preliminary cost estimates and broad parameters on physicalconstruction timing, recognizing that the study did not get too involved in detailed design and engineering. Includedin the report is a detailed break out of basic cost estimates by roadway segment and by primary and secondary cate-gorization. These costs assume a publicly bid project that would require prevailing wage and that includes labor,materials, design/engineering and contingency costs. Based on these assumptions, Mackin estimates primary side-walk improvements reflecting nearly 7,000 linear feet to be approximately $605,000. The primary trail recom-mendations which equate to about 3,700 linear feet is estimated to cost $151,000. The primary sidewalk im-provements include almost a quarter mile or 1,210 linear feet of sidewalks and signal improvements that are plannedimprovements of the Crossings at Conestoga Creek that if built, the primary sidewalk cost is estimated at $ 337,000.


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Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Trail 1.1

SECTION1: SIDEWALKS/STREETCROSSINGS

Existing Conditions

The location of sidewalks within the study area occurs primarily within

the state and local road rights-of-way adjacent to the vehicular travel

lanes. In many instances along Harrisburg Pike, the sidewalks are lo-

cated directly behind the concrete curb as a result of limited corridor

width. Along a majority of the local roadways, the sidewalks are sepa-

rated from the vehicular travel lanes by either on-street parking and/or a

grass strip; this condition is ideal for new construction whenever possi-

ble to provide a buffer zone between vehicles and the sidewalk users.

The existing sidewalk gaps within the study area result in a disjointed

and repeatedly unsafe conditions for pedestrians traveling the corridor.

The following recommendations for improvements to those sidewalks,

as well as the construction of new walks, is aimed at providing a safe

and complete pedestrian system from Race Avenue to Longs Park

along Harrisburg Pike.

Planned Sidewalks and Crossings by Others

There are highway improvement plans for widening Harrisburg Pike

related to The Crossings at Conestoga Creek proposed site currently

under preliminary design. This project proposes to install sidewalk

starting at Longs Park main entrance (Bluebird Drive) through the

eastern side of the railroad overpass. These improvements call for the

construction of sidewalks only on the south side with a traffic barrier

installed between vehicle and pedestrian traffic. As a result of the road-

way widening for this project, there will be no space available for side-

walks on the north side at the railroad bridge.

A PennDOT intersection improvement project at Harrisburg Pike/

Dillerville Road is currently in preliminary design, which will include

pedestrian signal equipment to accommodate pedestrian crossing move-

ments. The project intersection improvement project is fully fundedthrough Congestion Management and Air Quality (CMAQ) and will

incorporate pedestrian accessibility in the final design plans. These

improvements will include curb ramps, crosswalks and pedestrian sig-

nal heads/push buttons at each corner of the intersection. Sidewalk con-

nections may also be included by the municipality and County with lo-cal funding enhancements. At this time, the PennDOT intersection pro-

ject will only improve crossings. Sidewalk connections may possibly be

incorporated later in the design process with state and local agreements

in place regarding construction cost sharing and maintenance responsi-

bility.

Existing Sidewalk at the Lancaster

County Solid Waste Authority

(LCSWMA) (Looking West)

Crosswalk with No Curb Ramp at

Franklin & Marshall Baker Campus

(Looking North)

Existing Sidewalk at the Norfolk

Southern Railroad Underpass

(Looking West)


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Feasibility Study for Harrisburg Pike: Pedestrian Accommodations and Multi-Use Tr1.2


Recommended Sidewalk Connections

The connections being recommended as part of this feasibility study have been developed utilizing the results of thesite analysis and investigation, coordination with the project stakeholders and review of proposed improvements un-

derway within the study area.

The recommendations have been divided into segments, addressing the corridor as five (5) component pieces. The

goal of these recommendations is to provide an immediate improvement to the pedestrian circulation system along

the Harrisburg Pike corridor by constructing safe and accessible pedestrian amenities. Although the primary recom-

mendations may address one side of the corridor in the short-term, a set of secondary recommendations has been

included to satisfy a long-term vision of full pedestrian mobility on both the north and south sides of Harrisburg

Pike. The goals for implementation of a pedestrian only pathway system should include the following:

5 foot minimum sidewalks on both the north and south sides of Harrisburg Pike

ADA accessible improvements at every intersection A buffer zone between the back of curb and concrete sidewalk.

Figure 1.1 depicts two implementation strategies for a sidewalk behind the curb along Harrisburg Pike; one

option places the sidewalk directly behind the curb (if right-of-way is at a minimum) and the other includesa 2-5 foot buffer strip between the curb and sidewalk. The buffer strip scenario is ideal, but in many in-

stances this pushes the sidewalk outside the existing road right-of-way and may increase project costs. The

buffer strip may be grass; hard-scape paver; or landscape mulch to give a visual cue that the area is in-tended as a non-walkable surface.

Figure 1.1 Sidewalk Implementation Strategies Along Harrisburg Pike Typical Section

(see Appendix C for Typical Section Details)


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PennDOT and Municipality Requirements

The regulating entities within the study area dictate minimum requirements for pedestrian pathways and the recom-

mendation contained within meet those requirements. Manheim Townships adopted Zoning Ordinance states that

sidewalks are to be a minimum 5 foot width. Penn-

DOT typically relies on the ADA guidelines to es-tablish minimum sidewalk widths. The ADA

guidelines consider the minimum width of a pedes-

trian accessible route to be 48 inches (4 feet); how-

ever, to accommodate passing along a route Penn-DOT often considers the minimum width to be 60

inches (5 feet). If sidewalk were proposed to be 4

feet, 5x5 passing areas are required every 200 feet

to meet ADA standards. Four foot sidewalks

should only be proposed in limited spaces or where

physical constraints are unavoidable.

Segment 1 - Race Avenue to Dil-lerville Road / North President

Avenue Intersection

The intersection of Race Avenue and Harrisburg

Pike has existing sidewalk and curb ramps; however, they do not meet current guidelines for ADA accessibility and

PennDOT Roadway Construc-

tion (RC) Standards. It may be

more practical to keep the curb

ramps as is; but in order to

bring the intersection into com-

pliance, the curb ramps wouldneed to be relocated from their

present diagonal orientation to a

location outside the corners

radius. This relocation measure

helps increase the motorists

visibility of pedestrians at the

street corners. Sidewalk De-

tectable Warning Surfaces

(DWS), ADA compliant tactile

warning surfaces for visually impaired pedestrians, will also be required at each curb ramp. Figure 1.2 is an excerpt

from the PennDOT standards that displays the preferred curb ramp alignments for a newly constructed or renovated

intersection. The intersection ramps could remain as diagonal ramps with a blended (DWS) surface added as a retro-fit, but this would require a Technically Infeasible Form be prepared by PennDOT to document the site constraints.

There are missing sidewalks on the north side of Harrisburg Pike in front of the Wendys restaurant. There are also

missing sidewalks on the south side in front of My Place Pizza and Pats Pizzeria. These missing sidewalks present a

challenge for future implementation since the vehicular circulation routes and parking for both establishments abuts

the back of curb adjacent to the alignment and roadway. Mackin reviewed the PennDOT right-of-way plans that

show limited space on the south side for the construction of a 5 sidewalk behind the curb. These improvements

would require land acquisition or an easement agreement from the landowner. The north side right-of-way behind

the curb at the Wendys parcel has more available width to introduce sidewalk areas; however, there is a grade dif-

Intersection of Harrisburg Pike and Race Avenue, looking

west

Figure 1.2 Preferred curb ramp layout


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ference from the roadway and the parking lot. This would require an earth retaining wall or single face barrier instal-

lation along the outer edge of the new sidewalk area.

The intersection of Harrisburg Pike with Dillerville Road/President Avenue currently has limited sidewalks and pe-

destrian crossing considerations. The intersection improvements planned by PennDOT will provide new pedestrian

signals and curb ramp accommodations on all corners where it is feasible. Existing sidewalks are only located on thesoutheast quadrant of the intersection in front of the Sunoco Gas Station. There are no sidewalks on the northern side

of Harrisburg Pike or southwest quadrant. The improvements may include sidewalk segments to the PennDOT inter-

section project limits and make connections with existing sidewalks if possible.

Primary Recommendations

Reconstruct and/or retrofit curb ramps and crosswalk locations at Harrisburg Pike and Race Avenue.

Construct north side sidewalk along Wendys Restaurant frontage through the Dillerville Road/North President

Avenue intersection.

Secondary Recommendations

Construct sidewalks and crosswalks on south side of Harrisburg Pike, including the State Street intersection.

Figure 1.3 shows the proposed improvements along Segment 1 of the corridor.

Figure 1.3 Segment 1Sidewalk Recommendations

Race Ave.

Dillerville Rd

Project LimitPresident Ave


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East of Harrisburg Pike / State Street

Intersection Looking West

Dillerville Road / Harrisburg Pike Intersection

at Northeast Corner Looking East

Harrisburg Pike at Wendys Driveway

Looking West

Race Avenue / Harrisburg Pike Intersection

Looking West

East of Harrisburg Pike / President Avenue

Looking West

at Sunoco Gas Station Driveway


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Segment 2 - Dillerville Road / President Avenue to Shreiner Avenue

There are no existing sidewalks on the either side of Harrisburg Pike along this section of the corridor. The recom-

mendation of this study is to focus sidewalk implementation efforts on the north side of the road first, and allow the

south side to be planned and constructed in the future. This recommendation is further reinforced by the relatively

flat right-of-way and the existence of sidewalks on the north side of the corridor in front of the Lancaster County

Solid Waste Management Authority (LCSWMA) to the west. Proposing sidewalks along the frontages of Auto Ex-

change USA and the Burnham Holdings, Inc. properties will create the link between Dillerville Road and

LCSWMA Transfer Complex Private Drive to the west.

Future sidewalk construction on the south side of the road along this segment will need to address the commercial

land uses on the east and west sides of Landis Avenue. The three (3) parcels at the corner of Shreiner Avenue/

Harrisburg Pike are residential dwellings, but one is zoned office/commercial. Curb and sidewalk construction could

be coordinated directly with these private property owners. The commercial property owners at the corners of Landis

Avenue/Harrisburg Pike have parking lots where the spaces are immediately adjacent to the back of the curb line.

Primary Recommendations Construct sidewalk on the north side of Harrisburg Pike, connecting the Dillerville Road/North President Ave-

nue Intersection with the LCSWMA property frontage sidewalks.


Construct sidewalks and crosswalks on south side of Harrisburg Pike between the Dillerville Road/North Presi-

dent Avenue and Shreiner Avenue, including crosswalks at Landis Avenue and Shreiner Avenue.

Construct sidewalk along western side of North President Avenue.

Figure 1.4 shows the proposed improvements along Segment 2 of the corridor.

Harrisburg Pike

Figure 1.4 Segment 2Sidewalk Recommendations (Refer to Legend below Figure 1.3 on Page 1.4)

Shreiner Ave

Dillerville Rd

President AveLandis Ave


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LCSWMA Transfer Complex

Segment 3 - Shreiner Avenue to Vermont Avenue

Including the Intersection at LCSWMA Transfer Complex

Although the southern side of Harrisburg Pike has no side-

walks, this segment of the corridor provides the most accom-modations for pedestrian travel. New sidewalks exist alongthe frontage of the LCSWMA properties, and crosswalks are

present at each of the Authoritys three (3) driveways. The

signalized intersection at LCSWMA Transfer Complex has

an existing crosswalk on the eastern side. The crosswalk con-

tains pedestrian signal heads and pushbuttons, but there is nocurb ramp cut or landing area at the south crossing terminus.

The signal controller cabinet and foundation on the southwest

quadrant of this intersection limit sidewalk adjacent to the

curb and a sidewalk transition around this obstruction will

need to be included in the design of a sidewalk path leading

west.


Install a new accessible curb ramp on south side of Harrisburg Pike, at the southeast corner of LCSWMA Trans-

fer Complex Private Drive/ Harrisburg Pike Intersection.

Construct sidewalks on the south side from the new curb ramp at LCSWMA Transfer Complex Private Drive,

westward to the Vermont Avenue/Harrisburg Pike Intersection.


Construct sidewalks along the frontage of F&M College Baker Campus athletic fields from the new curb ramp at

LCSWMA Transfer Complex Private Drive east to Shreiner Avenue.

Figure 1.5 depicts the improvements being recommended along Segment 3 of the corridor.

Figure 1.5 Segment 3 - Sidewalk Recommendations (Refer to Legend below Figure 1.3 on Page 1.4)

Vermont AveShreiner Ave

F&M Baker Campus Frontage

Harrisburg Pike Looking West


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Intersection of Vermont Ave and Harrisburg Pike Looking East

Lancaster County Solid Waste Management Authority Sidewalk Frontage East Terminus Looking West.

Note: Bus Stop.


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Harrisburg Pike and LCSWMA Transfer Complex Private Drive Intersection Looking Southwest at F&M

Baker Campus Athletic Fields.

Harrisburg Pike and LCSWMA Transfer Complex Private Drive Intersection Looking West. Note: SignalController Cabinet Obstruction.


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Segment 4 - West of Vermont Avenue to Norfolk Southern Railroad Bridge

The only existing length of sidewalk

within this segment is located on the

south side of the road between the en-

trance drive of Zephyr Thomas Home

Improvement Company and the Norfolk

Southern Railroad overpass; approxi-

mately 250 linear feet. The highway

improvement plans for widening Harris-

burg Pike from The Conestoga Cross-

ings development through the eastern

side of the railroad overpass will effec-

tively connect the existing length of

sidewalk to Longs Park. Therefore, the

recommendation is to continue the con-

struction of new sidewalks along the

south side of the corridor to Vermont

Avenue.

There are three (3) parcels requiring

sidewalk improvements: Stermer

Brothers Stoves and Spas, Americas

Best Value Inn, and the Villa Nova

Sports Bar. In each case, the propertys

parking and driveways abut the back of the roadways concrete curb. This condition creates an immediate conflict

between vehicular and pedestrian travel if a sidewalk were to be constructed. In the case of the Villa Nova Restau-

rant property, there is a vehicular flow route that runs parallel to the back of the curb; this condition would need to

be modified to support the construction of a sidewalk. According to PennDOT construction as-builts, this vehicular

flow route is within the States right-of-way and a new sidewalk is feasible along the propertys frontage. However,

as with each of the properties, the construction of a pedestrian only sidewalk must be in balance with the functions

on that property. Coordination with the property owners will be necessary to ensure pedestrian and vehicular con-

flicts are avoided.

Norfolk Southern Railroad Overpass, looking west along Harrisburg

Pike

1300 Block of Harrisburg Pike Looking East. Villa Nova Sports Bar Parking Lot and Traffic Flow conflict.


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Construct sidewalk on the south side of Harrisburg Pike between Vermont Avenue and the existing sidewalk at

the Zephyr Thomas Home Improvement Company.


None. There are no secondary improvements recommended along the north side of Harrisburg Pike in Segment 4

due to the planned roadway improvements by others and Norfolk Southerns Railroad corridor, bridge overpass,

and rail-yard access road. The planned roadway widening on Harrisburg Pike related to The Crossings at Cones-

toga Creek will eliminate existing sidewalk area on the north for an additional lane under the bridge and will

create no accessible pedestrian route on the north side. No width will be available due to the limited existingbridge horizontal clearance width. New pedestrian accommodations will be provided be these improvements but

limited to the south side of Harrisburg Pike. This report does not recommend sidewalk for Segment 4 on the

north, or for the remainder of the corridor to the west due to this existing bridge width constraint. If the proposedimprovements to the Harrisburg Pike were to change to accommodate sidewalks on both sides of the street, as

well as under the railroad bridge, the north sidewalks should be re-evaluated as a sidewalk connection to the

Park from the Authoritys transfer station drive heading west.


Bing Maps: Birdseye view; 1300 Block of Harrisburg Pike Looking South

Figure 1.6Segment 4 Sidewalk Recommendations (Refer to Legend below Figure 1.3 on Page 1.4)

Vermont Ave

NS Bridge overpass Harrisburg Pike LCSWMA Transfer Complex


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Segment 5 - West of Norfolk

Southern Bridge Underpass to

Longs ParkThere are no existing sidewalks on either side

of Harrisburg Pike along this section of the

corridor. There are two signalized intersec-

tions: one at the US Post Office / RR Donnel-

ley & Sons Company and the other at the main

entrance into Longs Park. The signalized in-

tersection at the Longs Park Entrance does not

have ADA compliant pedestrian signal equip-

ment or contain pedestrian accommodations

with movements restricted by signing. The

proposed plans for widening Harrisburg Pike aspart of The Crossings at Conestoga Creek in-

clude improvements such as accessible curb

ramps, crosswalks and pedestrian signal heads

at both intersections.

The recommendations for this segment of the corridor are to coordinate closely with PennDOT District 8-0, Man-

heim Township, and the Developer to stay abreast of the current plans for pedestrian travel, and ensure that those

plans correspond with the remainder of the sidewalk system throughout the corridor. The sidewalks should be con-

structed per the goals for implementation of a pedestrian only pathway system parallel to the corridor.

There is an existing bus stop along Harrisburg Pike in front of the US Post Office with a concrete sidewalk connec-

tion to the Post Office Building; this connection should be maintained and connected with new sidewalk construc-tion on the southside. Also, The Crossings at Conestoga Creek project includes a bus shelter located west of the

Longs Park Intersection. Coordination with bus transit routes and stops should be re-evaluated when sidewalk link-

ages are constructed/created to reduce the number of stops and provide safe pull-off areas for buses.


Figure 1.7Segment 5 Sidewalk Recommendations

Longs Park

(Bluebird Drive)

Post Office Drive

Norfolk Southern

Railroad

Bridge

Entrance to Longs Park

Project

Limit


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Longs Park is the western limit of this study; however, pedestrian facilities are present at the US Route 30 Inter-

change, west of this limit. It would be prudent to consider completing the pedestrian linkage as part of any future

improvements to the interchange or the Toys-R-Us property.


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SECTION2: SEPARATEDMULTI-USETRAIL

Existing Conditions

There are no existing multi-use trails immediately adjacent to the Har-

risburg Pike corridor study area. The urban characteristic of the Harris-burg Pike corridor does not readily support such trails since right-of-

way is limited, and the adjacent residential streets are either fronted by

sidewalks or have no pedestrian mobility amenities.

During the field views, Mackins Trail Team identified important natu-

ral resources and potential areas of environmental concern. Some natu-

ral resource identification was done from online GIS cultural and envi-

ronmental mapping services provided by the Pennsylvania Department

of Environmental Protection (PADEP) DEP eMapper and Penn-

DOTs Cultural Resources Geographic Information System (CRGIS).

Lancaster City is both a local Historic District and Heritage Conserva-tion Historic District (HDA). Race Avenue is considered the western

limits of both Districts. These Historic Districts do include some resi-

dential buildings west of Race Avenue within the City limits; however,

the trail and pedestrian recommendations in this feasibility study are not

proposing building alterations or exterior changes that would impact the

Lancaster City Historic District.

The project area is within the Conestoga River watershed. The project

is within the sub-basin named the Little Conestoga Creek, which in-

cludes an unnamed tributary of the Little Conestoga Creek. The un-

named tributary is locally referred to as the Longs Park Creek. Longs

Park Creek flows under Harrisburg Pike, the Norfolk Southern corridor,and Manheim Pike. A recent wetland restoration project was completed

within Longs Park along the parks eastern property line. Both the

main stem of the Little Conestoga Creek and Longs Park Creek are

considered Warm Water Fisheries (WWF). Both of these stream

reaches are currently designated by PADEP as waters that are impaired

and non-attainable for supporting aquatic life and recreational use. The

streams are impaired due to several factors such as agricultural pro-

duced nutrient and sediment loads, urban stormwater runoff, and patho-

gens from unknown sources.

The Little Conestoga Watershed Alliance (LCWA) has been imple-

menting stream restoration projects along the Little Conestoga Creek

stream corridor, most recently along the upstream sections and branches

known as Brubaker Run and Swarr Run in East Hempfield Township.

The existing riparian buffers within the project area should be main-

tained and proposed trail alignments should be offset from the stream

banks a minimum of 50 feet to maintain this vegetated buffer and treecanopy. Additional tree plantings and native shrubs in riparian buffer

zones should be a consideration if the trail alignments are proposed

within the riparian buffers.

Entrance Drive to the Spalding Ur-

ban Forest Conservancy Site

Norfolk Southern Railroad Trestle,

Looking North

Farmingdale Trail at Farmingdale

Road Crossing


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Within the project area there are man-made historic features that have been identified as eligible for listing on the

National Register of Historic Places. The Swarr-Harnish Farm and the Pennsylvania Railroad are two cultural re-

sources that have been identified in the area.

The Pennsylvania Railroad and Swarr-Harnish Farm features are not anticipated to be impacted by this project. In

fact, the recommended pedestrian and trail facilities can enhance community education of these two sites by provid-ing kiosks and site information along the alignment and at trailheads. There are no structural modifications as part of

this trail feasibility that would impose on the integrity of the existing structures that are National Register eligible. If

the project uses public funds from Local, State, or Federal levels, historic resource coordination will be required dur-

ing the preliminary trail design. If any permits are required for trail construction, the project impacts must be pre-

sented to the Pennsylvania Historical and Museum Commission (PHMC) concurrence on these potential historic

featured sites in order to obtain environmental clearances.

The Norfolk Southern Railroad Trestle Bridge spanning over the Little Conestoga Creek is a two span elevated rail-

road crossing. Mackins trail team evaluated the existing conditions of this bridge and surrounding area in order to

see if the site was feasible to introduce a multi-use trail under the railroad bridge and corridor. The north bank of thestream has an elevated floodway which continues under the northern span of this structure. During normal stream

flows the stream channel is confined to the southern span of the structure. The site would be feasible to install an atgrade trail under the northern span of this structure. The Trail team has some concern of the condition of the struc-

ture and concrete debris or other materials falling from the structure onto the trail pathway underpass. A netting

shield, or other protection would need to be installed for trail users safety. Mackins team also evaluated the use ofthe existing Baker Campus Athletic fields and woodlands. The findings were that these unmarked track trails in the

wooded area were not well defined or improved trails. There is a maintenance roadway the leads back near the site

of the trestle bridge and former radio tower area. There is also some aerial utility corridors where trees have been

trimmed that could be utilized by a trail alignment. Mackin and James Street Improvement District staff met with

F&M College facility management regarding introducing a public trail within the Baker Campus area to gauge what

alignments would be feasible without impacting planned research facilities continued use of the athletic fields on the

Baker Campus.

Existing/Planned Trails by Others

The Farmingdale Trail site on the

western side of the Little Conestoga

Creek offers the community a

multi-use trail system for recrea-

tional purposes. The planned

Crossings at Conestoga Creek de-

velopment proposes a system of

multi-use trails on the perimeter of

their project site. The existing and

proposed trails outside of this pro-

jects study area reinforces and of-

fers the great opportunity to provide

connectivity by introducing addi-

tional lengths of trail to make these

trail connections possible. The map

to the left, Figure 2.1, depicts the

existing paths within the Farming-

dale Trail owned by LCSWMA.

NS Trestle Bridge

Little Conestoga Creek

Farmingdale Trail

Farmingdale Road

Figure 2.1 Farmingdale Trail Map provided by Lancaster County Solid waste Management


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The red boundary line indicates property owned by LCSWMA and the blue boundary line indicates land owned by

East Hempfield Township as the Township Recreational Park named Dorwart Park.

It is important to note that LCSWMA, who constructed and maintains the crushed limestone multi-use paths on the

Farmingdale Trail site, experienced little trail damage during high water events in late summer of 2011.

The Crossings at Conestoga Creek (TCCC) is proposing walking trails within their site along the Tributary of Little

Conestoga Creek. There are gravel pathways around wetland areas in the rear of this conceptual plan that would

include a connection into the Farmingdale Trail.

Since the TCCC site proposes multi-use paths along the north side of the Tributary of Little Conestoga Creek, the

multi-use trail alignment and recommendation should evaluate the use of a portion of the on-site improvements as

well as an alternate alignment that makes a connection to Longs Park. The completion date of the trails open to the

public on the TCCC site may not be finished at the same time and additional coordination efforts between the plan-

ning partners and developer should occur for the trail implementation.

The current Crossing at Conestoga Creek Conceptual Plan is presented below provided by High Associates LTD.

Walking Trails

Tributary to Little

Conestoga Creek

Farmingdale Trail

Little Conestoga Creek

Farmingdale Road Harrisburg Pike


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Recommended Trail and Connections

Providing a safe pedestrian route along Harrisburg Pike will help transform the corridor into a more sustainable

transportation system, but the proposed roadway corridor improvements are only a small part in the expansion of asafe pedestrian network. Additional multi-modal features and connections need to be made from Harrisburg Pike to

the surrounding communities. The Mackin Team investigated the potential for a multi-use trail designed to meet the

needs of both pedestrians and bicyclists to fulfill this connectivity.

The standards for a multi-use trail differ based on the types of expected uses, the topography of the proposed align-

ments, and the entities responsible for perpetual maintenance. Since this study assumes private land owners will be

managing each of their trail segments local non-motorized path design standards were not recommended since the

bituminous material surfaces required for the entire trail length would add significant construction costs to the trail.

If portions of the trail were to be considered for dedication, the trail must be constructed in accordance with local

design standards, which for Manheim Township require a trail easement 20 wide, 4 inches of bituminous material,

with a minimum trail surface 10 in width. For the purpose of this study, the following minimum design require-

ments are recommended:

10 preferred width and 8 minimum width.

Trail surface material to be crushed limestone; asphalt approach aprons at all road crossings (minimize

material tracking onto roadways and allow for trail pavement markings at conflict areas).

ADA accessible (2% maximum) cross slope and vertical alignment grades less than 8.33% and avoid long

steep grades.

The recommended out of right-of-way multi-use trail begins at the western end of Vermont Avenue follows the

southern boundary of the Norfolk Southern Railroad to the railroad trestle at the Little Conestoga Creek, and extends

north beneath the trestle connecting with the Farmingdale Trail and proposed TCCC site.

The multi-use trail would be constructed adjacent to F&Ms Spalding Urban Forest Conservancy, and will thereforerequire design consideration to function seamlessly with other proposed improvements. During stakeholder inter-

views, it was noted that the Conservancy site will be comprised of two separate use areas: a teaching/research use

area and a recreational use area. Access to the teaching/research area will be controlled; and as planned, not open to

the public. The multi-use trail alignment will need to be designed as to not jeopardize that concept. For these rea-

sons, the recommended alignment for the trail follows the northwestern boundary of the site, adjacent to the Norfolk

Southern Railroad corridor. It is recommended that the trail alignment maintain a 100 foot buffer from the Norfolk

Southern property to minimize trail use wandering into the railroad corridor. Norfolk Southern may require fencing

to keep the corridor secure.

A multi-use trail is also being recommended on the F&M College Baker Campus to take advantage of the connec-

tion with the Gundy Observatory and Wilson Drive. The proposed alignment will allow the users of the recreational

fields that access from the south a connection with the proposed network of sidewalks along Harrisburg Pike. Ver-mont Avenues cartway will be shared by pedestrians, bicyclists, and motorists as the roadway is a private drive and

has a very low volume of vehicular traffic. A trailhead is proposed at the western extent of Vermont Avenue. There

is parking areas already established for field activities and could be utilized for trail access.

Figure 2.2 shows a Typical cross-section of a multi-use trail. The multi-use trail recommendation mapping is pre-

sented in Figure 2.5 and shows the proposed multi-use trail alignment from the end of Vermont Avenue to the Nor-

folk Southern Trestle Bridge over the Little Conestoga Creek.

Figure 2.6 shows additional details on the multi-use trail near the Farmingdale Trail Trestle Spur, the Norfolk South-

ern Bridge underpass, and Baker Campus woodlands along the Little Conestoga Creek. The trail linkage connection


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and the structure location are conceptually depicted to minimize the span length of the proposed structure over the

Little Conestoga Creek normal top of banks.

Figure 2.7 indicates a Longs Park spur connection that is considered a secondary recommendation to the TCCC pro-

posed site linkage to the park. If the TCCC site construction timetable is significantly delayed, this Longs Park spur

connection may become a primary recommendation.

The existing box culvert crossing the Tributary of the Little Conestoga Creek and Harrisburg Pike could accommo-

date a trail/pedestrian path on the south side without widening. Modifications to the approach guide rail and guide

rail end treatments would be required to provide a 5-foot walking path or sidewalk across this structure.

The north side of this box culvert could also accommodate a sidewalk on the north side; however, the steep embank-

ment grade on the west approach leading into Longs Park is a design constraint for proposing sidewalk and/or a

trail.

Figure 2.5, Figure 2.6, and Figure 2.7 are presented on Page 2.7, 2.8, and 2.9 respectively at the end of this multi-use

trail Section 2.6. The multi-use trail recommendations are presented on each of these maps.

Figure 2.2 Typical Section of the Multi-Use Trail


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Floodplain and Wetland Considerations

Once the multi-use trail alignment reaches the Little Conestoga Creek, the trail may encroach upon the floodplain,

and wetlands. The Mackin Trail Team evaluated the Federal Emergency Management Agency (FEMA) flood haz-ard zones and the National Wetland Inventory (NWI) boundaries and anticipate the trail can be installed without en-

croachments upon the NWI wetlands. There were no potential wetlands identified within the proposed alignment;

however, the existence of wetlands may be discovered once detailed trail design begins. The recommended method

of installing a multi-use trail through a wetland, if one should be found, is along a decking structure supported by

piers. Coordination with the Lancaster County

Conservation District and the PADEP will be re-

quired for any wetland crossing. Coordination

with Manheim Townships local floodplain man-

agement rules and regulations will also be re-

quired for any structure in the waterway of flood-

way. A detailed H&H study and report will be

required as per PADEPs Chapter 105 Water Ob-structions and Encroachment General Permit pro-

cedures for construction of these trail structures.

Figure 2.3 shows a detail of a typical boardwalk

trail system on piers for wetland crossings.

Structures Required

There is one point along the recommended route where a

footbridge structure will be required to cross the Tributary

to the Little Conestoga Creek. This crossing will provide a

connection between the proposed trail alignment and the

TCCC site. A single span timber structure is recommendedfor this crossing. Figure 2.4 shows an example of a timber

bridge stream crossing. The recommended route could

avoid the need for the structure crossing the Tributary of

the Little Conestoga Creek if the multi-use trail stayed on

the south alignment shown in Figure 2.7 connecting toLongs Park with existing culvert crossing at Harrisburg Pike. LCSWMA has committed to provide a structure

across the Little Conestoga to connect the Farmingdale Trails with the multi-use trail implemented across the stream.

A second footbridge structure is planned as part of the proposed TCCC site improvements and conceptually pro-

posed across the Little Conestoga Creek to the west and upstream from the LCSWMA footbridge location.

Figure 2.3 Boardwalk Trail System on Piers

Figure 2.4 - Timber structure stream crossing.

Washington State Dept. of Natural Resources, 2012


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FIGURE2.5M

ULTI-USETRAI

LOVERVIEW


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FIGURE2.6B

AKERCAMPUS

-WILSONDRIVE/HARRISBURG

PIKE


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SECTION3: SHARETHEROADALIGNMENT

Existing Conditions

Harrisburg Pike is used by all levels of bicyclists as a commuter route.

Harrisburg Pike is classified as a principal arterial roadway and in-cludes shared roadway bike use within the existing right-of-way. The

road is signed as Bike PA Route J1 Spur. This designates the road-

way as a component of PennDOTs BikeSafe initiative and part one of

nine State Routes for bicycle touring. The accommodations along theroad are strictly share the road and do not include bicycle lane strip-

ing. PA State Bike Routes have the disclaimer, BicyclePA users are

expected to be licensed drivers or persons at least sixteen yuears of age

who have several years of bicycling experience. In addition, on-road

cyclists are responsible to follow the PA Bike Laws described in Title75 of the Pennsylvania Consolidated Statutes, Chapter 35 Special Ve-

hicles and Pedestrians, Subchapter A Operations of Pedacycles

(Bicycles).

The existing conditions on Harrisburg Pike are not very accommodatingto the both experienced and novice bike riders alike. The bike user has

no reasonable alternative route to choose when traveling along the cor-

ridor between Race Avenue and the Longs Park entrance. Railroad cor-

ridors and limited access highways limit other access routes and poten-

tial points of entry/crossings.

User Level and Enhance On-Road Facilities

Harrisburg Pike directly connects to Longs Park; and therefore, it is themost logical and direct route. However, to novice and recreational level

bike riders this route is not best suited. Due to high volumes of traffic

on Harrisburg Pike and the perceived constraints, most novice riders

would not consider the road accommodating to travel due to limited

shoulder widths throughout the corridor, as well as the absence of pull

off areas. Also, novice riders feel uncomfortable sharing a travel lane,

particularly at signalized intersections. For purposes of this feasibility

study, the bicycle user level is defined as a novice or recreational rider.

An additional goal for bicycle accommodations is to enhance on-road

facilities within the project limits. The enhancements include providing

a more user friendly and safer on-road experience, as well as creatinga defined route connection between F&Ms Baker Campus Athletic

Fields and Buchanan Park recreational areas. Since Harrisburg Pike has

safety concerns with novice riders, more accommodating on-road

facilities in the project area were evaluated to make the connection with

the off-roadway alignment and linkage to the the multi-use trail pro-

posed in Section 2.

An alternate on-road bicycle route is a feasible solution that will al-

low all levels of bike riders a choice. While mainly focused on recrea-Median Island in the Center of

Presidents Avenue

Cyclist Riding Towards Longs Park

Bicycle Route J1 Signage Along the

Harrisburg Pike Corridor

(Looking East)


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tional bicyclists, the route can be used by all bicyclists who want to avoid entering the Harrisburg Pike corridor. Pro-

viding an alternate on-road route is favored by all bicyclists since the Harrisburg Pike has heavy traffic volumes,

as well as other discouraging features that may intimidate the more novice cyclist. One such feature is the Norfolk

Southern Railroad bridge overpass. Its horizontal clearance creates a tunneling effect that less experienced share

the road riders may see as a discouraging physical barrier.

In order to provide an alternate bike route, a combination of existing on-road facilities and proposed multi-use trail

segments will need to be used. The School Lane Hills development has an access point to the Baker Campus Ath-

letic Fields on the southern property line off Wilson Drive. A non-motorized, multi-use path is proposed to connect

Wilson Drive and Vermont Avenue following the existing worn path between the athletic ball fields. It is also criti-

cal that an on-road and trail combination reach the trailhead at the west end of Vermont Avenue. In doing this,

Vermont Avenue would need to be designated as an alternative bike route to typical Harrisburg Pike users. Vermont

Avenue is a safe, low-volume roadway; however, there is a need for the facility to provide motorist awareness and

cyclist guidance that a route exists and connects to multi-use trail segments.

Recommended Route

Since the Harrisburg Pike was determined to be for experienced bicyclists, the Mackin Team identified several local

roads with the potential to provide a safer alternative for novice and recreational bicyclists. The teams initial rec-

ommended route proceeded north on Race Avenue from the northwest corner of Buchanan Park and headed in a

westward direction along West New Street. The proposed alignment crossed North President Avenue, which is an

existing median-separated roadway that provides the user a definitive safe zone to cross vehicular traffic flowing

in one direction, as well as take refuge, if needed, for the opposing direction of travel. Once across North President

Avenue, the alignmentwithin the road right-of-way of Hillcrest Road to Clayton Roadheads north past Lancas-

ter Country Day School. The alignment continues on Clayton Road to Wilson Drive where the trail would connect

into F&Ms Baker Campus Recreation Fields.

The JSID met with Lancaster Township officials during this feasibility studys development to discuss this on-road

alignment. The Township expressed some concern with introducing a route for bicyclists at the intersection of Hill-crest Road and North School Lane. This intersection is a drop-off location for Lancaster Country Day School, and

the heavy vehicle activity has the potential to present an unsafe condition for both motorists and bicyclists.

One discussed alternative route was to use West Frederick Street from Race Avenue. The route would cross North

President Avenue and continue westward on Valley Road to the intersection of Hamilton Road. Then, it headed

northward towards the Lancaster Country Day School and proceeded west on Clayton Road to the intersection with

Wilson Drive at the entrance to the F&Ms Baker Campus Recreation Fields.

A portion of West Fredrick Street is a one-way street between Race Avenue and State Street. Bicyclists travelingeastbound on the recommended route will need to proceed onto the proposed contra-flow bike lane for this block.

The contra-flow bike lane option was preferred over other options to widen the street for two-way travel, or use the

sidewalk. The contra-flow bike lane is recommended to be installed on the one-way street cartway and adjacent to

the edge of pavement on the south side of the street. The bike lane will connect to the existing crosswalk area at

Race Avenue and the crosswalk area may need to be widened to accommodate bicycle and pedestrian use. A contra-

flow bike lane detail, Typical Section, is provided in Appendix C.

An alternative to providing a contra-flow bike lane for eastbound travel, short term, could be to maintain a eastbound

shared roadway route that proceeds from the intersection of State Street and West Fredrick Street by turning leftonto State Street, right onto West New Street, and right onto Race Avenue in order to reach the crosswalk at the

northwest corner of Buchanan Park. The two routes between the F&M Baker Campus and Buchanan Park men-

tioned above were each evaluated for this feasibility study. They are not the only options available to provide this

linkage between recreational areas. Both have benefits, limitations, constraints, and safety concerns that should be


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further discussed with each municipality. As preliminary design occurs and prior to implementing a shared road-

way route, it is imperative that additional coordination between Lancaster Township and the City of Lancaster be

made for such connection via a Share the Roadway route. The concerns from the bicycle community groups

should also be addressed to provide the best solution that accomplishes recreational linkage goal.

See Figure 3.1 on Page 3.5, which depictsthe share the road on road facilities for

the connection between Buchanan Park

and the F&M Baker Campus alignment.

Refer to Appendix D for an additional

detail map for Figure 3.1 to clarify the

West Fredrick Street one-way street rec-

ommendation to use a contra-flow bike

lane for eastbound travel.

Vermont Avenue is a private driveway

shared with F&Ms Baker Campus facili-

ties and businesses adjacent to the northside of the road. The Trail Team, through

coordination with F&M and JSID, recom-

mends that Vermont Avenue be used as a

shared road bicycle and pedestrian fa-

cility for its entire length to provide the

connection of the recommended multi-use trail sidewalk along Harrisburg Pike. The traffic on Vermont Avenue is

minimal and will be traveling at low speeds. The pedestrian/bike users sharing this roadway will have adequate

space for biking or walking adjacent to vehicles traveling on this low-volume private drive. Mackins Design Team

considers this roadway for shared use acceptable for the recreational and occasional use by other modes of travel.

Vermont Avenue provides, at a minimal cost, access to the proposed multi-use trail on F&M and LCSWMA lands. It

also makes a key connection between the Harrisburg Pike and the multi-use trail by providing an alternative route to

Longs Park beside the proposed sidewalk along the Harrisburg Pike corridor.

See Figure 3.2 on Page 3.6 depicting shared road along Vermont Avenue. Physical Designation of a Shared Route

signing can be one of several options in order to provide visual cues that the shared road and connection route exists.

There are no steadfast requirements for a share the road bike route or trail alignment: municipalities, government

agencies and cyclists across the nation have their own separate school of thought when it comes to how to appropri-

ately designate a route. However, there are guidelines being developed that provide municipalities with solutions to

create complete-streets that are safe for both bicyclists and motorists.

The National Association of City Transportation Officials (NACTO) has developed an Urban Bikeway Design

Guide to assist roadway and trail designers in developing safe and efficient bicycle alignment within vehicular corri-

dors http://nacto.org/cities-for-cycling/design-guide/. These guidelines provide proven and implemented techniques that

designers can use to improve awareness and reduce conflicts with the roadways shared usage.

During the stakeholder interviews, it was evident that the municipalities surrounding the Harrisburg Pike corridor

and the projects study area had differing views on how to successfully implement the routes. Some prefer bicycle

lanes be painted and delineated on the pavement, and others would rather install signage adjacent to the roadway to

inform users. Bike lanes and signing alongside the road are just some of the various ways in which to identify the

alignment. The recommendation of this plan is that the designations used to demarcate the Share the Road align-

ment remain consistent across municipal boundaries as to not create confusion for the bicyclists. If consistency can-

not be accomplished, the change in route demarcations must be clearly marked.

Vermont Avenue Looking West


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As mentioned in the beginning of the this section on share the road alignments, Harrisburg Pike is classified for

shared roadway bike use within the existing right-of-way and is signed as PA Bike Route J1 Spur. There are

local residents and avid commuter bicyclists who use this route and expressed concerns during the public meeting.

Several people requested that the study include safety measures and recommendations for on-road bike users.

Their concerns are the following: motorists traveling at higher speeds than the posted speed limit on Harrisburg Pike;

vehicles passing to close; bike detection and accommodations at signalized intersections; no refuge in curbed sec-tions; and nighttime visibility. They would also like to see more commuter bicyclist considerations such as potential

bike lanes, or improved awareness of the Harrisburg Pike as a shared road facility by either using warning signs or

stripping a defined vehicle travel lane.

To address the request for safety measures for on-road users, Mackin suggests several features that may be included

outside the travel lane (white edge line) markings to delineate the travel lane from the shoulder areas: share the road

signing, or new sharrow pavement markings that have been adopted into Federal Highway Administrations 2009

Manual of Uniform Traffic Control Devices (MUTCD). These are low cost safety features that can be implemented

in a short amount of time and used for all levels of bicyclists on the shared road facility. These effective measures

can benefit not only the experienced cyclists that are commuting to work, or biking for fitness; but provide a safer

corridor for the novice rider as well. First time in the area bike users may not be aware of the alternative option to

use a recreational multi-use trail as proposed in Section 2, and these enhancements along the corridor can reduceconflicts between motorists and bicycle travel. As an additional safety measure, Mackin further recommends that

signal detection equipment and traffic signal timing and phasing be evaluated along the Harrisburg Pike corridor to

accommodate pedestrian and bicycle users at signal crossings.

It is also important to note that earlier this year House Bill 170 was passed by the State General Assembly and

signed into law on February 2, 2012 by Governor Corbett. This piece of legislation enacted a new PennsylvaniaBike Law by amending the Pennsylvania Motor Vehicle Code to require a driver of a motor vehicle who is overtak-

ing a pedalcycle to provide at least 4-feet minimum of space when overtaking the pedal cyclists on a road they are

sharing when proceeding in the same direction. Bicyclist and motorist awareness and education on this new law is

paramount. It will more than likely become an active part of the future bicycle safety and motor vehicle license pro-

grams so both users acknowledge and understand the overtaking a pedalcycle laws intent was a safety measure

for shared road facilities. The new 4-foot rule became effective on April 2, 2012.

In addition to these recommended on-road facility improvements to the Harrisburg Pike, the recommendations to

create an alternate and designated local bike route from the City of Lancaster ParksBuchanan Park and Longs

Parkshould be considered a very feasible and low cost expansion of bike user mobility. The possible on-road

route that is conceptually presented and adding a Contra-flow bike lane on the one-way street block of West Fredrick

Street will create the linkage to the multi-use trail. This link completes a bike route between these two parks by

avoiding the Harrisburg Pike. This this option should be considered a feasible alternative and goal for non-motorized

travel adjacent to the Harrisburg Pike corridor. The route will provide the bike user the choice to travel the corridor,

or travel along a route that is more accommodating to all rider levels.


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Figures presented on this page are from the Final

Report on Revising the AASHTO Guide for the

Development of Bicycle Facilities dated January

2010. These shared lane markings and signing are

also adopted in the Federal Highway Administra-

tions current 2009 Manual for Unified TrafficControl Devices (MUTCD). The signing and

pavement marking details for a shared roadway

facility can include both signs and markings; how-

ever, there should be a consistent appearance to

both the bicyclist and motorist. The Share the

Road signs should be placed on the nearest inter-

section at the start of shared roadway facility

and continue the length of the facility. Sign spac-

ing intervals should be adequately placed at each

crossing street, or every 1/4 mile.

Shared Roadway Recommendations

Install Contra-Flow Bike Lane, Signs, and

Pavement Markings along Recommended

Route from Race Avenue, West Fredrick

Street, Valley Road, Hamilton Road, Clay-

ton Road, and Wilson Drive.

Install Signs and Pavement Markings along

Vermont Avenue from Harrisburg Pike to roadway end at Norfolk Southern Railroad corridor.

Install white edge of outside travel lane pavement markings along Harrisburg Pike to define the travel

lane and offset to the curb of a minimum of 2, preferred 3 to 4 where feasible. By providing this travel

lane demarcation, the vehicular traffic speeds may be reduced and provide a better Level of Service tocommuter bicyclists using Harrisburg Pike as a shared road facility.

Promote awareness of shared road facilities

and the new overtaking a pedalcycle 4-foot

rule law.


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Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 4.1

SECTION4: FACILITYFEATURES

Road Crossings

There are five (5) signalized intersections within the study area; these

intersections provide the pedestrian with the safest route to crossvehicular travel lanes. The signalized intersections are at Race Avenue,

Dillerville Avenue/North President Avenue, LCSWMA Transfer

Complex Private Drive, the U.S. Post Office, and Longs Park

(Bluebird Drive). Each of these intersections requires improvements to

meet ADA accessibility and current PennDOT design and safety

standards. The following is a listing of those improvements:

ADA accessible curb ramps, including detectable warning

surfaces.

Pedestrian signal heads and pushbuttons at each crossing

location.

Painted crosswalks and signage per Department ofTransportation Publications and the Manual on Uniform

Traffic Control Devices (MUTCD) standards, maintained by

local municipalities after construction.

There are four local roads (State Street, Landis Avenue, Shreiner

Avenue and Vermont Avenue) that intersect Harrisburg Pike at un-

signalized intersections. Vermont Avenue is classified as a local road.

It is, however, partially owned by F&M College and other private land

owners that have access to or about the roadway as a shared driveway

to the rear of their properties. The recommendations described in

previous sections of this report call for pedestrians to cross between the

north and south side of Harrisburg Pike as a result of available land and/or for safety reasons. Although the most feasible and safest route is

being proposed, it is inevitable that pedestrian traffic will occur

throughout the corridor; sidewalk in place or not. For this reason, at a

minimum, each un-signalized road intersection should be equipped with

the following:

ADA accessible curb ramps or culverts, including detectable

warning surfaces, if sidewalks not installed in a flat area behind

curb should be provided between intersection corners.

A painted crosswalk per the Manual on Uniform Traffic

Control Devices (MUTCD) standards.

The previous recommendations meet minimum safety standards forroad crossings, but additional measures can be taken to further enhance

the level of safety. A decorative paver or brick crosswalk is an

alternative to increase visibility of the crosswalk for both motorists and

trail users. Another design element that can enhance the crossings are

the construction of bulb-outs and median islands that shorten the

distance a pedestrian has to cross the roadway. These enhanced

improvements will require review and approval by PennDOT and/or the

local municipalities to determine the acceptability of the designs and

long-term maintenance. The crosswalk enhancement improvements

mentioned above are not included in this studys cost estimates.

Existing Crosswalk at Harrisburg

Pike and College Avenue

Lancaster City Signage along

Harrisburg Pike Looking East

Informational Signage at the

Farmingdale Trails Property


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Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail4.2

SECTION4: FACILITY FEATURES

Signage

Signage along the trail will need to be developed on a

comprehensive level. The installation of signage

along the roadway and at trail crossings will berequired to follow standards set forth in the Manual

on Uniform Traffic Control Devices (MUTCD), but

project specific signage along the multi-use trail

alignment may require the creation of a signage

manual to identify the various types and sizes of

signage as well as the materials, colors and styles of

each. It is recommended that the existing trail

signage on adjacent recreational properties be

considered so that the entire trail system displays a

consistent theme and style. Figure 9B-7 of the

MUTCD 2009 edition is provided on Page 4.6

showing typical signing for a shared path roadwaycrossing.

Signing along the trail should be limited to

directional, informational, regulatory and interpretive

signage only. The signage material should be context

sensitive to the region, and information should be

clearly conveyed via simple messages using legible

fonts. The use of signage should focus on creating a

safe condition along the trail corridor, but be

minimized to avoid significant long-term

maintenance costs. All new signage, excluding

standard traffic control signage at road crossings andtrailheads, should include a trail logo if one is

developed. Figure 4.1 is an example of an

interpretive sign on the Farmingdale Trail. Figure

4.2 shows an interpretive sign in front of F&Ms

College Square.

Informational kiosks and interpretive signage should

be constructed of durable materials that resist fading;

laminated graphics are recommended for these sign types since they allow for

quality graphical displays protected from the elements and vandalism.

A recent technologic advancement that may be incorporated into the signagedesign along the trails is the use of QR Codes. QR, which is short for quick

response, is a unique bar code that can be interpreted by dedicated readers andsome smart phones. The QR Codes could be placed on interpretive and

informational signage, and provide access to streaming video and audio to tell a

story about features and services provided along the Harrisburg Pike corridor

and study area. This advancement is valuable from an ADA perspective,

providing audio interpretation and information to disabled trail users. Figure4.3 is an example of a QR Code graphic.

Figure 4.3Sample QR Code

Figure 4.2Interpretive sign example at F&M College

Figure 4.1Low-Profile Interpretive Sign


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Feasibility Study for Harrisburg Pike - Pedestrian Accommodations and Multi-Use Trail 4.3

SECTION4: FACILITYFEATURES

Trailheads and Parking Areas

The proximity of the project area to other concurrent

development and recreational facilities within

walking and bicycling distance led the Trail Team torecommend two trailhead locations. One trailhead is

being proposed at the western end of Vermont

Avenue, at the entrance to the Spalding Urban Forest

Conservancy site. The second trailhead is proposed

at Longs Park.

The facilities proposed at a trailhead vary based on

available land, the number of potential users served

and the ability to access, maintain, secure and police

the location. The ideal design for a trailhead should

include parking, shelter, shade and water. The

trailhead along Vermont Avenue can utilize theexisting gravel parking area adjacent to the paved roadway. Signage should be installed to delineate parking for trail

users, and a kiosk should be installed that orients the trail user to their location within the overall trail system; the

kiosk can also be used to display future events and provide mapping with local services. There is limited available

land on the Baker Campus Recreational Fields to construct a pavilion, but there may be an opportunity to cooperate

with the Spalding Urban Forest Conservancy development to include shelter on that piece of property.

The location of the trailhead at Longs Park has not been identified, but if possible it should utilize existing parking

and be in close proximity to utilities to provide water and shelter. A kiosk should also be located at this trailhead

with the same information as the one at Vermont Avenue.

There is an existing parking lot at the Grundy Observatory on the F&Ms Baker Campus Recreation Fields. This

parking lot was identified during the field investigation as a central location within the project area. It isrecommended that trail signage be installed at this parking lot to guide users of the Observatory and ball fields

towards the trailhead at Vermont Avenue. It is not intended to use this lot as a trailhead.

Amenities

There are a multitude of physical elements associated with trail construction that provide comfort and enhance safety

for the trail user. Although the following may not be a complete list of amenities installed along the trail upon its

construction, these elements are recommended to be considered during the design process. The trail amenities

should be constructed of durable materials, and be designed to compliment one another once installed.

Access Control/Gates and Bollards

Access control gates and bollards should be installed to limit unauthorized vehicle use within the multi-use trail

corridor. Figure 4.5 shows a typical gated control, which can be designed and installed at trailheads and trail access

points. Gates are required for trail maintenance vehicles to access the corridor, and bollards limit vehicular access

while allowing adequate space for pedestrians and bicyclist to enter. Where emergency access is required,

emergency management services sho

Documents

Feasibility Study for Harrisburg Pike: