Five Boroughs Active Transportation Plan by Pashek+MTR

Rankin, Braddock, North Braddock, East Pittsburgh, Turtle Creek T

The Five Boroughs

Active Transportation Plan 2018

Development of the Turtle Creek Valley Active Transportation Plan is funded with a grant from the Redevelopment Authority of Allegheny County. The planning consultant is Pashek + MTR.

Acknowledgements

A special thanks goes to all of the residents of The Five Boroughs, the Boroughsâ&#x20AC;&#x2122; Council Members, and the Active Allegheny Advisor Committee members who participated in public meetings, advisory committee meetings, key person interviews and the on-line active transportation survey during the course of this study. The input we received from you was instrumental in the preparation and development of this plan and the resulting recommendations.

Borough of Rankin Borough of Braddock Borough of North Braddock Borough of East Pittsburgh Borough of Turtle Creek Active Allegheny Advisory Committee Members Deborah Brown, Braddock Borough Manager Doug Marguriet, North Braddock Borough Manager Vickie Vargo, North Braddock Borough Representative Kelly Kelley, Turtle Creek Borough Mayor Lou Payne, Mayor East Pittsburgh Borough Mary Carol Kennedy, East Pittsburgh Borough Council William Prince, Rankin Borough Council Ann Ogoreuc AICP, Manager, Transportation Initiatives Eric Boerer, BikePGH Roy Weil, Steel Valley Trail Paul Heckbert, Steel Valley Trail

Allegheny County Economic Development Ann Ogoreuc, AICP, Manager, Transportation Initiatives Development of the Turtle Creek Valley Active Transportation Plan is funded with a grant from the Redevelopment Authority of Allegheny County. The planning consultant is Pashek + MTR.

Red Lantern Bike Shop, Braddock Borough

Table of Contents Chapter 1: Introduction.....................................1 Scope of Work & Planning Process.................................................... 5 Vision & Goals......................................................................................6 Benefit of Planning.............................................................................. 7 Complete Streets................................................................................8 Safe Routes to School .......................................................................17

Chapter 2: Inventory & Analysis....................19 Review of Existing Planning Efforts................................................. 19 Review of Five Boroughsâ&#x20AC;&#x2122; Ordinances..............................................21 Geographic Information Systems Analysis...................................... 20 Existing Land Use/Zoning Inventory................................................ 26 Demographics Analysis..................................................................... 32 Public Facilities & Destinations Inventory........................................ 34 Existing Bicycle Infrastructure..........................................................36 Pedestrian & Cyclist Barriers.............................................................38 Pedestrian & Cyclist Connections.....................................................40 Safe Routes to Schools Analysis....................................................... 42 Public Participation........................................................................... 43

Chapter 3: Vision Plan.................................... 47 Proposed Pedestrian and Bicycle Vision Plan.................................. 47 Proposed Active Transportation Implementation Strategies......... 55 Pedestrian and Bicycle Network Vision Plan.................................... 72 Intersection Enhancement Plan .....................................................138

Chapter 4: Action Plan.................................. 157 Action Plan........................................................................................157 Potential Partners............................................................................179 Time Frame for Action..................................................................... 181

Appendices Appendix A Funding Sources...........................................................183 Appendix B Sample Language for SALDOs.................................... 190

Executive Summary

The boroughs of Rankin, Braddock, North Braddock, East Pittsburgh and Turtle Creek, collectively referred to as the Five Boroughs, desired to complete this Active Transportation Plan. What is Active Transportation? Source: https://www.cdc.gov/healthyplaces/transportation/promote_strategy.htm

Active transportation is any self-propelled, human-powered mode of transportation, such as walking or bicycling. Physical inactivity is a major contributor to the steady rise in rates of obesity, diabetes, heart disease, stroke, and other chronic health conditions in the United States. Elected officials from the Five Boroughs desired to develop a plan which identifies the active transportation requirements of local residents and recommendations for addressing those needs. The plan will be in concert with the implementation strategies addressed in “Active Allegheny,” including the identification of arterial routes that connect the Five Boroughs’ neighborhoods with identified major network systems. The goal of the Five Boroughs Active Transportation Master Plan is to increase available opportunities for residents to safely participate in healthy activities such as walking or cycling to enhance community vitality, sustainability and livability. Many of the Boroughs’ residents choose to live in these neighborhoods because of family heritage, as well as the Borough’s proximity to neighboring communities like the City of Pittsburgh, Homestead, and Monroeville. Borough residents who predominantly work and play in these areas are increasingly opting for alternative modes of transportation due to heavy congestion on primary roadways such as Braddock Avenue, Kenmawr Avenue, the Tri Borough Expressway and Brown Avenue, coupled with a high percentage of residents not owning vehicles and a decision to adopt healthier lifestyles. The neighborhoods of The Five Boroughs are geographically and industrially separated. Steep elevations and active railroads disconnect North Braddock and East Pittsburgh from Braddock Avenue (the primary east/west connector between the Five Boroughs). Dangerous highways and intersections disconnect Rankin and Turtle Creek from the other Boroughs as well. By providing safe access for pedestrians and cyclists on these roadways, the Board believes that the number of individuals participating in regular activities will increase without hampering the movement of motorists.

Summary of Key Recommendations

An overall Vision for Active Transportation is proposed in Chapter 3. It takes into consideration the inventory, analysis and input provided during the planning process. The resulting Vision Plan serves as a guide to acheive an interconnected active transportation infrastructure network. The Action Plan, proposed in Chapter 4, provides each community with guidance and strategies to begin implementing the recommendations contained in this plan. Key recommendations of the Active Transportation Plan include: 1) Pedestrian Improvements, including developing a standard for construction and maintenance of sidewalks, writing these standards into local ordinances and enforcing them; connecting critical gaps in the existing sidewalk network; ensuring there are sidewalk connections to the school and parks; and ensuring that proper pavement marking, signage and signalized crossing are in place; 2) Bicycle Improvements, including construction and designation of bike lanes and routes and improvements to existing facilities as well as integration of the bicycle network with the rest of the Boroughâ&#x20AC;&#x2122;s multi-modal transportation system; 3) Intersection Enhancements to clearly identify bicycle and pedestrian crosswalks; and 4) Conducting a feasibility study for the proposed Floodgate and Interworks Trails. The following is a summary of the key recommendations presented in Chapter 4, Action Plan.

Turtle Creek

East Pittsburgh

North Braddock

Rankin

Braddock

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Action Plan 1. Adopt this plan. 2. Become a CONNECT Participant. 3. Adopt Health in all Policies Resolution. 4. Establish and appoint members to Active Transportation Advisory Committee. 5. Active Transportation Advisory Committee to refine Complete Streets model ordinance to be specific to Wilkins Township.

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6. Boroughs to adopt refined Complete Streets Ordinance. 7. Inventory Sidewalks Conditions and ADA Ramps in GIS. 8. Conduct a feasibility Study for the proposed Flood Gate & Interworks Trails.

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Turtle Creek

East Pittsburgh

North Braddock

Braddock

Rankin

9. Advance Pilot Projects »» Airbrake Avenue/Penn Avenue Extension/Braddock Avenue (to RIDC Campus) Bike Lanes • Potential Funding: PennDOT Transportation Alternatives, PennDOT Multimodal Transportation Funding, Active Allegheny, and PA DCED CFA • Opinion of probable construction cost: $151,859 »» Rankin Boulevard Bike Lanes • Potential Funding: PennDOT Transportation Alternatives, PennDOT Multimodal Transportation Funding, Active Allegheny, and PA DCED CFA • Opinion of probable construction cost: $104,489 »» Braddock Avenue Pedestrian Improvements & Shared Lanes • Potential Funding: PennDOT Transportation Alternatives, PennDOT Multimodal Transportation Funding, Active Allegheny, and PA DCED CFA • Opinion of probable construction cost: $204, 368 »» Main Street Uphill Bike Lane, Downhill Shared Lane & Center Avenue/Bessemer Avenue Shared Lanes • Potential Funding: PennDOT Transportation Alternatives, PennDOT Multimodal Transportation Funding, Active Allegheny, and PA DCED CFA • Opinion of probable construction cost: $233,012 »» Braddock Avenue Bike Lanes (end of Tri Borough to 11th Street) & 11th Street Bike Lanes (North Braddock/Braddock) • Potential Funding: PennDOT Transportation Alternatives, PennDOT Multimodal Transportation Funding, Active Allegheny, and PA DCED CFA • Coordination needed between North Braddock and Braddock • Long term goal: replace bike lanes with a cycle track and sidewalk along the southern side of Braddock Avenue, connecting to the proposed Interworks Trail via the Floodgate passage. • Opinion of probable construction cost: $258,828 »» In addition to these five pilot projects, Rankin, Braddock, and Turtle Creek should also focus on improving pedestrian access/safety within a 1/4 mile radius of all schools (public, private, and charter), as students living within that radius will typically walk to school routinely. The following is a list of baseline recommendations. Opinions of probable construction cost were not calculated for these projects. Potential Funding Sources: Community Development Block Grant • Rankin Elementary/Intermediate School • Heritage Community Initiatives & Good Shepherd • Community School East, Holy Family Institute & Woodland Hills Academy • Propel Schools East

Five Boroughs Active Transportation Plan - Chapter 1

Turtle Creek

East Pittsburgh

North Braddock

Rankin

Braddock

10. Identify Upcoming County and State Road Projects in The Five Boroughs Policy makers from The Five Boroughs and representatives from the Five Boroughs Active Transportation Advisory Committee should meet with the Allegheny County Transportation Initiatives Manager, the Southwest Pennsylvania Commission Active Transportation Planner and the PennDOT Pedestrian/Bicycle Coordinator annually to identify upcoming County and State road projects in The Five Boroughs. Begin dialogue on implementation of active transportation recommendations for county and state road right-of-ways. 11. Attend Southwestern Pennsylvania Commission Active Transportation Committee Meetings The Southwestern Pennsylvania Commission (SPC) is a regional transportation planning agency that focuses on projects that serve to enable safe and efficient travel for pedestrians and cyclists. SPCâ&#x20AC;&#x2122;s approach to pedestrian and bicycle planning places an emphasis on active transportation. SPC supports the development of a regional infrastructure system that is designed to protect and enhance public health and the environment. The SPC meets quarterly. Policy makers from The Five Boroughs and/or representatives from the Five Boroughs Active Transportation Advisory Committee should attend these meetings to involve The Five Boroughs actively in any regional developments. 12. Meet with Allegheny County Port Authority Transit and the Heritage Community Transportation We recommend The Five Boroughs meet with the Port Authority of Allegheny County and Heritage Community Transportation on an annual basis to discuss the Boroughsâ&#x20AC;&#x2122; current and emergent public transportation needs. 13. Prioritize and Advance Ongoing Active Transportation Initiatives Chapter 3 contains the The Five Boroughs active transportation vision plan and proposed implementation strategies. This overall vision and implementation plan is intended to be realized over time, typically over a period of approximately ten years. Chapter 4 Action Plan includes the near term actions required to advance the recommendations of this plan. As implementation progresses, and near term actions are completed, the Five Boroughs Active Transportation Advisory Committee must continually review Chapter 3 and prioritize additional action items which are to be completed over the next one to three year period. As infrastructure is developed, priorities should

Five Boroughs Active Transportation Plan - Chapter 1

Turtle Creek

East Pittsburgh

North Braddock

Rankin

Braddock

should expand to include advocacy, education, and evaluation actions as described in Chapter 3. 14. Apply for Funding to Advance Priorities As active transportation projects are prioritized, the Active Transportation Advisory Committee and the Borough Managers should aggressively continue to apply for funding for project implementation. 15. Make Recommendations to Borough Planning Commissions An important role of the Five Boroughs Active Transportation Advisory Committee is to advise the Boroughs’ Planning Commissions on all related active transportation matters. This can include: • Recommending active transportation, complete streets, smart transportation, pedestrian/bicycle and health/wellness language and requirements being included in all Borough Subdivision, Land Use, and Zoning Ordinances. Refer to sample language for Subdivision and Land Development Ordinances packet in Appendices. • Advising the Planning Commission on subdivision and land development applications with respect to proposed active transportation improvements.

Time Frame for Action The recommended projects, programs, and policies identified in this study represent an ambitious plan for active transportation improvements in The Five Boroughs. The projects are intended to be implemented over time, in logical stages, with early efforts helping to build momentum and support for later or larger-scale projects. The overall time frame for large scale largely depends on the ability to put together funding for any given project, including the outside assistance of grants and public-private partnerships. Because some of the recommended active transportation improvements located within corridors under the jurisdiction of Allegheny County and PennDOT, planning for these specific projects could be very long term or, conversely, surprisingly imminent. Therefore, it is important to maintain a dialogue with these two agencies, as well as the Southwestern Pennsylvania Commission, to make The Five Boroughs’ priorities known. Semi-annual conversations with planning professionals at PennDOT, the Southwestern Pennsylvania Commission and Allegheny County are important so that The Five Boroughs must continue to advocate for smart transportation and complete streets along state- and county-owned corridors as the agencies consider improvements.

Five Boroughs Active Transportation Plan - Chapter 1

Chapter 1

Introduction

Elected officials from the Five Boroughs desired to develop a plan which identifies the active transportation requirements of local residents and recommendations for addressing those needs. The plan will be in concert with the implementation strategies addressed in “Active Allegheny,” including the identification of arterial routes that connect the Five Boroughs’ neighborhoods with identified major network systems. The goal of the Five Boroughs Active Transportation Master Plan is to increase available opportunities for residents to safely participate in healthy activities such as walking or cycling to enhance community vitality, sustainability and livability. Many of the Boroughs’ residents choose to live in these neighborhoods because of family heritage, as well as the Borough’s proximity to neighboring communities like the City of Pittsburgh, Homestead, and Monroeville. Borough residents who predominantly work and play in these areas are increasingly opting for alternative modes of transportation due to heavy congestion on primary roadways such as Braddock Avenue, Kenmawr Avenue, the Tri Borough Expressway and Brown Avenue, coupled with a high percentage of residents not owning vehicles and a decision to adopt healthier lifestyles. The neighborhoods of The Five Boroughs are geographically and industrially separated. Steep elevations and active railroads disconnect North Braddock and East Pittsburgh from Braddock Avenue (the primary east/west connector between the Five Boroughs). Dangerous highways and intersections disconnect Rankin and Turtle Creek from the other Boroughs as well. By providing safe access for pedestrians and cyclists on these roadways, the Board believes that the number of individuals participating in regular activities will increase without hampering the movement of motorists. Each of the Five Boroughs are listed as a part of the Active Allegheny Designated County Commuter Bicycle Route (Route EC). Active Allegheny’s EC Route follows Air Brake Avenue (Turtle Creek), Penn Avenue Extension (Turtle Creek), Braddock Avenue (East Pittsburgh), Linden Avenue (East Pittsburgh), Bell Avenue (East Pittsburgh), Center Avenue (East Pittsburgh), Jones Avenue (North Braddock), Braddock Avenue (Braddock), and Kenmawr Avenue (Rankin). The Active Allegheny Plan also recommends two trails: the first following Thompson Avenue/Larimer Avenue into Wilkins Township, and the second utilizing the floodgate to divert the Tri Borough Expressway, merging onto Braddock Ave (North Braddock and Braddock), and continuing past Carrie Furnace to connect with the Duck Hollow Trail. The latter trail also utilizes the Hot Metal Bridge to connect pedestrians and cyclists to the Greater Allegheny Passage (GAP) from Carrie Furnace.

Active Allegheny Braddock Borough, on behalf of the Five Boroughs of Turtle Creek Valley, received grant funding for this Active Transportation Plan from the Active Allegheny Grant Program (AAGP). AAGP funding helps communities to develop plans and design transportation projects that will, when implemented, provide bicycle and pedestrian connections to important local destinations and transportation systems, and increase residents’ opportunities for physical activity. AAGP seeks to implement projects that are identified in or are consistent with “Active Allegheny,” the County’s active transportation plan, and the transportation element of “Allegheny Places,” Allegheny County’s comprehensive plan. “Active Allegheny” strives to integrate walking, biking, and other active, healthy modes of transportation into the existing transportation system. Planning and prioritizing investment in commuter bike routes and walking enhances our existing transportation network, and provides people with sustainable travel mode choices. “Active Allegheny” is a blueprint for improved physical connections for communities, work sites, school, attractions and homes. This infrastructure encourages investment and economic development. By increasing opportunities for physical activity, AAGP expands the efforts of Allegheny County’s Live Well Allegheny (LWA) campaign to address major risk behaviors that contribute to chronic disease. By providing resources for the design and integration of active, safe, and walkable and bikeable spaces into neighborhoods, this effort also implements recommendations identified in “Plan for a Healthier Allegheny,” the recently adopted guide for health improvement in the county. AAGP is a program of the Redevelopment Authority of Allegheny County (RAAC) in partnership with the Allegheny County Health Department (ACHD). “Active Allegheny” is an implementation activity of Allegheny Places, Allegheny County’s Comprehensive Plan, which establishes a vision for the county and includes strategies to achieve that vision. The Plan includes a transportation element with actions for commuter and bicycle accommodation. Active Allegheny is the detailed plan for active transportation. It enhances and enriches Allegheny Places. The goals of “Active Allegheny” are: • To integrate non-vehicular modes of transportation, specifically walking and biking, into the transportation system through the creation of a comprehensive active transportation plan. • To encourage and accommodate walking and biking as modes of commuting to destinations.

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“Active Allegheny” focuses on: • Connectivity, access, mobility, and healthy lifestyle through specialized plan components: »» Bike Allegheny »» Walk and Roll Allegheny »» Other Active Transportation Opportunities »» Complete the Street, and »» Action for Active Transportation

The defining themes of Active Allegheny are: • Access • Connectivity • Mobility • Health

Live Well Allegheny Live Well Allegheny is an initiative of the Allegheny Health Department to improve the health and wellness of county residents. Live Well Allegheny promotes the idea that residents of all of the County’s 130 municipalities can be healthier together, and partake in activities that are age-friendly and vibrant, and contribute to a thriving community. Through the Live Well Allegheny Program, municipalities can be designated as a Live Well Allegheny Community by indicating its intent to work along with Allegheny County to accomplish the goals of the campaign. This can be accomplished by executive action, resolution or other formal action taken by a mayor, municipal executive, or the governing body of the community. In addition to referencing willingness to work with the campaign to accomplish its goals, the community should also indicate what additional steps it is willing to take within its own community toward those goals. At a minimum, at least three action steps should be committed to in the community’s formal action. Turtle Creek was designated a Live Well Allegheny Community in 2015, and Braddock, North Braddock, East Pittsburgh and Rankin received this designation in 2016.

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Following is a sampling of possible action steps, but it is by no means exhaustive: • Promote participation in a voluntary wellness campaign for the community’s employees • Share information on wellness campaign events with the broader community to encourage the voluntary participation of residents • Plan, promote and implement a Live Well Allegheny event in cooperation with the campaign that encourages active living • Develop indoor and outdoor wellness trails accessible to residents of all abilities • Develop walking maps; measure the distances mapped and encourage residents to meet goals • Offer incentives for employees who walk or bike to work • Encourage multi-modal transportation of residents by providing facilities or policies that encourage walking and bike riding • Ask your vending machine company to add healthy foods, and work with the company to post calories and nutrient contents and amounts for the foods offered • Promote and support farmers’ markets • Encourage involvement with community volunteer activities • Promote smoke-free buildings and perimeters • Provide health information focused on monthly or seasonal events • Utilize web sites and social media to provide information on physical activity, nutrition, stress management, tobacco cessation, and other health and wellness related initiatives. • Once formal action has been taken by the proper authorities within the community, including information on how the requirements of the program will be met, written notification should be made to the Director of the Allegheny County Health Department.

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Scope of Work & Planning Process The Five Boroughs working with Allegheny County’s Active Allegheny project secured funding through the Active Allegheny Grant Program to hire Pashek + MTR to develop an Active Transportation plan.

Tasks The agreed upon scope of work for this project was defined by the Five Boroughs and Pashek + MTR as follows: 1. Study background information, such reviewing existing planning efforts and ordinances. Develop a vision for active transportation in The Five Boroughs. Provide a summary of applicable design guidelines and best practices. 2. Conduct an inventory. This includes mapping existing transportation infrastructure, traffic volumes, speed limits and public transportation routes. In addition, create maps of existing pedestrian and bicycle infrastructure, existing land use and public facilities. 3. Analyze existing conditions. Maps should identify pedestrian and bicycle generators, destinations and desired connections. Maps should identify barriers to pedestrian and bicycle activities; consider school routes and hazard zones; and include available crash data and areas of concern. 4. Develop an active transportation vision plan. This plan will propose a pedestrian and bicycle vision plan map and a narrative describing proposed pedestrian infrastructure improvements and bicycle infrastructure improvements. 5. Develop recommendations for pedestrian and bicycle ordinances. 6. Prepare an active transportation plan. This includes providing strategies for management and maintenance, and for education, encouragement, enforcement, evaluation, and planning. 7. Produce an active transportation implementation workbook. The workbook – in fact, this document – prioritizes management and maintenance strategies and strategies for implementing pedestrian improvements and bicycle improvements. 8. Identify one or more demonstration projects that will create a visible and tangible improvement in short order. 9. All of these tasks are propelled by, informed by and enriched by public participation. That is the heart of the project. Aspects of public participation are: up to six steering committee meetings; up to three public meetings; up to 10 stakeholder interviews; and a walking and bicycling audit.

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Vision & Goals This plan is developed as a guide to develop and promote an interconnected infrastructure network encouraging active living and healthy lifestyles, while improving mobility options through an enhanced transportation network. The vision developed for The Five Boroughs is:

â&#x20AC;&#x153;The Five Boroughs are places where residents and visitors of all ages and abilities can choose to walk or bicycle in a safe, convenient, and comfortable network designed for everyday transportation and recreation needs.â&#x20AC;? The overall goal of the The Five Boroughs Active Transportation Plan is to improve the quality of life in the Boroughs by safely and comfortably connecting key destinations such as schools, shopping, services, and parks with residential neighborhoods, and by supporting connections beyond municipal boundaries.

Convenient Well Designed Active Transportation

Safe

Comfortable

A Framework for Decision Making This plan is not law or a regulatory document. It is a policy document that recommends an approach to implement the Boroughsâ&#x20AC;&#x2122; vision for active transportation to meet the needs of residents. It suggests recommendation and strategies to improve the level of comfort, safety and convenience for those on foot and bike, and those utilizing the public transportation network. This plan serves as a reference for Borough officials, staff, commissions, advisory boards, partner organizations and other interested parties. It is a guide, not a mandate for future actions and decisions. Implementation of the recommendations contained herein will require further discussion, public involvement and approval for actions to be taken.

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Benefit of Planning Planning and designing for pedestrians and bicyclists can have numerous benefits to The Five Boroughs, such as: • • • • • • • • •

Improves public health and quality of life; Encourages general recreation or physical activity; Increases mobility and travel options; Improves safety for all modes of transportation; Reduces traffic congestion; Improves air quality and reduces energy consumption; Reduces household transportation cost burden; Strengthens the local economy; and Promotes economic development through tourism.

The American Planning Association has defined the characteristics of what a great street is, and these characteristics have been considered and integrated into the development of this plan. A great street: • Provides orientation to its users and connects to a larger development pattern; • Balances the competing needs of the street, including vehicles, pedestrians, cyclists, service vehicle, public transit, etc.; • Capitalizes on natural features and topography and includes varied land uses and activities; • Incorporates urban design and/ or architectural features that are exemplary in design; • Encourages human contact and social interactions; • Promotes use of the street 24 hours a day and offers a feeling of safety and security; and has a definable, memorable character.

Image by Crandall Arambula

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Complete Streets This active transportation plan also embraces the principles of “complete streets” to the fullest degree possible given the topography and existing conditions of a largely built-out community. The National Complete Streets Coalition defines Complete Streets as streets for everyone. They are designed and operated to enable safe access for all users. Pedestrians, bicyclists, motorists, and public transportation users of all ages and abilities are able to safely move along and across a complete street. Complete Streets make it easy to cross the street, walk to shops, and bicycle to work. Creating complete streets means transportation agencies must change their approach to community roads. By adopting a Complete Streets policy, communities direct their transportation planners and engineers to routinely design and operate the entire right of way to enable safe access for all users, regardless of age, ability, or mode of transportation. This means that every transportation project will make the street network better and safer for drivers, transit users, pedestrians, and bicyclists – making communities better places to live. The emphasis of the complete streets movement has been primarily on policy, and less on design practices. There is no singular design prescription for Complete Streets; each one is unique and responds to its community context and site location. A complete street may include: sidewalks, bike lanes (or wide paved shoulders), special bus lanes, comfortable and accessible public transportation stops, frequent and safe crossing opportunities, median islands, accessible pedestrian signals, curb extensions, narrower travel lanes, roundabouts, and more.

Elements of a Complete Streets Policy The National Complete Streets Coalition (NCSC) previously identified 10 elements of a comprehensive Complete Streets policy to help communities develop and implement policies and practices that ensure streets are safe for people of all ages and abilities, balance the needs of different modes, and support local land uses, economies, cultures, and natural environments. The Complete Streets movement has since evolved from when it first began over a decade ago to focus far more on implementation and equity. In response to these changes, in 2017 the Coalition updated and revised the Complete Streets policy framework to require more accountability from jurisdictions and provisions that account for the needs of the most vulnerable users. The 10 revised policy elements are based on decades of collective expertise in transportation planning and design, created in consultation with NCSC’s steering committee members and a group of national stakeholders consisting of engineers, planners, researchers, and advocates. The elements serve as a national model of best practices that can be implemented in nearly all types of Complete Streets policies at all levels of governance. For communities considering a Complete Streets policy, this resource serves as a model; for communities with an existing Complete Streets policy, this resource provides guidance on areas for improvements.

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An ideal Complete Streets policy includes the following: 1. Vision and intent: Includes an equitable vision for how and why the community wants to complete its streets. Specifies need to create complete, connected, network and specifies at least four modes, two of which must be biking or walking. 2. Diverse users: Benefits all users equitably, particularly vulnerable users and the most underinvested and underserved communities. 3. Commitment in all projects and phases: Applies to new, retrofit/reconstruction, maintenance, and ongoing projects. 4. Clear, accountable expectations: Makes any exceptions specific and sets a clear procedure that requires high-level approval and public notice prior to exceptions being granted. 5. Jurisdiction: Requires interagency coordination between government departments and partner agencies on Complete Streets. 6. Design: Directs the use of the latest and best design criteria and guidelines and sets a time frame for their implementation. 7. Land use and context sensitivity: Considers the surrounding community’s current and expected land use and transportation needs. 8. Performance measures: Establishes performance standards that are specific, equitable, and available to the public. 9. Project selection criteria: Provides specific criteria to encourage funding prioritization for Complete Streets implementation. 10. Implementation steps: Includes specific next steps for implementation of the policy Vision and Intent A Complete Streets vision states a community’s commitment to integrate a Complete Streets approach into their transportation practices, policies, and decision-making processes. This vision should describe a community’s motivation to pursue Complete Streets, such as improved economic, health, safety, access, resilience, or environmental sustainability outcomes. The vision should acknowledge the importance of how Complete Streets contribute to building a comprehensive transportation network. This means that people are able to travel to and from their destinations in a reasonable amount of time and in a safe, reliable, comfortable, convenient, affordable, and accessible manner using whatever mode of transportation they choose or rely on. This does not mean putting a bike lane on every street or a bus on every corridor. Rather, it requires decisionmakers to consider the needs of diverse modes that use the transportation system, including but not limited to walking, biking, driving, wheeling/rolling, riding public transit, car sharing/carpooling, paratransit, taxis, delivering goods and services, and providing emergency response transportation. Diverse Users Complete Streets are intended to benefit all users equitably, particularly vulnerable users and the most underinvested and underserved communities. Transportation choices should be safe, convenient, reliable, affordable, accessible, and timely regardless of race, ethnicity, religion, income, gender identity, immigration status, age, ability, languages spoken, or level of access to a personal vehicle. Which communities of concern are disproportionately impacted by transportation policies and practices will vary depending on the context of the jurisdiction. Policies are not necessarily expected to list all of these groups. For example, some communities are more racially homogeneous, but have extreme income disparities. The best Complete Streets policies will specifically highlight communities of concern whom the policy will prioritize based on the jurisdiction’s composition and objectives.

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Commitment in all Projects and Phases The ideal Complete Streets policy has a strong commitment that all transportation projects and maintenance operations account for the needs of all modes of transportation and all users of the road network. Clear, Accountable Exceptions Effective policy implementation requires a process for exceptions to providing for all modes in each project. The exception process must also be transparent by providing public notice with opportunity for comment and clear, supportive documentation justifying the exception. The Coalition believes the following exceptions are appropriate with limited potential to weaken the policy. They follow the Federal Highway Administrationâ&#x20AC;&#x2122;s guidance on accommodating bicycle and pedestrian travel and identified best practices frequently used in existing Complete Streets policies.1 1.

Accommodation is not necessary on corridors where specific users are prohibited, such as interstate freeways or pedestrian malls. Exclusion of certain users on particular corridors should not exempt projects from accommodating other permitted users. 2. Cost of accommodation is excessively disproportionate to the need or probable use. The Coalition does not recommend attaching a percentage to define â&#x20AC;&#x153;excessive,â&#x20AC;? as the context for many projects will require different portions of the overall project budget to be spent on the modes and users expected. Additionally, in many instances the costs may be difficult to quantify. A percentage cap may be appropriate in unusual circumstances, such as where natural features (e.g. steep hillsides, shorelines) make it very costly or impossible to accommodate all modes. The Coalition does not believe a cap lower than 20 percent is appropriate, and any cap should always be used in an advisory rather than absolute sense. 3. A documented absence of current and future need. 4. Emergency repairs such as a water main leak that requires immediate, rapid response; however, temporary accommodations for all modes should still be made. Depending on severity of the repairs, opportunities to improve multimodal access should still be considered where possible. Many communities have included other exceptions that the Coalition, in consultation with transportation planning and engineering experts, also feels are unlikely to create loopholes: 1. Transit accommodations are not required where there is no existing or planned transit service. 2. Routine maintenance of the transportation network that does not change the roadway geometry or operations, such as mowing, sweeping, and spot repair. 3. Where a reasonable and equivalent project along the same corridor is already programmed to provide facilities exempted from the project at hand. In addition to defining exceptions through good policy language, there must be a clear process for granting them, preferably with approval from senior management. Establishing this within a policy provides clarity to staff charged with implementing the policy and improves transparency and accountability to other agencies and residents. Jurisdiction Creating Complete Streets networks is difficult because many different agencies control our streets. They are built and maintained by state, county, and local agencies, and private developers often build new roads. Individual jurisdictions do have an opportunity to influence the actions of others, through funding or

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development review. In the case of private developers, this may entail the developer submitting how they will address Complete Streets in their project through the jurisdictionâ&#x20AC;&#x2122;s permitting process, with approval of the permit being contingent upon meeting the Complete Streets requirements laid out by the jurisdiction. Creating a Complete Streets network can also be achieved through interagency coordination between government departments and partner agencies on Complete Streets. Design Complete Streets implementation relies on using the best and latest state-of-the-practice design standards and guidelines to maximize design flexibility. Creating meaningful change on the ground both at the project level and in the creation of complete, multimodal transportation networks requires jurisdictions to create or update their existing design guidance and standards to advance the objectives of the Complete Streets policy. Land Use and Context Sensitivity An effective Complete Streets policy must be sensitive to the surrounding community including its current and planned buildings, parks, and trails, as well as its current and expected transportation needs. Specifically, it is critical to recognize the connection between land use and transportation. Complete Streets must be designed to serve the current and future land use, while land use policies and zoning ordinances must support Complete Streets such as by promoting dense, mixed-use, transit-oriented development with homes, jobs, schools, transit, and recreation in close proximity depending on the context. Given the range of policy types and their varying ability to address this issue, a policy, at a minimum, requires the consideration of context sensitivity in making decisions. The best Complete Streets policies will meaningfully engage with land use by integrating transportation and land use in plans, policies, and practices. The Coalition also encourages more detailed discussion of adapting roads to fit the character of the surrounding neighborhood and development, as well as the consideration of unintended consequences such as displacement of residents due to rising costs of living. Performance Measures Communities with Complete Streets policies can measure success a number of different ways, such as miles of bike lanes, percentage of the sidewalk network completed, number of people who choose to ride public transportation, and/or the number of people walking and biking along a street. They can also measure the impact of Complete Streets on the other motivations and objectives specified in the policy, such as health, safety, economic development, resilience, etc. The best Complete Streets policies will establish performance measures in line with the goals stated in their visions. Performance measures should pay particular attention to how Complete Streets implementation impacts the communities of concern identified in the policy. By embedding equity in performance measures, jurisdictions can evaluate whether disparities are being exacerbated or mitigated. Policies should also set forth an accountable process to measure performance, including specifying who will be responsible for reporting on progress and how often these indicators will be tracked. Project Selection Criteria A Complete Streets policy should modify the jurisdictionâ&#x20AC;&#x2122;s project selection criteria for funding to encourage Complete Streets implementation. Criteria for determining the ranking of projects should include assigning weight for active transportation infrastructure; targeting underserved communities; alleviating disparities in health, safety, economic benefit, access destinations; and creating better multimodal network connectivity for all users. Jurisdictions should include equity criteria in their project selection process and give the criteria meaningful weight.

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Implementation Steps A formal commitment to the Complete Streets approach is only the beginning. The Coalition has identified key steps to implementation: 1. Restructure or revise related procedures, plans, regulations, and other processes to accommodate all users on every project. This could include incorporating Complete Streets checklists or other tools into decision-making processes. 2. Develop new design policies and guides or revise existing to reflect the current state of best practices in transportation design. Communities may also elect to adopt national or statelevel recognized design guidance. 3. Offer workshops and other training opportunities to transportation staff, community leaders, and the general public so that everyone understands the importance of the Complete Streets vision. Training could focus on Complete Streets design and implementation, community engagement, and/or equity. 4. Create a committee to oversee implementation. This is a critical accountability measure, ensuring the policy becomes practice. The committee should include both external and internal stakeholders as well as representatives from advocacy groups, underinvested communities, and vulnerable populations such as people of color, older adults, children, low-income communities, non-native English speakers, those who do not own or cannot access a car, and those living with disabilities. 5. Create a community engagement plan that considers equity by targeting advocacy organizations and underrepresented communities which could include non-native English speakers, people with disabilities, etc. depending on the local context. This requires the use of outreach strategies such as holding public meetings at easily accessible times and places, collecting input at community gathering spaces, and hosting and attending community meetings and events. The best community engagement plans don’t require people to alter their daily routines to participate. Outreach strategies should make use of natural gathering spaces such as clinics, schools, parks, and community centers. Further information about the 2017 Complete Streets Policy, including the Points systems associated with each element, can be found at: https://smartgrowthamerica.org/app/uploads/2017/12/CS-Policy-Elements_ web_2017.11.30.pdf

Social Equity Social equity is defined as “fairness to access livelihood, education, and full participation in meeting fundamental needs.” In many communities, owning a vehicle is the only practical/safe method of accessing those fundamental needs due to street design being focused solely on motorized vehicles. Complete Streets offer a form of social equity by providing accessible and safe routes to fundamental needs for anyone regardless of age, ability, ethnicity, income, or chosen travel method.

Attracting Future Generations According to the US Census Bureau, The Five Boroughs’s current population has a median age of 48 years, compared to Allegheny County’s median of 41 years and Pennsylvania’s median of 40 years. The population of The Five Boroughs has also declined from 6,917 in 2000 to 6,357 in 2010. These statistics highlight the importance of appealing to younger generations. Known commonly as Millennials, the generation born between 1980 and 2000 are the key demographic to target, as they are entering the market in force looking for areas to grow their careers and/or start a family. Millennials, however, are largely following trends divergent from previous generations when looking for a place to call home.

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Car Ownership According to data collected from Goldman Sachs Global Investment Research, 30% of Millennials have no interest in owning a car now or in the near future, 25% are indifferent unless it is absolutely needed, and another 25% feel it is not a priority. This has caused many Millennials to avoid areas dependent upon cars and migrate to areas where walking, cycling, and public transit are prevalent. Fitness Millennials as a whole are also increasingly pursing increased fitness. Walking, jogging, cycling, and having healthy eating options such as grocery stores and farmers’ markets within easy access are all improved upon by Complete Streets.

Image by Goldman Sachs

Programs and Organizations Promoting Complete Streets Policies The tools to be used in designing Complete Streets are not unique to roadways designated as Complete Streets. They include planning and design techniques that are regularly used to develop pedestrian and bicycle facilities. These techniques are also utilized by the Active Allegheny Plan and PennDOT’s Smart Transportation Initiative. In supporting the principles and intentions of Complete Streets, the Five Boroughs also embrace the language and goals of the programs that help them to implement bicycle- and pedestrian-friendly transportation modes. These programs are “Active Allegheny”; PennDOT’s Smart Transportation Initiative; PennDOT Connects; and the Allegheny County Congress of Neighboring Communities (CONNECT). These programs and their goals are described here. It should be specifically noted that simply providing statements of support or joining a group does not automatically enroll the community in the full benefits of the programs. The Five Boroughs also must initiate the specific steps necessary to fully participate at every turn. Examples are provided after the descriptions of the four programs. Active Allegheny The Active Allegheny Plan details that the most fundamental step that Allegheny Council and its constituent local municipalities can take to advance Complete Streets practice is to adopt and implement a complete streets policy. Ordinances and resolutions are the preferred means for adopting complete streets policies, since they provide a concise direct declaration of municipal intent by the municipality’s governing body. Plans and internal policies can be useful in providing guidelines for implementing ordinances, resolutions, or executive orders. On the following page is a model ordinance recommended for adoption by Allegheny County’s local municipalities. The text is based on model policy language recommended by the National Policy and Legal Analysis Network to Prevent Childhood Obesity (NPLAN), and also incorporates language from adopted policies for Rochester, Minnesota and Seattle, Washington. The model ordinance is concise by intent, focusing on the simple principle that roadway project should accommodate all users. The language can be modified for use on resolutions and executive orders.

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Complete Streets Model Ordinance AN ORDINANCE relating to the complete streets policy for the

, stating guiding

principles and practices so that transportation improvements are planned, designed and constructed to encourage walking, bicycling and transit use while promoting safe operations for all users. WHEREAS, implementing transportation improvements that are planned, designed and constructed to safely accommodate walking, bicycling, and transit use increase the general safety, health and overall welfare of the citizens of and visitors to the of ; and, WHEREAS, the

of will seek to enhance the safety, access, convenience and comfort

of all users, including pedestrians, bicyclists, transit users and drivers, motorists and freight drivers, and people of all ages and abilities, including children, older adults, and persons with disabilities, through the design, operation and maintenance of the transportation network so as to create a connected network of facilities accommodating each mode of travel; and, WHEREAS, transportation improvements are to be planned and designed in a manner consistent with, and supportive of, the surrounding community, recognizing that all streets are different and that the needs of various users will need to be balanced in a flexible manner;

NOW, THEREFORE, BE IT ORDAINED BY THE

AS FOLLOWS:

Section 1. All roadway projects, including construction, re-construction, re-paving and rehabilitation, will provide appropriate accommodation for pedestrians, bicyclists, transit riders and drivers, motorists and freight drivers, and people of all ages and abilities, including children, older adults and persons with disabilities, except under one or more of the following conditions: • • • •

The roadway project is comprised of ordinary maintenance activities designed to keep assets in serviceable condition (e.g., mowing, cleaning, sweeping, spot repair and surface treatments such as chip seal); Where use by non-motorized users is prohibited by law; The cost would be excessively disproportionate to the need or probable future use over the long term; There is an absence of current and future need.

Section 2. Appropriate accommodations include facilities and amenities that are recognized as contributing to complete streets, which may include sidewalks and pedestrian safety improvements such as median refuges, pedestrian signals, bulb-outs and crosswalks; street and sidewalk lighting; improvements that provide ADA (Americans with Disabilities Act) compliant accessibility; transit accommodations including improved pedestrian access to transit stops and bus shelters; bicycle accommodations including shared-use lanes, wide travel lanes or bike lanes as appropriate; paved shoulders; bicycle parking; street trees, landscaping, street furniture and adequate drainage facilities; and other facilities. Section 3. Complete streets principles will be incorporated into the comprehensive plan, subdivision and land development ordinance, and other plans, manuals, regulations and programs as appropriate.

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PennDOT Connects Policy PennDOT has also adopted a policy aimed at bettering transportation systems and communities through collaborative planning with Metropolitan Planning Organizations (MPOs), Rural Planning Organizations (RPOs), and local governments. Local government outreach should involve consideration of local planning and community mobility needs. Specific areas to be discussed during collaboration include, but are not limited to: • Safety issues/concerns • Bicycle/pedestrian accommodations • Transit/multimodal considerations • Stormwater management • Presence of/impacts from current/future freight-generating land uses • Utility issues • Transportation operations considerations • Emergency Services accommodations • Planned development • Long Range Transportation Plans • Regional planning studies, e.g. corridor studies, resource management studies, watershed studies, etc.

• Consistency with current community comprehensive or other plans • Consistency with current and/or proposed zoning • Other proposed transportation improvements • Impacts on the natural, cultural, or social environment • Right-of-way considerations • Anticipated public opinion • Community or cultural events in the candidate project area • Maintenance Agreement requirements

PennDOT’s Smart Transportation Initiative A Complete Streets approach is consistent with PennDOT’s Smart Transportation Initiative. That initiative is built around 10 Smart Transportation themes, including the theme “accommodate all modes.” The Smart Transportation Guidebook was jointly developed by PennDOT and NJDOT to guide the planning and design of all land service roadways. The Guidebook is essentially a complete streets practice in its emphasis on flexibility in creating transportation facilities that work well for all users, and in balancing trade-offs between vehicular, pedestrian, bicycle, and transit mobility. https://www.dvrpc.org/Reports/08030A.pdf For example, the Guidebook does not specify the type of bike facility that should be provided on roadways to accommodate bicyclists; rather, the planner or designer must evaluate all pertinent factors in selecting an outside travel lane width, bike lane width, or shoulder width that would be compatible with bicycle travel. Similar flexibility is offered in the Guidebook for pedestrian facilities. Sidewalks are the cornerstone of any pedestrian network, but their width, and their setback from the roadway, will vary depending upon roadway type and land use context.

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Allegheny County Congress of Neighboring Communities (CONNECT) CONNECT brings together the City of Pittsburgh and surrounding municipalities to identify common public policy challenges and advocates for collective change on behalf of Allegheny County’s urban core. It was established in 2009 and convenes the leaders of 40 local governments to identify common issues and work corroboratively to determine solutions. Together these municipalities tackle communities’ most pressing policy issues, build strong relationships with partners and stakeholders, and advocate for public policy change. Current policy issue areas being focused on include: • Transportation • Health and wellness • Energy efficiency • Blight and abandonment • Infrastructure repair • Emergency medical service provision and funding • Water/sewer management and regionalization Three of the nine municipalities that border The Five Boroughs are members of CONNECT: Swissvale, Munhall, and West Mifflin. None of the Five Boroughs are currently members of CONNECT. See Chapter 4 for detailed recommendations regarding CONNECT. Examples of Programs and Organizations Promoting Complete Streets 1. The “Active Allegheny” plan asks communities to adopt a model ordinance regarding Complete Streets. However, long after adopting the ordinance, it will be up to the Boroughs to make sure that the community, officials, and project planners and designers successfully identify “what is an appropriate accommodation, and how do we incorporate it in this specific location?” 2. The PennDOT Connects program expects the state agency to collaborate with localities and grass-roots efforts to create transportation improvements on state roads in ways that meet the needs of all parties, including citizens. However, The Five Boroughs have the responsibility of initiating that collaboration on each PennDOT project, and creating the communication channels necessary for a partnership to develop.

3. PennDOT’s Smart Transportation initiative is a guidebook with design standards. The Five Boroughs have the responsibility of referring to these standards in project requests for proposals (RFPs). 4. CONNECT is an affiliation group that encourages collaborative decision-making among neighboring communities. Once a member, The Five Boroughs have the responsibility of initiating and responding fully to requests to plan projects jointly.

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Safe Routes to School Safe Routes to School (SRTS) helps students walk and bicycle to school more often through infrastructure improvements, education and promotional activities. This plan is complementary to the objectives of SRTS. Like Complete Streets, SRTS is a comprehensive strategy to instill life-long habits that support physical activity and health. A comprehensive and effective SRTS initiative can help create a healthier community for generations to come.

Children are More Active SRTS programs help students get more physical activity. Children are recommended to get 60 minutes of physical activity a day. A 15-minute trip one-way helps children to meet that goal.

Students Arrive Ready to Learn Research has shown that SRTS helps students arrive to school focused and ready to learn. Getting activity through walking and bicycling helps reduce behavior problems and helps children settle in for learning during the school day.

Communities Become More Connected and Safer for All

Because schools are often located at the center of communities, safety improvements benefit people of all ages. Seniors particularly benefit from improvements that slow traffic and make streets safer and can also benefit by volunteering to support educational and promotional activities.

Families are More Active, too SRTS programs have been found to increase bicycling and walking for not only children, but for the whole family.

Schools within the Five Boroughs Schools found in the Five Boroughs of Turtle Creek Valley include: • Rankin Intermediate/Woodland Hills Promise (Rankin, public) • Heritage Community Initiatives & Heritage Out of School (HOST) Program (North Braddock, nonprofit) • East Catholic (Braddock, parish) • Holy Family Institute (Turtle Creek, parish) • Community School East (Turtle Creek, alternative education) • Propel Schools East (Turtle Creek, charter) • Woodland Hills Academy (Turtle Creek, public)

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Rankin Promise Program Rankin Promise Program is located in the center of the Borough of Rankin along Rankin Boulevard. Students within walking distance of this school must walk along Rankin Boulevard - a moderately trafficked, broad street with narrow sidewalks. Kenmawr Avenue is a key artery street to students living north and east of the school, especially those living in Kenmawr Village. Kenmawr Avenue is the most heavily trafficked road in Rankin, and cars frequently exceed the posted speed limit. While there are sidewalks along Kenmawr Avenue, there are sections of sidewalks in disrepair that limit accessibility. Braddock Avenue is the third primary artery street to students living south and east of Rankin. This is a busy downtown street, and though it has sidewalks, there are sections of sidewalks in disrepair that limit accessibility and pedestrian crossings at intersections are lacking visible crosswalks and countdown timers. The intersection of Rankin Bridge, Braddock Avenue, and Kenmawr Avenue is also a high risk area for pedestrians. Heritage Community Initiatives and HOST Program Heritage Community Initiatives is located off of Braddock Avenue, Braddock’s primary through-street. Braddock Avenue and surrounding streets have sidewalks, although there are sections of damaged sidewalks that limit accessibility and pedestrian crossings at intersections are lacking visible crosswalks and countdown timers. The HOST program is located at 531 Jones Avenue, North Braddock Woodland Hills Administration Building (formerly Benjamin Fairless Elementary). Holy Family Institute and Community School East These two school are located in downtown Turtle Creek off of Penn Avenue Extension. Penn Avenue Extension has sidewalks in fair condition, but is lacking high visibility crosswalks. Penn Avenue Extension converts into Airbrake Avenue to the east, which has sidewalks that are in poor condition, which impedes accessibility and safety. Students walking to these schools who live north of the Tri-Boro Expressway (where the majority of residences are located) must cross this highway to reach the schools. The Tri-Boro Expressway has sidewalks in fair condition and count-down timers for pedestrian crossings. Woodland Hills Academy Woodland Hills Academy is located immediately east of Turtle Creek’s downtown business district off of the Tri-Boro Expressway. Students walking to these schools who live north of the Tri-Boro Expressway (where the majority of residences are located) must cross this highway to reach the schools. The Tri-Boro Expressway has sidewalks in fair condition and count-down timers for pedestrian crossings. The Woodland Hills Academy football field is located north of the Tri-Boro Expressway, off of Lynn Avenue. The intersection of Lynn Avenue and Monroeville Avenue is dangerous for pedestrians and cyclists, as there is no traffic control for east-bound traffic on Monroeville Avenue, missing crosswalks, and damaged/missing sections of sidewalks. Propel Schools East Propel Schools East is located in the heart of Turtle Creek’s residential neighborhood off of Monroeville Avenue. This section of Monroeville Avenue is narrow and residential, so traffic speed is less of a concern. The sidewalks of the surrounding streets are in poor condition, however, which limits accessibility and safety.

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Chapter 2

Inventory & Analysis

This chapter provides a review of the existing local and regional facilities, local ordinances related to the infrastructure; as well as any planned or proposed projects and regional trails that provide opportunities for future active transportation improvements.

Review of Existing Planning Efforts The following documents were reviewed and considered during the planning process: Five Boroughs’ Planning Efforts • Turtle Creek Watershed River Conservation Plan (2002) • Braddock Avenue Market Restoration Project (2012) - Braddock, North Braddock, East Pittsburgh • East Pittsburgh Zoning Ordinance (2014) • Grant Street Renaissance Project (2015) - Turtle Creek • Braddock Plaza (2015) • Walkway to Health (2017) Regional Planning Efforts • The Interworks Rail-Trail (2017) • Churchill, Monroeville, Wilkins Comprehensive Plan (2017) • Wilkins Active Transportation Plan (2017) County Planning Efforts • Active Allegheny (2010) • Live Well Allegheny (2015)

Image by Klavon

Review of Five Boroughs’ Ordinances Rankin Sidewalks §409 Right-of-Way §409.1 The RIGHT-OF-WAY shall be measured from LOT LINE to LOT LINE and shall be sufficiently wide to contain the CARTWAY, CURBS, SHOULDERS, SIDEWALKS, graded areas, utilities, and shade trees (if they are placed within the RIGHT-OF-WAY). §414 Sidewalks • §414.1 All SIDEWALKS shall be CONSTRUCTED at the discretion of the Borough Council. All sidewalks shall be constructed and maintained in compliance with these requirements. • §414.2 SIDEWALKS or pedestrian pathways shall be required in all residential districts exceeding two (2) units per acre. Pathways shall connect major use areas such as PARKING AREAS, recreation and BUILDING entrances and will not necessarily be within a STREET RIGHT-OF-WAY. • §414.3 The Borough Council may require SIDEWALKS along any STREET, including ARTERIAL ROADS and may establish GRADES for such SIDEWALKS, which GRADES may be separate and apart from the GRADE established for the STREET or ROAD. • §414.4 SIDEWALKS may be required as a part of ANY DEVELOPMENT at the discretion of the Borough Council. • §414.5 SIDEWALKS shall be 4 feet wide and 4 inches deep. Concrete is to be PennDOT Class A or better and broom-finished. The SIDEWALK is to be placed on a 4 inch stone base. Scored CONSTRUCTION joints are to be every 5 feet with expansion joints every 20 feet. CONSTRUCTION and materials are to conform to the Typical Sidewalk Detail section of the Rankin Borough as found in Appendix ”A”. • §414.6 Prior to the final acceptance of the STREETS of the SUBDIVISION or LAND DEVELOPMENT or phase thereof, the DEVELOPER shall install permanent SIDEWALKS along the FRONTAGE of all vacant LOTS or SITES within the PLAT. • §414.7 SIDEWALKS installed along COUNTY or State ROADS shall meet the specifications established by the COUNTY or State. • §414.8 The GRADES and paving of the SIDEWALKS shall be continuous across driveways except in NONRESIDENTIAL USE AREAS and high density residential DEVELOPMENTS and in certain other cases where heavy traffic volume dictates special treatment. • §414.9 The alignment and gradient of SIDEWALKS shall be coordinated with the GRADING PLAN to prevent the passage of concentrated surface water on or across the walk; limit excessive slopes; and prevent the pocketing of surface water. • §414.10 The minimum width of SIDEWALKS intended for PUBLIC or general use shall be a minimum of four (4) feet. SIDEWALKS for private use which are not intended for PUBLIC use may be less than this minimum width. • §414.11 When, in the opinion of the DEVELOPER, unique conditions exist making the installation of SIDEWALKS unnecessary or impractical, he shall so demonstrate and request in writing -to the Borough Council that this requirement be waived. Approval or denial of the request shall be made by the Borough Council in writing.

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• §414.12 SIDEWALKS ABUTTING angle PARKING AREAS shall be a minimum of five (5) feet in width to prevent car overhang from restricting pedestrian movement along the SIDEWALK. • §414.13 All SIDEWALKS shall be designed and constructed in accordance with Federal specifications for handicapped accessibility. Bicycles §415 Bikeways • §415.1 BICYCLE LANES, where required, shall be placed in the outside lane of a ROAD, adjacent to the CURB or SHOULDER. When on-STREET parking is permitted, the BICYCLE LANE shall be between the parking lane and the outer lane of moving vehicles. Lanes shall be delineated with markings, preferably striping. Raised reflectors or CURBS shall not be used. • §415.2 Dimensions and CONSTRUCTION specifications· of BICYCLE PATHS shall be determined by the number and type of users and < the location and purpose of the BICYCLE PATH. A minimum 8-foot paved width should be provided for two-way bicycle traffic and a 5-foot width for one-way traffic. (1) Choice of surface materials, including bituminous mixes, concrete, gravel, soil cement, stabilized earth and wood planking, shall depend on use and users of the path. (2) Gradients of BIKE PATHS should generally not exceed a GRADE of five percent (5 %), except for short distances. • §415.3 BICYCLE LANES. Lanes shall be 4 feet wide, or wide enough to allow safe passage of bicycles and motorists. • §415.4 DRAINAGE grates. Bicycle-safe DRAINAGE grates shall be used in the CONSTRUCTION of all RESIDENTIAL STREETS. The specifications for bicycle-safe DRAINAGE grates are found in Appendix “A”.

Braddock Sidewalks There are currently no ordinances regarding pedestrian infrastructure requirements. Bicycles There are currently no ordinances regarding bicycle infrastructure requirements.

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North Braddock Sidewalks 506. Off-Street Parking Requirements. H. Parking Lot Layout 1. Sidewalks. In all parking lots, sidewalks shall be provided to allow safe pedestrian movement. a. The sidewalks shall provide safe access between buildings, parking lots, adjacent properties, and sidewalks along streets b. Crosswalks. Where a sidewalk crosses a parking lot drive aisle or other paved surface, it must be distinguished from the paved surface through the use of special pavers, bricks, scored concrete, stamped concrete, or a like alternative. c. Width. Sidewalks and crosswalks shall be a minimum of three feet wide. §21-201. Sidewalk Measurements. The side and foot walks of all streets measuring from property line to the outer edge of the curb shall be onefifth of the width of such street, unless otherwise specifically provided by ordinance. (Ord. 487, 6/13/1916,.§1) Chapter 21 Streets and Sidewalks • §21-202. Grading of Sidewalks. The grade of all side or foot walks shall correspond to and be the same as the grade of the street as established by ordinance, provided, however, that the lateral rise or slope thereof from the curb to the property line shall be ~ inch per lineal foot except at the intersection of the sidewalks of intersecting streets where, upon application to the Borough Engineer, the grade of such intersections requiring adjustment to the different slopes, shall be furnished by said Engineer. Sidewalks having a grade of more than 5% shall be finished with a rough surface. (Ord. 487, 6/13/1916, §2) • §21-203. Approaches . Any and all approaches for vehicles leading from the cartway over and across sidewalks constructed under the provision of this Part, shall conform to the following specifications, to wit: Said approach or approaches from the side of the curb next to the cartway shall begin at the established grade of the cartway of said street, and from that point it shall slope, rising for a distance of 18 inches to a point which shall conform to and coincide with the established grade of said sidewalk, thence continuing to the property line of said established grade of said sidewalk. No obstruction of any kind or character shall be permanently placed in the gutter next to said approach to the sidewalk to facilitate access from the cartway of the street to said approach or approaches over said sidewalk to property or properties abutting thereon. (Ord. 487, 6/13/1916, §3; as amended by Ord. 575, 10/19/1926, §1) • §21-204. Materials. The material used for curbing any and all of the sidewalks in said Borough shall be cement of the best quality or of good hard sandstone of a kind equal in quality to the stone of the “Baden” or “Freeport” quarries. The stone when used shall not be less than 48 inches long, 24 inches deep, 6 inches thick on top when dressed, and not less than 5 inches thick, nor less than 42 inches long on “the bottom; and they shall be dressed 12 inches deep on each side, 6 inches on top, 3 inches on the aide next to the property line and shall be picked 12 inches deep on the front. (Ord. 487, 6/13/1916, §4) • §21-205. Paving Sidewalks. All sidewalks shall be paved the full width thereof, with new vitrified brick, concrete, asphalt or flagstone, and said pavement shall be joined close to and against the curbing. Said curbing shall be of the kind hereinbefore prescribed and shall be placed to correspond with the curb line as established by the Borough Council. (Ord. 487, 6/13/1916, §5) • §21-206. Owners Required. All owners of ground fronting or abutting on any street, avenue, or alley in said Borough be and they are hereby required to grade, curb, and pave the sidewalks in front of their

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properties on each and every street, avenue, and alley within this Borough in front and at the side of his, her or their or its respective property within 60 days after they shall have been duly notified according to law so to do. (Ord. 487, 6/13/1916, §6) • §21-207. Owners Not Residents. Whenever an owner or owners are not residents of the Borough or are unknown or cannot be found, said notice shall be served by leaving a copy with the occupant, if the premises be occupied, or if unoccupied, or vacant, or unseated land, then J;>y posting a copy of said notice on the premises. (Ord. 487, 6/13/1916, §7) • §21-208. Instructions Furnished. The Borough Engineer shall furnish said owners, free of charge, the necessary grades, curb lines, and instructions to enable them to fullfil the requirements of this Part. (Ord. 487, 6/13/1916, §8) • §21-209. Repairs. Should any sidewalk need repairing, the Mayor shall, upon his own view, or by the direction of Council, cause written notice to be served (which notice shall be served as hereinbefore set forth) on the owner of the adjoining premises, requiring said owner to repair the same within 10 days from service of notice; and upon failure of such owner to have the same repaired within such time, then the Mayor shall cause the same and shall collect the cost thereof with 20% advance thereon, from such owner according to law. (Ord. 487, 6/13/1916, §9; as amended by A.O. • §21-210. Failure to Comply. If any of said owners shall neglect or reuse to comply with the requirements of this Part within the time specified after having been notified as aforesaid, then it shall be the duty of the Mayor to cause the same to be done at once, and to collect the cost thereof with 20% advance thereon from said owner, according to law. (Ord. 487, 6/13/1916, §10; as amended by A.O. Bicycles 506. Off-Street Parking Requirements M. For the purposes of this section, the following minimum off-street parking space requirements shall apply. The Borough encourages co-use, sharing of parking, public transportation, and use of bicycles. Chapter 15 Motor Vehicles and Traffic • §15-1001. Riding and Parking of Pedalcycles on Sidewalks Along Certain Streets Prohibited. 1. It shall be unlawful for any person to ride or to park a pedalcycle on the sidewalk along the following portions of the streets in the Borough of North Braddock: (Reserved)

Five Boroughs Active Transportation Plan - Chapter 2

East Pittsburgh Sidewalks 506. Off-Street Parking Requirements. H. Parking Lot Layout. 1. Sidewalks. In all parking lots, sidewalks shall be provided to allow safe pedestrian movement. A. The sidewalks shall provide safe access between buildings, parking lots, adjacent properties, and sidewalks along streets. B. Crosswalks. Where a sidewalk crosses a parking lot drive aisle or other paved surface, it must be distinguished from the paved surface through the use of special pavers, bricks, scored concreted, stamped concrete, or a like alternative. C. Width. Sidewalks and crosswalks shall be a minimum of six feet wide. D. Sidewalks shall be provided along the full length of a building along any building facade adjacent to a parking area or drive aisle. Bicycles There are currently no ordinances regarding bicycle infrastructure requirements.

Turtle Creek Sidewalks Ordinance No. 832 An Ordiance providing for the construction of; the repairs; the maintenance and use of sidewalks in the Borough of Turtle Creek (including amendments stated in Ordinance No. 874). The Borough of Turtle Creek hereby ordains as follows: A. Sidewalk construction and repair Section 1. Specifications for New Sidewalks New sidewalks constructed on streets of the Borough of Turtle Creek shall be of one-course or two-course concrete construction, and shall be at least four (4) feet wide, except that, in locations where the topography shall be such as to render the construction of a four-foot wide sidewalk impractical or overly costly, the Borough Council may authorize construction of a sidewalk less than four (4) feet wide. Every sidewalk shall rise from the inside or property side of the curb toward the property line at a rate of one-fourth inch (1/4â&#x20AC;?) to the foot. Sidewalks shall be built as a series of independent sections in general not more than six feet in legnth. Sectins of all sidewalks shal be seperated by a vertical joint for the full width of the slab and for the full thickness of the sidewalk. A one-half in expansion joint shall be provided at least once in every fith foot length of sidewalk, and shall be filled with approved joint filler. A joint shall be provided where the sidewalk meets a cutb and at such other places as may be directed by the Borough Manager or any other person designated by Council. The thickness of all finished walks shall be at least four inches. Two-Course Sidewalks. The concrete base shall be composed of cement, sand and stone in the following proportions: One part of cement; two parts of sand and four parts of stone. The base shall be completed at one pouring. The wearing course shall be one-half inch thick and mixed in proportions of one part of cement and one part of sand of fine aggregate. Special wearing surfaces may be used upon approval of the Borough Manager or other person designated by Council. The wearing course shall be placed as soon as mixed and before the concrete base has hardened. In no case shall more than forty-five minutes lapse between the time of mixing concrete base and wearing course.

Five Boroughs Active Transportation Plan - Chapter 2

One-Course Sidewalks. One-course Sidewalks shall be composed of cement, sand and stone in the following proportions: One part of cement; two parts of sand and four parts of stone. Proper means of compacting and removing surplus water shall be used to the satisfaction of the Borough Manager or other persons designated by Council. Provided. Existing sidewalks, lawfully constructed of brick stone or other material than concrete may be continued to be maintained and my be repaired with the material of which such sidewalks are constructed, but if the condition of any such sidewalk becomes such that in the judgement of the Borough Manager, reconstruction would be necessary in order to restore such walk to safe condition, such sidewalk shall be reconstructed of concrete and shall conform in every respect to the provision of this section applicable to new sidewalks. Section 2. Time Limit for Construction or Repair by Property Owners; Emergency Repairs by Borough. Sidewalks shall be built by property owners upon thirty days notice to the owner and shall be repaired upon ten days’ notice. Council may upon twenty-four hour noticecause emergency repairs to be made to sidewalks where a proper officer of the Borough deems it necessary. Section 4. Construction or Repair of Sidewalks by Borough at Expense of Property Owner. If any property owner shall fail to construct or repair the sidewalk abutting his property, or ro cause the same to be done, within the time limit specified in the notice, as here-in provided, the Borough Manager shall have the necessary new walk constructed or the existing walk repaired either by independent contractor or by Borough employees, and the Borough shall collect the cost of such work, together with any additional amount allowed by law, from such property owner. Bicycles Ordinance No. 878 An Ordinance regulating the operation and equipment of bicycles in the Borough of Turtle Creek, prescribing penalties for violation, and repealing a prior ordinance. The Borough of Turtle Creek hereby ordains as follows: Section 1. The word “bicycle,” as used in this ordinance, shall mean every device propelled by human power upon which a person may ride, habing two tandem wheels either of which is more than twenty (20) inches in diameter. Section 2. No person shall ride a bicycle upon any of the sidewalks in the Borough of Turtle Creek, except that a person may ride a bicycle directly across a sidewalk in order to gain access to or egress from a driveway or alley. Section 3. No person shall ride a bicycle upon any of the streets or alleys in the Borough of Turtle Creek unless such bicycle is equipped with a bell or other audible warning device in good working order. The rider of a bicycle shall sound such bell or other audible warning device when necessary to give warning of the approach of the bicycle to any pedestrian upon or about to enter the street or alley upon which such bicycle is being operated. Provided: no person shall use any siren or whistle upon any bicycle.

Five Boroughs Active Transportation Plan - Chapter 2

Geographic Information Systems Analysis To fully understand the opportunities and constraints to pedestrian and bicycling activities in The Five Boroughs, an inventory and of the existing conditions was done utilizing geographic information systems (GIS). To accomplish this, a series of maps were created to record observations made from a variety of perspectives. The following information and features are recorded on the base map: • Existing roadway network

• Existing parks

• Existing property parcels

• Existing public schools

• Existing buildings

• Existing higher education

• Existing rail lines The base map served as the primary layer of information, which was built upon to conduct the analysis necessary to understand the physical conditions, along with the opportunities and constraints presented by various features.

Existing Land Use/Zoning Inventory These maps were useful in evaluating residential neighborhood connections to goods and services found in the commercial areas and places people work in commercial and industrial areas, as well as connections to community and public services.

Five Boroughs Active Transportation Plan - Chapter 2

Rankin Borough Zoning Map

Demographics Analysis Using data acquired from the US Census Bureau, multiple demographics analysis were completed utilizing GIS. This analysis demonstrates the importance of social equity and inform where active transportation improvements are most needed. The Five Boroughs is divided into two census tracts.

Car Ownership per Household Overall, car ownership per household is varied throughout The Five Boroughs. The areas with the highest car ownership rates are Turtle Creek, East Pittsburgh, and the eastern most census tract of North Braddock. Despite the higher rates of car ownership, up to 11% of households in these areas do not own any cars. Almost 2/3â&#x20AC;&#x2122;s (62%) of East Pittsburgh households own only one car. The rest of North Braddock, Rankin, and Braddock have even lower rates of car ownership. Up to 29% of households in the western part of North Braddock do not own any cars, and over half do not own more than one car. 23% of households in Rankin do not own any cars, and another 35% only owns one car. Car ownership rates in Braddock are the lowest, with almost 1/3 (31%) of residents not owning any cars, and 49% owning only one car. Households without cars can benefit greatly from improved active transportation options. Safe, comfortable, and convenient walking and cycling routes offer alternative and much more affordable means of transportation, which increases the radius people can travel for goods, services, and employment. This is especially true for the Five Boroughs, as there are ample public transit routes throughout the communities as well as opportunities to connect to regional trail systems.

Population Density The population density of The Five Boroughs varies significantly. Turtle Creek has the greatest population density, with 4,361 - 5,575 people per square mile. Rankin and the western most census track area of North Braddock have between 1,991 - 2,465 people per square mile. Braddock and East Pittsburgh have only 1,411 - 1,990 people per square mile, and the other two census tract areas of North Braddock is the least dense at only 965 - 1,410 people per square mile. The low population densities of North Braddock, Braddock, and East Pittsburgh is due in part to a combination of large tracts of land that is undevelopable due to steep slopes, large tracts of land being used by heavy industry, and a significant amount of vacant buildings. Active transportation improvements in high density areas reaches the largest number of people, but connected improvements can also greatly benefit less dense areas by attracting new residents, patrons, and businesses.

Poverty Rate The Five Boroughs also have largely varying poverty rates. Rankin and the central census tract of North Braddock have the highest poverty rates at 38-53% of residents living at or below the poverty line. Braddock has the second highest at 30-37%, followed by East Pittsburgh and the western most census tract of North Braddock at 23-29%. Turtle Creek and the eastern most census track of North Braddock have the lowest poverty rates at 13-22%. This is still higher, however, than some neighboring municipalities such as Forest Hills, Chalfant, and Wilkins Township, which have rates of 8-12%. Areas with high poverty rates can benefit greatly from active transportation improvements as there is a greater likelihood that more people in these areas rely on walking, cycling, and/or public transit to access jobs and necessities.

Five Boroughs Active Transportation Plan - Chapter 2

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" Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Townships Active Transportation Study 2017

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" Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Townships Active Transportation Study 2017

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Public Facilities & Destinations Inventory The first analysis completed was the Public Facilities and Destinations Inventory. This analysis was completed to determine destinations within the Five Boroughs that are, or can be desirable destinations to access by walking or bicycling. Features identified on this map included: • • • • • • • • • • • • •

Parks Schools Hospital Library Public Facilities Shopping Centers Pharmacies Grocery Stores Social Services Museums and Cultural Features Doctors’ Offices Senior Housing Subsidized Housing

A review of the Public Facilities/Destinations Inventory Map indicates the majority of these facilities are located in downtown Braddock, around the RIDC campus, and downtown Turtle Creek. Public schools located within the Five Boroughs include: Rankin Intermediate School, Heritage Community Initiative (Braddock), Good Shepherd (Braddock), Holy Family Institute (Turtle Creek), Community School East (Turtle Creek), Woodland Hills Academy (Turtle Creek), and Propel Schools East (Turtle Creek). Children living within 1/4 miles of their school are not provided transportation to school (unless the route is deemed hazardous by PennDOT). Safe, comfortable and convenient active transportation routes to schools are the most important in these areas.

The Five Boroughs Active Transportation Plan - Chapter 2 The Five Boroughs Active Transportation Plan - Chapter

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Transportation Infrastructure Inventory

The Transportation Infrastructure Inventory Map documents the existing infrastructure in The Five Boroughs. This map details the location of existing sidewalks, bus stops, streets, and the Average Daily Traffic Counts of the major roads. It also shows the location of car accidents from 2011 to 2015. According to data provided by PennDOT, there were 13 vehicular accidents that involved a pedestrian during that time (one of which resulted in the death of the pedestrian), and one that involved a cyclist.

Areas of Concern Highly Trafficked Roads Data obtained from PennDOT records the Average Daily Traffic (ADT) rates for all State roads. Braddock Avenue to Rankin Bridge is the most trafficked street in the Five Boroughs, with 13,800 - 26,700 vehicles daily. Lincoln Highway, Grant Street, Maple Avenue, and James Street are the second most trafficked streets with 7,700 13,800 vehicles daily. The latter three streets are within residential neighborhoods, further increasing the risk of vehicle/cyclist/pedestrian conflict. Miller Avenue, Harriet Street, Rankin Boulevard, Braddock Avenue (east of Rankin Bridge), Sixth Street, Main Street, Wolf Avenue, the Tri-Boro Expressway, Electric Avenue, Brown Avenue, Larimer Avenue, and Lynn Avenue all have an ADT of 3,100 - 7,700. These are critical streets for active transportation connectivity, creating a strong need for infrastructure that can protect cyclists and pedestrians from vehicles. All of these streets are lacking cycling infrastructure, and many are lacking accessible pedestrian infrastructure. High Speed Limits Higher speeds create exponentially higher death rates in vehicular crashes involving cyclists/pedestrians. Most streets throughout the Five Boroughs have a speed limit of 15-25 mph (10% chance or less of serious injury or fatality). The Tri-Boro Expressway and the Lincoln Highway are the only streets with speed limits between 3545 mph (80% chance or greater of serious injury or fatality). Drivers frequently exceed posted speed limits on Rankin Boulevard, Braddock Avenue, the Tri-Boro Expressway, the Lincoln Highway, and James Street. High Crash Rates Areas with high crash rates (even crashes not involving cyclists or pedestrians) indicate higher risk areas for cyclists and pedestrians. Areas involving vehicle/pedestrian accidents include: Rankin Boulevard, Braddock Avenue, Brown Avenue, Thompson Street, Tri-Boro Expressway, Center Street, and Maple Avenue. Areas with high rates of vehicular accidents include: Rankin Boulevard, Braddock Avenue, Hawkins Avenue, Lincoln Highway, Electric Avenue, Brinton Avenue, Erma Street, Tri-Boro Expressway, and Fairview Avenue.

Existing Bicycle Infrastructure The only existing Bicycle infrastructure in the Five Boroughs are shared lane markings along Kenmawr Avenue around the Rankin and Carrie Furnace Bridge intersections, bike lanes across the Rankin Bridge, and bike lanes/ shared use trail from the Carrie Furnace Bridge to Carrie Furnace. The closest major shared use trails are the Great Allegheny Passage (GAP), approximately 2-5 miles away and the Westmoreland Heritage Trail, approximately 5-10 miles away. A proposed trail called the Interworks Trail would run along Turtle Creek through all five Boroughs and connect to both the GAP and Westmoreland Heritage Trail. Residents of The Five Boroughs could easily connect to this proposed trail with coordinated efforts between The Five Boroughs, Allegheny County, and private land owners. Few bike racks exist in The Five Boroughs.

The Five Active Transportation Plan - Chapter 2 The FiveBoroughs Boroughs Active Transportation Plan - Chapter 2

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Pedestrian & Cyclist Barriers The Pedestrian Barriers Map analyzes the topography of The Five Boroughs to aide in understanding the lay of the land when evaluating potential routes for pedestrians and bicyclists. Steep slopes greater than 10% can become difficult for pedestrians and bicyclists to negotiate. A review of this analysis found that the Five Boroughs are largely divided by steep slopes. Areas with flat topography are: most of Rankin Borough, land between the Monongahela River and Braddock Ave, land between the Tri Borough Expressway and Turtle Creek (stream), and land between Larimer Avenue and Chalfant Run. Areas with flat topography have largely been built up with highways, railroads and industrial complexes, however, creating further barriers. Grandview Golf Club and the Braddock Cemetery are located in the center of North Braddock with access across. This results in Bell Avenue and Braddock Avenue being the only east/west corridors connecting the Five Boroughs. Bell Avenue only runs between North Braddock and East Pittsburgh, making Braddock Avenue the sole corridor capable of directly connecting all Five Boroughs. Major roadways lacking pedestrian and bicycle infrastructure that can be hazardous to pedestrians and cyclists include: • Kenmawr Avenue (along Rankin border) – heavy traffic, no room for bike lanes • Rankin Bridge/Carrie Furnace Bridge Intersections – very heavy traffic, confusing intersections, no room for bike lanes • Rankin Bridge – heavy high-speed traffic, bike lanes narrow and covered in debris • Braddock Avenue (Downtown Braddock) – heavy traffic, no room for bike lanes • Braddock Avenue (North of US Steel) – high-speed traffic, no sidewalks • Braddock Avenue (Tri Boro Expressway) – heavy high-speed traffic, no room for bike lanes or sidewalks • Braddock Avenue (West of RIDC) – very heavy traffic, confusing intersections, no room for bike lanes • Tri Boro Expressway – heavy high-speed traffic, no room for bike lanes • Hawkins Avenue – moderate traffic, no room for bike lanes, very narrow/missing sidewalks • Brinton Avenue – steep, moderate traffic, no sidewalks • Wolf Avenue – moderate traffic, no sidewalks, no room for bike lanes • Sixth Street– moderate traffic, no sidewalks, no room for bike lanes • Lincoln Highway – heavy high-speed traffic, no room for bike lanes or sidewalks

Major industrial industries owning large tracts of property along flat land: • Carrie Furnace (Rankin) • Specialty Steel Products (Braddock) • Josh Steel (Braddock) • Mon Valley Terminals (Braddock) • US Steel (Braddock and North Braddock) • RIDC (East Pittsburgh and Turtle Creek) • Pennsylvania Equipment Rental (Turtle Creek)

Railroad companies operating in the Five Boroughs:

• Union Railroad • Norfolk Southern/Pennsylvania Railroad Company • CSX

The Five Active Transportation Plan - Chapter 2 The FiveBoroughs Boroughs Active Transportation Plan - Chapter 2

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R KE TA HI W

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Townships Active Transportation Study 2017

Sub-Barrier Street *Barrier Streets = Streets with an Average Daily Traffic count greater than10,000 and/or a bikeability rating of “bad” (unsafe, poor surface, or too steep). *Sub-Barrier Streets = Streets with and ADT count of 7,000 - 10,000 and/or a bikeability rating of “average” Bikeability data provided by Paul Heckbert.

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Pedestrian & Cyclist Connections Certain corridors within the Five Boroughs were identified as instrumental in connecting pedestrians and cyclists to key destinations, neighborhoods, and neighboring municipalities. A 0.25 mile radius was mapped around each previously identified key destination and generator to determine the density of where active transportation is likely to be residents’ preferred mode of transportation. “Hot spots” include: • Downtown Braddock • RIDC Campus • Turtle Creek Business District Neighborhoods were grouped together by an existing ease of connectivity, indicated by the purple dashed lines. Despite internal connections, these areas are largely detached from one another currently due to elevation changes, car-oriented streets, large scale industrial sites, and railroads. Corridors that would serve best to connect these communities via active transportation are shown as green arrowed lines on the connectivity map. East/west connections are limited in the Five Boroughs, but perhaps the most important in connecting residents to key destinations and generators. Building trails is a key strategy in creating safe east/west corridors as it reduces the travel distance between destinations and protects pedestrians and cyclists from the traffic-centric valley roads. Improved sidewalks and uphill bike lanes are key strategies in creating safe north/south corridors, as there is not sufficient space for completely off-road infrastructure.

The Five Active Transportation Plan - Chapter 2 The FiveBoroughs Boroughs Active Transportation Plan - Chapter 2

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R KE TA HI W

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Townships Active Transportation Study 2017

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Safe Routes to Schools Analysis In the Commonwealth of Pennsylvania, student transportation is subsidized through Sections 1362 and 2541 of the Public School Code of 1949 if a child’s walking route will traverse a hazardous route. This is further defined as follows in the law:

Definition of a Hazardous Walking Route: An unsafe condition caused by potential incompatibility between vehicles and school students, while the students are walking between their home and their school or school bus stop.

Source: https://www.pacode.com/secure/data/067/chapter447/chap447toc.html

Transportation in Hazardous Walking Zones: School districts shall be paid by the Commonwealth for every school year on account of pupil transportation which, and the means and contracts providing for which, have been approved by the Department of Education, in the cases hereinafter enumerated, an amount to be determined by multiplying the cost of approved reimbursable pupil transportation incurred by the district by the district’s aid ratio. Payments for pupil transportation on account of the school year 1979-1980 and every school year thereafter shall be made only in the following cases: To all school districts for the transportation to and from school of elementary school pupils including kindergarten pupils, residing one and one-half (1 ½ ) miles or more [2 miles or more for secondary school pupils] by the nearest public highway from the school in which the pupils are enrolled and to which transportation is authorized under section 1361 of this act or residing in areas where the road or traffic conditions are such that walking constitutes a hazard to the safety of the child when so certified by the Department of Transportation. The Department of Transportation shall take into account the presence of sidewalks along the highway, but such presence or lack thereof shall not be controlling and the department shall consider all relevant safety factors in making its determination as to whether or not walking constitutes a hazard to pupils.

Source: PA Public School Code of 1949 - Transportation Sections http://www.education.pa.gov/ Documents/Teachers-Administrators/Pupil%20Transportation/PupilTransp%20SchoolCode%20 Transportation%209-25-08.pdf Braddock Road to H.S. Driveway is deemed a Hazardous Road, as defined by Chapter 447 of the Pennsylvania Code, in The Five Boroughs.

The Five Boroughs Active Transportation Plan - Chapter 2

Public Participation This planning process incorporated many opportunities for public participation.

Project Steering Committee A project steering committee was appointed. The role of the project steering committee was to provide representation of the various active transportation stakeholders within The Five Boroughs. The steering committee provided insight into existing opportunities and constraints for walking and bicycling in The Five Boroughs. Further, they were instrumental in guiding and critiquing the proposed recommendations and action strategies as they were developed.

Key Person Interviews Pashek + MTR conducted key person interviews with stakeholders identified by the steering committee. Key person interviews were conducted with representatives of Woodland Hills School District, at-risk representatives, young professionals, seniors, Penn Center East representatives, working moms, small business owners, cyclists, runners, disabled community, etc. The following is a brief summary of the opportunities and concerns they identified. Walking • Many people walk throughout downtown Braddock - many apartment buildings there • Braddock Salvation Army patrons, workers, and volunteers arrive via walking frequently. The Salvation Army provides a food pantry, utility services, after-school programs, and troop involvement. Many patrons cannot walk or ride a bike and need accessible routes. • University of Pittsburgh “Walk Works” program aims to help increase fitness by creating walking routes 1-2 miles long in areas designated by the State. Braddock is an affiliate - no funding or walkability assessment, but does receive signage, print materials, and technical assistance. Program also aims to get health-related language into active transportation plans, SALDOs, Comprehensive Plans, and Complete Streets ordinances. • Need crosswalk on Braddock Avenue (Braddock) by 7th Avenue where the dog park is. • Braddock needs to repaint its crosswalks all along Braddock Avenue • Tri Borough Expressway is very dangerous. • Sidewalks are in disrepair in many places - cracking concrete and overgrown with weeds. This causes people to walk in the street instead. • Crosswalks are faded. • Local citizens walk more than they cycle - sidewalk and crosswalk improvements should take priority. • Some streets missing sidewalks entirely. • Students cannot walk to school in many locations due to unsafe walking conditions. • High priority is Sixth Street from Braddock to North Braddock, through Braddock Hills to shopping center on Yost and the Propel Schools in Braddock Hills, also including the WHSD school administration building on Jones in North Braddock. Because 6th Street, Brinton Road and Wolf Avenue don’t have sidewalks, the kids cannot walk. They could be walking and it would be better for them to walk (and would save school district money to not provide bus transportation).

Five Boroughs Active Transportation Plan - Chapter 2

• Six Street is about to get paved by county and municipality (Jones to Brinton is a county road, and after that it is municipal-owned). County is marking utility poles and getting ready to repave. May also be getting ready to add sidewalk? Biking • Red Lantern Bike Shop is a non-profit organization that receives donated bikes and gives them away to children, and also provides bicycles to a Veteran’s leadership group and Mercy Behavioral Health. Also helps patrons with repairs. • Bikes are many community members’ primary method of commuting. • No where to pump air along Mon Valley Trail. • Areas away from the river are extremely steep and challenging to cycle. • Numerous roads with potholes and aging pavement that creates hazards to cyclists. • Need better awareness via signage. • Tri Borough Expressway is very dangerous. Public Transit • No comments General • Bridge to Swissvale and the Park and Ride is narrow and only has a narrow sidewalk on the east side. PennDOT plans on rebuilding bridge. Aim to improve pedestrian and cyclist infrastructure on the new bridge. • Braddock Road to H.S. Driveway is deemed a Hazardous Road. Need to decrease speed of traffic. School district maintains these lights. • When Mon-Fayette was an active project, they promised the Turnpike commission would include a trail would run under that. • Have the Municipalities pass resolutions to support the proposed Interworks Trail and get long term easements. Hawkins Village • People walk to store and busway • Some people walk down South Braddock to Braddock Borough for the Health Clinic or Family Dollar »» New Dollar General just north of Rankin may cause people to walk north along Kenmawr Avenue over the bridge instead

• Many people walk to the Emmanuel Baptist Church • Intersection between Kenmawr Avenue and South Braddock Avenue was redone a few years ago - much improved

Five Boroughs Active Transportation Plan - Chapter 2

Steering Committee Meetings There were four steering committee meetings throughout the development of the Active Transportation Plan. These meetings were held: • April 13th, 2017 • May 17th, 2017 • June 20th, 2017 • June 29th, 2018

Public Meeting - 20th September, 2017 Advertising for the public meeting was posted on the Boroughs’ websites along with distributing fliers throughout town. The meeting was an open house format where attendees were encouraged to discuss and ask questions one-onone about recommendations. A general agenda for the meeting was: • Explain what Active Transportation is • Define Complete Streets and how they help communities • Discuss the importance of interagency coordination between the Five Boroughs, County, and PennDOT »» PennDOT Connects Policy

• Review the Active Transportation Plan recommendations »» Overall vision »» 10-20 years into the future to implement all recommendations

• Explain how implementation will depend upon community driven support • Discuss the importance of attracting future generations to The Five Boroughs There was a total of 13 attendees to the meeting. Feedback from the public meeting was in support of the recommendations provided in the Active Transportation Plan.

Five Boroughs Active Transportation Plan - Chapter 2

Chapter 3

Vision Plan

Proposed Pedestrian and Bicycle Vision Plan The Five Boroughs’ Vision Plan for active transportation was developed as a guide to obtain an interconnected active transportation infrastructure network, promoting active living and healthy lifestyles, while improving mobility options and enhancing the Boroughs’ transportation network for the benefit of residents and visitors. The following are definitions for the proposed improvements being recommended herein.

Pedestrian & Bicycle Facility Key Road Diet

A technique in transportation planning whereby a road is reduced in number of travel lanes and/or effective width in order to achieve systemic pedestrian & bicycle improvements.

Trails Shared Use Path

An off-road trail, typically with a minimum width of 10’, designed for use by a variety of users, including pedestrians and bicyclists.

On-Road Bicycle Facilities Bike Lane

A portion of the roadway that has been designated by striping, signage, and pavement markings for the preferential or exclusive use of bicyclists.

Buffered Bike Lane

Conventional bike lane paired with a designated buffer space separating the bicycle lane from adjacent motor vehicle traffic.

Contraflow Bike Lane

Contra-flow bicycle lanes are bicycle lanes designed to allow bicyclists to ride in the opposite direction of motor vehicle traffic. They convert a one-way traffic street into a two-way street: one direction for motor vehicles and bikes, and the other for bikes only. Contra-flow lanes are separated with yellow center lane striping.

Shared Lane Markings

Shared lane marking placed in the center of a travel lane to indicate that bicyclists may use the full lane.

Two-Way Cycle Tracks

Physically separated cycle tracks that allow bicycle movement in both directions on one side of the road.

Pedestrian & Bicycle Facility Key (cont.) Pedestrian Connectors Sidewalks Stop Lines

Stop lines should be used to indicate the point behind which vehicles are required to stop in compliance with a traffic control signal.

High-Visibility Crosswalks The Manual on Uniform Traffic Control Devices (MUTCD) allows for two highvisibility crosswalk designs, ladder and diagonal markings. Pedestrian Crossing Signs

A Pedestrian Crossing warning sign may be placed overhead or may be postmounted with a diagonal downward pointing arrow plaque at the crosswalk location where Yield Here To (Stop Here For) Pedestrians signs have been installed in advance of the crosswalk.

Advance Pedestrian Crossing Signs

An advance Pedestrian Crossing sign with an AHEAD or a distance supplemental plaque may be used in conjunction with a Yield Here To (Stop Here For) Pedestrians sign on the approach to the same crosswalk.

Rectangular rapid flashing beacons

Rectangular rapid flashing beacons (RRFBs) are active warning devices used to alert motorists of crossing pedestrians at uncontrolled crossings. They remain dark until activated by pedestrians, at which point they emit a bright, rapidly flashing yellow light, which signals drivers to stop. They are not currently included in the MUTCD, but jurisdictions can use them if they obtain approval from FHWA.

Intersection Treatments Bike Box

Designated area at the head of a traffic lane at a signalized intersection that provides bicyclists with a safe and visible way to get ahead of queuing traffic during the red signal phase.

Intersection Bicycle Crossing Markings

Pavement markings to designate path of bicycle travel through intersections.

High Visibility Crosswalks

The MUTCD allows for two high-visibility crosswalk designs, ladder and diagonal markings.

Traffic Signals

Signalizing busy intersections and providing signalized crosswalks help create safe routes to schools for children. New traffic signals are very expensive and must be warranted or they could cause more harm than good. Warrants for installing traffic signals are provided in the Manual on Uniform Traffic Control Devices .

Timing

The signal phasing and/or timing can be modified to increase the time available for pedestrians to cross, to give priority to the pedestrian at an intersection, and/or to provide a separation in time of motor vehicle and pedestrian crossings. The timing or phasing of traffic signals is a complex issue, impacted by the signal timing itself as well as other conditions at the crossing including pedestrian and driver behaviors.

Five Boroughs Active Transportation Plan - Chapter 3

Accessible Pedestrian Signals

Accessible pedestrian signals are audible signals that indicate when it is or is not appropriate to cross the street.

Pedestrian Push buttons Pedestrian push buttons are electronic buttons used by pedestrians to change traffic signal timing to accommodate pedestrian crossings. Push buttons may be needed at some crossings, but their use should be minimized. Signals can be put in pedestrian “recall” for key time periods of day such as school crossing times. No Turn on Red

Motorists making a right-turn on a red light are often looking left towards oncoming traffic and do not pay attention to pedestrians who may be approaching from the right. Restricting right-turn-on-red (RTOR) is another way to reduce conflicts between pedestrians and motorists at traffic signals. The RTOR restrictions can be limited to certain times of the day or can apply to all hours, prohibiting drivers from turning right without a green signal.

Pedestrian Countdown Timers

Adequate time must be provided for pedestrians to cross the street safely. Countdown signals help by giving pedestrians information about how much crossing time remains. There is a good deal of confusion by most pedestrians on the meaning of the flashing DON’T WALK signal. While it technically means don’t start walking if the pedestrian has not yet started to cross the street, some pedestrians and drivers think that they are supposed to see the WALK signal for the entire crossing and they will not have enough time to cross as soon as the flashing begins. The countdown signal shows the number of seconds remaining to cross the street. Some studies have shown that countdown signals reduce the number of stragglers in the street when the signal changes, although some people may still start late.

Pedestrian Hybrid Beacons

Pedestrian hybrid beacons have the advantage of providing a controlled crossing for pedestrians without delaying motorists unnecessarily. They remain dark until activated by a pedestrian. Activation results in a sequence of amber and red beacon lights, which signal to drivers when to stop for crossing pedestrians and when to go again after pedestrians have cleared the crosswalk. The 2009 MUTCD states that the pedestrian hybrid beacon should not be used at or within 100 feet of an intersection or driveway controlled by a STOP sign. Pedestrian hybrid beacons are intended as a solution for mid-block crossing locations.

Five Boroughs Active Transportation Plan - Chapter 3

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Five Boroughs Active Transportation Plan - Chapter 3

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Five Boroughs Active Transportation Plan - Chapter 3

Pedestrian Warning signs

Overhead Signs and Flashing Beacons

Five Boroughs Active Transportation Plan - Chapter 3

Proposed Pedestrian Improvements The priorities for pedestrian improvements in The Five Boroughs are: 1. Developing a standard for construction and maintenance of sidewalks, including repair of deteriorated sidewalks. 2. Writing the developed sidewalk standards into the local ordinances and enforcing them; 3. Connecting critical gaps in the existing sidewalk network; 4. Ensuring there are sidewalk connections to all schools and parks; and 5. Ensuring that proper pavement markings, signage, and signalized crossing are in place. The detailed recommendations of this plan focus around ensuring that areas within half a mile of all schools are properly developed from a pedestrian infrastructure stand point to ensure safe routes to school for children of all ages.

Proposed Bicycle Network The recommended bicycle network for The Five Boroughs proposes construction of new trails, designation of bike lanes and routes, improvements to existing facilities, and integration of the bicycle network with the rest of the Boroughsâ&#x20AC;&#x2122; multi-modal transportation system. The bicycle network detailed on the Vision Plan map includes a network of roads that are suitable for bicyclists to use to travel around and through the Boroughs. The roads selected serve as arterials for bicycles while low volume streets within neighborhoods serve as collectors for the network. The majority of the proposed network is a shared roadway network, not an exclusive bike lane network.

Intersection Enhancements Intersections are a key component of the active transportation plan. These are the areas with the highest potential rate of conflict between motorists and pedestrians or bicyclists.

Five Boroughs Active Transportation Plan - Chapter 3

Proposed Active Transportation Implementation Strategies The recommendations and subsequent action plan for active transportation improvements with The Five Boroughs are organized according to the League of American Bicyclists bicycle friendly community criteria which are referred to as the five Eâ&#x20AC;&#x2122;s. They include: 1. 2. 3. 4. 5.

Education Engineering Encouragement Enforcement Evaluation and Planning

To achieve these criteria, it is strongly recommended that the Five Boroughs establish a Pedestrian and Bicycling Advisory Council to organize, oversee, and coordinate improvements.

Encouragement

Education

Five Boroughs Active Transportation Advisory Committee

Evaluation and Planning

Five Boroughs Active Transportation Plan - Chapter 3

Engineering

Enforcement

Education Most people, especially children, are not aware of safe walking and bicycling practices. Therefore it is important is conduct safety education campaigns. Further, many motorists can become uncomfortable when sharing the road with bicyclists. Therefore, it is important to conduct public relation campaigns to educate the general public on safe driving habits, especially as related to pedestrians and bicyclists. Further driver safety campaigns should extend into the high schools. Everyone should become aware of the fact that children and adults are walking and bicycling and that sharing the road can be a matter of life or death. Education Programs Educate pedestrians, motorists, and cyclists about safe walking, driving, and riding. Work with at risk populations, such as children and seniors, to create a safe walking and bicycling environment. Educate property owners on the necessity and responsibility for removing snow/ice from their sidewalks. Educate municipal and community leaders on key issues and methods of raising awareness. Collaborate with Bike PGH to offer bicycle education programs. Distribute brochures at local businesses and schools. Provide safety videos on Borough websites.

Pedestrians Motorists

Online Crash Map

PennDOT Highway Design Manual

Update Active Transportation Plan Annually

Cyclists

Education

Awareness Critical Mass Rides

Senior Citizens

At Risk Populations

Students

Municipal Community Leaders

Ghost Ped./Bike Program

Property Owners

Five Boroughs Active Transportation Plan - Chapter 3

Raising Awareness Create an online pedestrian and bicyclist crash map to document locations of accidents. Use information found in the PennDOT Highway Design Manual to make pedestrians, cyclists, and drivers aware of road laws and traffic calming methods. Update the Five Boroughs Active Transportation Plan annually and make it available online. Schedule critical mass rides (events where bicyclists take to the streets to promote bicycling as the best means of urban transit). Consider implementing a Ghost Pedestrian/Ghost Bike program (identifying locations of accidents).

In addition to providing pedestrian, bicycle, and driver education, it is equally important to educate the residents of the Boroughs on the need to maintain their sidewalks during the winter months. Many cold climate communities have developed programs to encourage property owners, in a positive manner, to comply with local ordinances to remove snow and ice from their walkways. The recent “Safe Routes to School – Making the Cold Cool: Keeping your SRTS Program Running Through the Winter” webinar, provides several good examples of real, positive, and practical ideas for keeping sidewalks cleared by working pro-actively with the community. The programs highlighted are positive rather than punitive, they provide real community building and neighborhood engagement. Additional resources can be found in Chapter 4 of this document. http://archive.saferoutesinfo.org/training/srts-webinars/making-cold-cool-keeping-your-srts-program-goingduring-winter

Five Boroughs Active Transportation Plan - Chapter 3

Engineering Changes to the built environment through engineering improvements are a critical component of increasing pedestrian and bicycling safety. The following overall engineering goals and implementation strategies are recommended for The Five Boroughs and its partners. Bicycle Network Identify and repair any damaged pavement or pavement cuts within the proposed bicycle network and adopt a policy to ensure prompt repair within these corridors moving forward. Develop, adopt, and implement a uniform bicycle signage program to enhance safety and ease of travel for all who use the Borough transportation network. Install cycle tracks, buffered bike lanes, or bike lanes on the recommended roads, and install shared lane markings signs and markings on roads that are too narrow for other bike facilities. Establish a Borough on-street bicycle lane striping program to identify and prioritize projects on an annual basis.

Bicycle Signage Program

Cycle tracks, Bike lanes, Shared lanes

Safe Comfortable Convenient

Follow local, state & federal standards

Repair Damaged Pavement

Construct/ Repair Curb Ramps to ADA Standards

Install Bike Boxes & Bike Crossing Markers

Install High Visibility Crosswalks

Intersections

Bicycle Network

Wayfinding, Informational, Regulatory Signage

Engineering

Line Striping Prioritization Program City of Pittsburgh Bike Parking Standards

Priority to Schools and Business Locations

Replace Non-compatible storm grates

PennDOT Collaboration

Maintenance Prioritize Network

PennDOT Connects

Smart Transportation Initiative

Develop/ Enforce Policy

Maintain Striping

Five Boroughs Active Transportation Plan - Chapter 3

Intersections Construct new curb ramps, repair damaged curb ramps, and update all noncompliant curb ramps to meet ADA Standards. Establish bike boxes at existing intersections creating dedicated places for cyclists making turns and reducing conflicts with motorists. Establish bicycle crossing marker standards and implement them where needed. Color the pavement at recommended bikeway locations to alert motorists and bicyclists of potential conflict areas. Install High Visibility Crosswalks at all sidewalk crossings. Develop and implement appropriately placed and clearly marked wayfinding, regulatory, and informational signage and pavement markings. Give priority to the pedestrian network and streetscape amenities near schools and around areas of business such as downtown Braddock, RIDC Campus, and downtown Turtle Creek. Meet the local, state, and federal standards for all infrastructure.

Maintenance Prioritize ongoing maintenance and repair of the network. Maintain bike lane striping, marking, and coloring for visibility. Develop a policy and enforce it to ensure prompt repair of pavement damage and markings on streets with bikeway facilities.

PennDOT Collaboration Work with PennDOT to ensure projects along state roads incorporate improvements. PennDOT Connects Policy PennDOT’s Smart Transportation Initiative

Five Boroughs Active Transportation Plan - Chapter 3

Enforcement Education and training provide the basic knowledge of safe pedestrian, bicycle, and motoring activities. Enforcement is often necessary to change unsafe behaviors. A variety of law enforcement methods can help change the unsafe behaviors, making walking, bicycling, and accessible access safer and more attractive. Regardless of the method used, enforcement activities require follow-up to maintain their effectiveness.

Sidewalk Repair

Zero Tolerance in School Zones

Portable Flashing Speed Trailers

Law Enforcement Radar

1. Education 2. Warning 3. Ticket

Property Owners

Encouragement before Enforcement

Snow/Ice Removal

Progressive Ticketing

Enforcement Cyclists

Drivers

Permanent Active Speed Monitors Traffic Complaint Hotline

Pedestrian â&#x20AC;&#x153;Decoyâ&#x20AC;? Operation

No cycling on sidewalks

Collect Data Before/After Studies

Determine Areas of Concern

Five Boroughs Active Transportation Plan - Chapter 3

Drivers Identify problem areas and conduct progressive ticketing program in those areas. Conduct zero tolerance speed enforcement in school zones. Place portable speed trailers in areas of excessive speed. Implement measures on roads within the bicycle network to reduce speeding and encourage bicycle use. Install Active Speed Monitors in School Zones and problem areas. Create Traffic Complaint Hotline Identify pedestrian crossings where drivers are not yielding to pedestrians and conduct pedestrian decoy operation.

Cyclists Enforce no bicycling on sidewalks law to provide a safer experience for pedestrians.

Property Owners Enforce Borough ordinances regarding sidewalk damage repair and sidewalk snow/ice removal. Enforce ordinance requirements that require new development and redevelopment projects to construct sidewalks. Aim to enforce ordinances through encouragement. Use negative enforcement only if encouragement fails.

To measure the impact of an enforcement activity in a specific situation, make a quick study before and after the enforcement effort. Before-and-after studies do not have to be elaborate and can be as simple as measuring speeds or observing behaviors at facilities. Examine the results and decide on the next steps. If the results are positive, the method used may be enough to improve behavior. If the results indicate little change in unsafe behaviors, perhaps another method should be used. Even with initial success, communities will need to repeat enforcement efforts periodically in order to sustain improvements in drivers’ behaviors. Speed Trailers Portable speed trailers visually display drivers’ real-time speeds compared to the speed limit. These devices may be effective in reducing speeds and increasing awareness of local speed limits. Portable speed trailers are most effective when the trailer flashes SLOW DOWN or flashes a bright white light that mimics a photo speed camera or a blue and red light that mimics a police vehicle when drivers are moving too fast. Some speed trailers have the capability to collect traffic count data and speed data throughout the day, which can be used to identify the most dangerous traffic times when more enforcement is needed. In some cases, back-up speed enforcement by officers may be needed when radar speed trailers are used. If a driver fails to slow when the sign tells them that they are violating the law, an officer may stop the driver. The officer may choose to use the time to educate the driver with a warning, but a flagrant speeder needs to receive a ticket to reinforce the safety message. Typically, officers do not issue tickets based on the speed on the display unit. Instead, they use certified radar equipment if they are monitoring speed at the location. Speed trailers are best used in residential areas and can be used in conjunction with neighborhood speed watch programs or other safety education programs. Speed trailers need to be placed in locations where they do not block pedestrians, bicyclists, motor vehicle traffic or other vital traffic control signs. Speed trailers are not substitutes for permanent actions, such as traffic calming treatments to address neighborhood speeding issues.

Five Boroughs Active Transportation Plan - Chapter 3

Active Speed Monitors Active speed monitors are permanent devices to keep drivers aware of their speeds and the need to slow down. They are typically mounted on a speed limit sign and visually display drivers’ real-time speeds as they pass. Drivers see how fast they are actually driving compared to the posted speed limit. Some active speed monitors are solar-powered.

Traffic Complaint Hotlines A traffic complaint hotline allows community members to report traffic problems directly to law enforcement. It is used to identify the worst traffic problem areas and the most frequent traffic complaints. Police follow up with enforcement in the identified area and schedule additional enforcement if needed. “Pedestrian Decoy” Operations Another way to bring attention to problems with drivers not yielding to pedestrians is through a “pedestrian decoy” when law enforcement officers in highly visible civilian clothes pose as pedestrians crossing the street while other hidden officers observe their attempts. If a driver violates safe crossing rules by failing to yield to the pedestrian, the hidden officers pursue and apprehend violators. Because it is such a highly visible approach, it often garners media interest and publicizes the need for drivers to be aware of pedestrians. To execute a successful “pedestrian decoy” operation, law enforcement should complete the following steps: 1. Identify high-risk locations for pedestrians and communicate these locations to law enforcement, traffic engineers, schools and the public. 2. Observe the locations to see the types of violations that are occurring. 3. Calculate a reasonable amount of time for a driver to see and react to the pedestrian, and mark that distance back from the crossing with a cone or sign. One measure would be the “slide-to-stop” formula using a speed 10 mph over the posted limit. 4. Dress the “pedestrian” or law enforcement officer in high-visibility civilian clothes. He or she should not step into the street if the motor vehicle has passed the safe distance cone. 5. Identify violators and apprehend them. Other officers observe the crossing attempts from a hidden location that allows them to pursue and apprehend violators. If a concealed location is not feasible, the decoy officer can carry a radio to alert fellow officers of a violator.

Five Boroughs Active Transportation Plan - Chapter 3

Progressive Ticketing Progressive ticketing is a method for introducing ticketing through a three-staged process. Issuing tickets is the strongest strategy of an enforcement program and it is usually reserved for changing unsafe behaviors that other strategies failed to change or that pose a real threat to the safety of students and pedestrians. There are three main steps of an effective progressive ticketing program: • Educating Establish community awareness of the problem. The public needs to understand that drivers are speeding around schools and the consequences of this speeding for children’s safety. Raising awareness about the problem will change some behaviors and create public support for the enforcement efforts to follow. • Warning Announce what action will be taken and why. Give the public time to change behaviors before ticketing starts. Fliers, signs, newspaper stories and official warnings from officers can all serve as reminders. • Ticketing Finally, after the warning time expires, hold a press conference announcing when and where the law enforcement operations will occur. If offenders continue their unsafe behaviors, officers issue tickets. Beginning a ticketing program with education and warnings is important, as it provides time to build support for the program as well as time for offenders to change their behaviors. Communities often find that parents receive many of the warnings and tickets issued by officers with school officials also being occasionally ticketed. When conducting speed enforcement inside neighborhoods, 75 percent to 80 percent of the ticketed drivers live within a mile of the enforcement site. Conducting enforcement at a school results in the percentage typically being on the higher side of this range. Issuing warnings allows law enforcement to contact up to 20 times as many non-compliant drivers than the writing of citations does. In addition, the high frequency of stops ensures not only that many people directly make contact with law enforcement, but also that many others witness these stops and are prompted to start to obey the rules. Issuing tickets is needed, however, to deal with the drivers who continue the unsafe behaviors. Ticketing also gives the program credibility by showing that law enforcement is doing exactly what they said they would do if unsafe behavior did not change. Unfortunately, for some people receiving a ticket and experiencing the consequences are the only ways to get them to become safer drivers. Speed Enforcement in School Zone Strict enforcement of speed laws in school zones is one law enforcement tool that can improve the safety for children walking and bicycling to school as well as drivers. A zero tolerance policy for speeders in school zones and even an increase in fines for drivers who violate the posted school zone speed limit are potential approaches.

Five Boroughs Active Transportation Plan - Chapter 3

Snow and Ice Snow and ice presents serious hazards to pedestrians and cyclists. Given the climatic conditions in The Five Boroughs it is important to educate residents about need to clear snow and ice from sidewalks. As noted earlier, we recommend a public relations and education campaign, as well as some encouragement programs to promote increased compliance with the Boroughs’ snow removal ordinance. Property owners are more likely to respond to positive campaign efforts to address snow removal than they are enforcement actions, which have a negative connotation. When enforcement is necessary we recommend progressive enforcement, as described under progressing ticketing. • Rankin »» WHEREAS, it is common knowledge that snow and ice accumulation on sidewalks represents a hazard to the health and safety of persons using such sidewalks for their intended purpose; and »» WHEREAS, the Borough Council of the Borough of Rankin has determined that the health and safety of Borough residents and others will be better protectyed by requiring tenants, occupants and owners ofland or buildings to remove snow and ice from sidewalks running along the perimeter oftheir land or buildings. »» NOW, THEREFORE, BE IT ORDAINED AND ENACTED BY THE BOROUGH COUNCIL OF THE BOROUGH OF RANKIN, AND IT IS HEREBY ORDAINED AND ENACTED PURSUANT TO LEGAL AUTHORITY GRANTED THERETO AS FOLLOWS: »» FIRST: The above recitals are incorporated herein by reference. »» SECOND: Every tenant, occupant or owner having the care or charge of any land or building fronting on any street in the Borough of Rankin, where there is a sidewalk paved with concrete, brick, stone or other material shall, within 24 hours after the fall of any snow or sleet or the accumulation of ice caused by freezing precipitation, cause the same to be removed from the sidewalk. »» THIRD: Any person, group, association or corporation that shall violate the provisions of this Ordinance shall, upon conviction thereof, be sentenced to pay a fine not exceeding $100.00 plus costs, or in default thereof, may be committed to the Allegheny County Jail for a period not exceeding 30 days. »» FOURTH: Any Ordinance or part of Ordinance conflicting with the terms and provisions of this Ordinance be and are hereby repealed to the extent of said conflict.

• Braddock »» There are currently no ordinances regarding snow and ice removal requirements.

Five Boroughs Active Transportation Plan - Chapter 3

• North Braddock »» §21-301. Owner’s Duty. The abutting property owners and their respective tenants are hereby required to remove all snow from the paved side or foot walks (if any have been laid) in front of their respective properties, within 24 hours after the same ceases to fall, and shall also remove all accumulations of dirt, ice, mud, water, or filth therefrom, within 24 hours after written notice from the Mayor or officer designated by the Borough Council. (Ord. 190, 11/6/1906, §1; as amended _by AO. »» §21-302. Penalty. Any person, firm, or corporation who shall violate any provision of this Part, upon conviction thereof, shall be sentenced to pay a fine of not more than $1,000 plus costs and in default of payment of said fine and costs, to a term of imprisonment not to exceed 30 days. Each day that a violation of this Part continues shall constitute a separate offense. (Ord. 190, 11/6/1906, §2; as amended by AO .

• East Pittsburgh »» There are currently no ordinances regarding snow and ice removal requirements.

• Turtle Creek »» Ordinance No. 832 An Ordiance providing for the construction of; the repairs; the maintenance and use of sidewalks in the Borough of Turtle Creek. The Borough of Turtle Creek hereby ordains as follows: »» B. Obstructions and Encroachments on Sidewalks »» Section 1. Owners and Occupants of Property to Remove Snow and Ice From Sidewalks. The owner, occupant or tenant of every property fronting upon or along side of any streets in the Borough of Turtle Creek is hereby required to remove or cause to be removed from all of the sidewalks in front of or alongside of such property all snow or ice theron fallen or formed within five (5) hours after the same shall have ceased to fall or form: Provided: snow or ice that has ceased to fall or to be formed after six o’clock of any evening may be removed at any time before ten o’clock of the next morning. Provided further: the owner of a property shall be responsible for conforming to the requiring of this section where such property is occupied by the owner, or is vacant or unoccupied, or is a multiple-dwelling property, designed for occupancy by more than one occupant or tenant; the tenant or occupier thereof shall be responsible therefor if such property is occupied by more than one tenant or occupier. »» Section 2. Authority for Borough to Remove Snow and Ice and Collect Cost and Additional Amount. In any case where the owner, occupant or tenant, as aforesaid, shall fail, neglect or refuse to comply with any of the provisions of the first section of this ordinance within the time limit prescribed therein, the Borough authorities will proceed immediately to clear all snow and/or ice from the sidewalks of such delinquent, and to collect the expenses thereof, with an additional charge of ten percent (10%) from such owner, occupant or tenant, as the case may be, which may be in addition to any fine or penalty imposed under the third section of this ordinance. »» Section 3. Penalty for Failure to Remove Snow and Ice. Any owner, occupant or tenant who shall fail to remove any snow or ice from any sidewalk as required by the first section of this ordinance shall, upon conviction thereof before the Burgess or any Justice of the Peace of the Borough, be sentenced to pay a fine of not more than ten dollars ($10.00) and costs of prosecution, and in default of payment of such fine and costs, to imprisonment for not more than ten (10) days. Provided: such fine and costs or prosecution may be in addition to any expenses and additional charges imposed as provided in the second section of this ordinance.

Five Boroughs Active Transportation Plan - Chapter 3

Evaluation and Planning Evaluation and planning are critical to advancing pedestrian and bicycling improvements and programs within the Five Boroughs. Collecting baseline data, before improvements are made and programs take place is an important step. This allows us to evaluate whether the implemented improvements and programs are successful when pre and post improvement data is compared. In addition, many sources of funding to implement improvements and programs will require methods for evaluation. Traffic engineering study for Lynn Ave/ Monroeville St intersection

Off-road shared use path diverting Brown Ave pinchpoint

Convert Church Ave Ext and Railroad St to one-way

Off-road shared use path Rankin residential Off-road to Carrie Furnace shared use path tunnels

parallel to Railroad St to rail bridge

Off-road shared use path Penn Center East to Interworks Trail

PennDOT advocate bike infrastructure for all new bridges

Long-Term Master Plans

Off-road shared use path Hawkins Village Carrie Furnace to Pattison Ave Hot Metal Bridge Restoration Connection to GAP Off-road Cycle Track N Braddocksfield RIDC offAve to road shared use path around the Rankin Blvd Tri-Boro Expy thru Floodgate

Funding/ Implementation Framework

Collect & Map Pedestrian/ Cyclist/Vehicular Data Identify Problem Areas

Determine Impacts

Map Assessments Recommend Improvements in GIS

Bicycle linestriping Street Oriented

Street Reconstruction Policy

Pedestrian Friendly New Development/ Redevelopment Ordinances

Bicycle Parking

Make a facility design review process part of existing requirements

Friendly Polices

Review Township Ordinances

Improvement Analysis

Complete Streets Ordinance

Evaluation and Planning

Maintenance Plan/ Schedule

Organize Volunteers

Sidewalks both sides if possible

Resolve Outstanding Issues

Improve Downtown Streetscapes

Develop Facility Standards

Train Local Staff/Policy Makers

Annual Bike Counts

Key Issues Best Practices

Inventory Pedestrian Network

Street Crossings/ Curb Ramps

Accessibility

Missing Links: Schools Businesses

Five Boroughs Active Transportation Plan - Chapter 3

Friendly Policies Review and recommend necessary changes to the Five Borough’s ordinances, regulations, and policies to address accommodations: Adopt a Complete Streets ordinance pertaining to relevant streets. Require street-oriented, pedestrian friendly design and bicycle parking for every new development or redevelopment. Establish policy to require construction of sidewalks on both sides of the street, when feasible, during street reconstruction. Establish policy to require bicycle infrastructure linestriping, when feasible, during street reconstruction or repaving. Develop and implement guidelines and standards for the design of facilities in the Five Boroughs. Institute facility design review process into existing planning review requirements. Provide training to Borough staff and policy makers to familiarize them with issues and best practices. Evaluate opportunities for streetscape improvement projects in the downtown cores and other areas throughout the Five Boroughs and prepare master plans for them.

Collect & Map Data Complete detailed assessments of infrastructure needs and map assessment results in Borough GIS systems. Inventory and evaluate the Five Borough’s pedestrian infrastructure: Locate and complete any gaps or deterioration in the existing sidewalk system, especially along important pedestrian connections between schools and businesses. Locate and upgrade pedestrian street crossings in need of improvements, including the installation of High Visibility Crosswalks and curb ramps to meet ADA specifications. Identify locations in need of accessibility improvements and make repairs. Inventory and evaluate the existing bicycle parking facilities throughout the Five Boroughs and identify key locations to target for additional bike racks. Develop operation and maintenance plan and schedule for sidewalks, crosswalks, paths, trails, and on-street bike routes. Organize volunteers to conduct annual bicycle counts at key locations through the Five Boroughs. Analyze crash data to identify problem areas, and evaluate problem areas to recommend safety improvements. Evaluate educational efforts to determine whether they are making a positive impact.

Five Boroughs Active Transportation Plan - Chapter 3

Long Term Master Plans Begin to advance long term projects by preparing master plans to resolve outstanding issues and provide a framework for funding and implementation of long term projects. Prepare a master plan for an off-road cycle track connection between Rankin Boulevard and N Braddocksfiled Ave Work with RIDC, Union Railroad, and the County to develop a master plan for an off-road shared use path between the Tri Borough and Floodgate. Work with Carrie Furnace representatives and the County to develop a master plan for the restoration of the Hot Metal Bridge and subsequent off-road connection to the Allegheny Passage for pedestrians and cyclists. Work with private land owners to develop a master plan for an off-road shared use path between Hawkins Village and Pattison Avenue Work with private land owners and Wilkins Township to develop a master plan for an off-road shared use path between Penn Center East (Wilkins Township) and the proposed Interworks Trail (running parallel to Larimer Ave). Complete a traffic engineering analysis and master plan for Church Avenue Extension and Railroad Street to explore the possibility of converting each street to a one way and adding parallel street parking. Work with private land owners to develop a master plan for an off-road shared use path between the Thompson Ave/Railroad Street intersection and the abandoned rail bridge across Chalfant Run. Work with private land owners and Wilkins Township to develop a master plan for an off-road shared use path diverting the Brown Avenue pinch point. Work with private land owners and Carrie Furnace representatives to develop a master plan for restoring the tunnels connecting Rankin residents to Carrie Furnaces under the active railroads, and for developing off road shared use trails connecting the tunnels to Gas Street Complete a traffic engineering analysis and master plan for Lynn Ave/Monroeville Street intersection to determine how to improve safety for pedestrians and cyclist. Work with PennDOT to develop master plans advocating for the addition of bike lanes during the construction of new bridges.

The value of planning is critically important to the success of improvements in the Five Boroughs. Planning sets the stage by defining the vision, creating concepts and master plans to secure buy-in, and funding, and provides the details for advancing the overall implementation. Planning does not end with this plan; rather this plan has begun the process. Planning will be involved in each step along the way towards implementation of improvements and programs in the Five Boroughs.

Five Boroughs Active Transportation Plan - Chapter 3

Encouragement In initiating any change of behavior, motivation generally encourages and affects change quicker than when no motivation is provided to affect the desired change. Good promotional measures are Bike Month and Bike to Work Week events as well as community bike maps, route finding signage, community bike rides, commuter incentive programs, and having a Safe Routes to School program. National Walk to School Day

National Bike to School Day

Awareness/ Education Courses

Promote Bike Month

School Programs

Safe Routes to School Program Walk/Bike Challenge

Install Bicycle Racks at all Schools/Parks

Critical Mass Rides

Create/ Publish a Biking 101 Pamphlet

American League of Bicyclists

“Bicycle Friendly Community”

RIDC, Carrie Furnace, Downtown Braddock/ Turtle Creek

Create/Offer Incentives

Promote Bike to Work Day

Encouragement

Bicycle Programs

Encourage businesses to install bike racks

Organize Five Boroughs Bike Fest

“Bicycle Friendly Business”

Five Boroughs Active Transportation Plan - Chapter 3

Enhance ped/cyclist circulation

Encourage businesses to offer employee incentives

Active Healthy Lifestyles

Partner with Public Institutions

Public Service Announcements

“Walking Wednesdays”

Bicycle Programs Promote bike to work day. Promote bike month. Schedule critical mass rides (events where bicyclists take to the streets to promote bicycling as the best means of urban transit). Prepare and publish a Five Boroughs Bicycling 101 pamphlet. Seek recognition from the American League of Bicyclists “Bicycle Friendly Community” “Bicycle Friendly Business” Organize and promote a Bike Fest to promote awareness and bicycle friendly events throughout the Five Boroughs. Install bicycle racks at all schools.

School Programs Work with Woodland Hills School District to establish and promote Safe Routes to Schools Program. Promote National Walk to School Day and National Bike to School Day. Conduct awareness and education courses throughout the public and private schools.

Active/Healthy Lifestyle Programs Establish a business walking/bicycling challenge program. Partner with public institutions (schools, college, hospitals, government, etc.) to install bike parking on their properties. Produce public service announcements to acknowledge and promote pedestrian and bicycling activities within the Five Boroughs. Promote Walking Wednesdays, etc.

Incentive Programs Establish a business walking/bicycling challenge program. Encourage businesses to provide incentives for walking or bicycling to work. Encourage bicycle parking within existing businesses and require bicycle parking in new businesses. Work with RIDC to identify measures that will enhance pedestrian circulation to and within the campus.

Five Boroughs Active Transportation Plan - Chapter 3

Pedestrian and Bicycle Network Vision Plan The proposed pedestrian network improvement strategies that follow are recommended to increase pedestrian connectivity between the Five Boroughsâ&#x20AC;&#x2122; residents and their desired destinations. To advance the implementation of the proposed pedestrian bicycle advisory committee should assist in prioritizing and recommending where the Five Boroughs should focus their efforts and resources to improve pedestrian connectivity throughout the Boroughs.

Bike Lane

Bike Box

Five Boroughs Active Transportation Plan - Chapter 3

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Boroughs Active Transportation Study 2017 Active " Transportation Infrastructure Improvements Map

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Rankin, Braddock, North Braddock, East Pittsburgh, Turtle Creek Streets Analysis

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Total road Road width (lanes Ownership + shoulders)

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Sidewalk Elevation Average Condition Change Grade %

Street Name

Miller Avenue

State

24’

8’ both sides

Fair Good

Flat

Harriet Street

State

24’ - 40’

Yes

40’

4’ - 8’

Fair

Flat

Rankin Boulevard

State

43’

Yes (both sides)

Yes

55’

4’ - 5’ both sides

Fair

Flat

Kenmawr Avenue (merged with S Braddock Avenue)

State

25’

6 - 10’ both sides

Fair

Flat

Kenmawr Avenue (S Braddock Avenue connector street to Rankin Boulevard)

26’ - 28’

Yes (one side) limited

7’ - 9’ both sides

Fair

20’ over 450’ 40’ over 490’

4.4% 8.2%

Kenmawr Avenue (Rankin Boulevard to N Braddocksfield Avenue)

State

37’

Yes

91’

10’ west side 6’ east side

Good

Flat (off street elevation change: no data)

N Braddocksfield Avenue - bicycle only

Local

25’

Yes

37’

Flat

Fleet Street bicycle only

Local

24’

Yes (one side)

Flat

Shared use trail from Kenmawr Village to Pattison Avenue

No data

10 Pattison Avenue

Local

30’ - 33’

Yes (one side)

Yes

48’

6-10’ one side

Fair

Flat

11 Maple Way

Local

35’

Yes (both sides)

6’ both sides

Fair

Flat

Braddock Avenue 12 (west of 11th B, R Street)

State

34’ - 38’

Yes (both sides) metered

8’ - 12’ both sides

Fair Good

Flat

13 Talbot Avenue

Local

30’

Yes (both sides)

Yes

42’

Flat

Local

Five Boroughs Active Transportation Plan - Chapter 3

Parking

Expansion ROW into ROW min.

8’ - 10’ both sides Poor - Fair (inconsistent)

Streets Analysis (cont.) #

Street Name

14 11th Street

Munic.

Parking

Expansion ROW into ROW min.

Sidewalk Width

Sidewalk Elevation Average Condition Change Grade %

Local

28’- 30’

Yes

48’ 8’ both sides Poor - Fair

Flat

Braddock Avenue 15 (11th Street to Tri EP, NB Borough)

State

35’ - 50’

Yes

45’

None

Flat

Tri Borough (Braddock 16 Avenue to PA route 2183)

State

52’

Yes

90’

None

Flat

State Route 2183 17 (Tri Borough to PA Route 2183)

State

28’

Yes

46’

None

30’ over 390’

7.70%

Floodgate Trail / RIDC campus trail

State/ Private

None

Flat

Braddock Avenue (RIDC 19 to Floodgate) -Pedestrian only

TC,EP

State

38’ - 40’

Yes

46’ 6’ both sides

Fair

Flat

Braddock Avenue (RIDC campus 20 to Penn Avenue Extension)

State

30’

Yes

46’

10’ 6’ (inconsistent)

Fair Poor

Flat

Penn Avenue Extension

State

25’ - 30’

10’ both sides

Fair

Flat

22 Airbrake Avenue

State

30’

Unofficial (on sidewalk)

10’ both sides

Poor Good

Flat

Thompson Street 23 (south of Tri Borough)

Local

32’ - 33’

Yes

40’

6’ - 9’ one side

Good

Flat

Thompson Street 24 (north of Tri Borough)

State

40’

Yes

48’

5’ one side

Fair

Flat

Railroad Street 25 / Church Street Extension

Local

15’ - 17’ 15’ - 17

None

Flat

Church Street 26 Extension (north of Chalfant Run)

Local

24’ - 27’

Yes (one side)

Yes

27’

None

Flat

Grant Street (Tri 27 Boro to Maple Avenue)

State

25’

6’ one side

Fair

46’ over 470’

9.80%

Total road Road width (lanes Ownership + shoulders)

Five Boroughs Active Transportation Plan - Chapter 3

Streets Analysis (cont.) #

Street Name

Munic.

Total road Road width (lanes Ownership + shoulders)

Parking

Expansion ROW into ROW min.

Sidewalk Width

Sidewalk Elevation Average Condition Change Grade %

28 Maple Street

State

23’ - 25’

Yes (one side)

6’ both sides Poor - Fair

James Street (Maple Avenue 29 to Monroeville Avenue) one way

Local

20’

Yes (one side)

6’ both sides

James Street (north of 30 Monroeville Avenue)

Local/ County

26’ - 35’

Yes

50’

6’ one side

Charles Street (Maple Avenue 31 to Oak Avenue Extension)

Local

20’

Yes (one side)

Yes

30’

6’ one side 56’ over 0.1 Poor - Fair 10.60% (inconsistent) mi

Oak Avenue Extension 32 (Charles Street to Monroeville Avenue)

Local

20’ - 24’

Yes (one side)

Yes

33’

6’ both sides (inconsistent)

Poor

Monroeville Avenue (Oak 33 Avenue Extension to Lynn Avenue)

Local

21’

6’ both sides

Fair

Flat

Yes

Poor Good

Flat

6’ (inconsistent) 44’ 8’ (inconsistent)

104’ over 0.4 mi

Poor

Flat

Fair

161’ over 0.7 mi

4.40%

59’ over 0.1 11.20% mi

34 Lynn Avenue

State

30’

Yes (one side) on sidewalk

35 Shaw Avenue

Local

30’

8’ one side 6’ one side

Good

Flat

None

Flat

Seneca Street/ Wilbur Avenue

Local

18’-21’

Yes

17’

Linden Avenue Pedestrian only

State

30’

6’ - 10’ both 138’ over Fair-Good sides 0.4 mi

Bessemer Avenue

Local

30’

Yes (both sides)

6’ - 10’ both sides

39 Center Street

State

30’

Yes (both sides)

Yes

43’

40 Draper Street

Local

30’

Yes (both sides)

Yes

50’

Five Boroughs Active Transportation Plan - Chapter 3

Fair

6.50%

Flat

4’ - 8’ both Poor - Fair sides

Flat

4’ - 5’ both sides

Flat

Fair

Recommended Streets Analysis (cont.) #

Street Name

Munic.

Total road Road width (lanes Ownership + shoulders)

Parking

Expansion ROW into ROW min.

Sidewalk Width

Sidewalk Elevation Average Condition Change Grade %

Yes

4’ - 8’ one side - east of 13th Street 8’ - 10’ Very poor 40’ both sides - Poor (inconsistent) - west of 13th Street

State

24’ - 45’

No - east of 13th Street Yes (both sides) - west of 13th Street

O’Connell Boulevard

State

20’

Yes (one side)

Yes

26’

None

43 Ravine Street

State

20’

Yes

26’

5’ spur one side (very inconsistent)

Poor

Main Street (north of 44 Bessemer Avenue)

State

30’

Yes (one side)

8’ both sides

Fair Good

Lower: 8’/ none 150’ over Poor - Fair Upper: 5-8’ 0.6 mi both

41 Bell Avenue

Flat

59’ over 0.3 3.70% mi 174’ over 0.4 mi

8.20%

85’ over 0.2 5.40% mi

45 Brinton Avenue

State

25’

Yes (on sidewalk)

Pallas Street 46 (Brinton Avenue to Grant Street)

State/Local

22’ - 24’

6’ one side

Good

Wolfe Avenue 47 (north of Pallas Street)

State

20’ - 24’

6’ - 13’ one side

Good

48 Locust Street

Local

20’

None

135’ over 0.5 mi

5.10%

49 Zuerner Way

Local

30’

Yes (one side)

6’ one side

Poor

30’ over 200’

15%

50 Jones Avenue

Local/State

26’ - 32’

Yes (one side)

6 - 8’ both sides

51 Library Street

Local

28’

Yes (one side)

8’ - 12’ both sides

Good

6th Avenue (Braddock 52 Avenue to Railroad overpass)

Local/State

30-40’

8’ both sides

Poor Fair

Flat

4.70%

79’ over 0.4 3.70% mi

213’ over 10.10% 0.4 mi 62’ over 0.1 11.70% mi 72’ over 0.3 mi

4.5%

Five Boroughs Active Transportation Plan - Chapter 3

Recommended Streets Analysis (cont.) #

Street Name

Munic.

Total road Road width (lanes Ownership + shoulders)

Parking

Expansion ROW into ROW min.

Sidewalk Width

Sidewalk Elevation Average Condition Change Grade %

6th Avenue/ Yost Boulevard 53 (north of Railroad overpass)

NB, BH

State

20’

Yes

37’

6-8’ both sides (south of Hawkins Poor- Fair 315’ over Avenue) 0.8 mi None (north of Hawkins Avenue)

54 Middle Street

Local

10’-23’

Yes

38’

6’ - 8’ 13’ over 0.1 Poor - Fair 2.5% Inconsistent mi

Corey Ave 55 (east of Ajax Way)

Local

30’-32

Yes (both sides)

4’-10’

Poor - fair

4th Street (north of railroad)

Local

36’ - 38’

Yes (both sides)

Yes

55’

6’ - 8’ both sides

Fair

95’ over 0.2 mi

Hawkins Avenue 57 (east of Middle Street)

Local

16’ - 18’

Yes (one side) on sidewalk

6’ both sides

Poor Good

Flat

Hawkins Avenue 58 (west of Middle Street)

State/Local

25’ - 31’

Yes (both sides)

Flat

Local

24’

Yes (one side)

B, NB

Local

22’

6’ - 8’ both sides

Poor

Flat

Local

30’

Yes (both sides) on sidewalk

8’ - 10’ both sides

Fair

Flat

62 Gas Street

Local

23’ - 24’

Yes (one side) on sidewalk

6’ - 10’ both Poor - Fair sides

Flat

Shared use trail/ tunnels below 63 railroad tracks to Carrie Furnace

No Data

Connection to Duck Hollow 64 Trail from Carrie Furnace

No Data

Private

None

Flat

2nd Street (south of railroad)

60 Overland Street Corey Avenue 61 (west of Ajax Way)

Carrie Furnace Hot Metal Bridge

Five Boroughs Active Transportation Plan - Chapter 3

4’ - 7’ both Poor - Fair sides

7.5%

75’ over 0.4 3.60% mi

7’ - 9’ 108’ over both sides Poor - Fair 0.3 mi (inconsistent)

6.80%

Rankin, Braddock, North Braddock, East Pittsburgh, Turtle Creek Recommended Transportation Improvements

Street

Munic.

Miller Avenue

• Shared lanes

• Heavy traffic

• 6’ bike lanes w/ 1’ buffer (40’ section only) • Shared lanes (24’ section) • Expansion into ROW to expand sidewalks to 6’ minimum (both sides)

• Bike lanes will remove all parking (if there is street parking)

• Narrow each travel lane to 10.5’ wide • 6’ bike lanes w/ 1’ buffer • Expansion into ROW to expand sidewalks to 6’ minimum (both sides)

• Bike lanes will remove all parking on one side unless road is expanded 3’

• Narrow each travel lane to 10’ wide • 5’ uphill bike lane w/ 1’ buffer • Shared lane downhill • Shared lanes over bridge both directions • Shared lanes along connector street between Kenmawr Avenue and S Braddock Avenue

• Bridge too narrow for bike lane • High speed/heavy traffic • Expansion into ROW not possible • Connector street between Kenmawr Avenue and S Braddock Avenue only 25’ too narrow for bike lanes

• Convert shoulder to 5’ uphill bike lane w/ 1’ buffer • Shared lane downhill

• Street is briefly wide enough to accommodate some parking. Bike lanes will remove this limited parking. • Steep elevation in sections • Steep elevation in sections prevents ADA accessibility • Expansion into ROW not possible

• Expansion into ROW for 11’ off-street cycle track trail connection between N Braddocksfield Avenue to Rankin Boulevard

• High speed/heavy traffic too dangerous for cyclists to be on road • Expansion into ROW not possible • Lane width reduction not possible

• Narrow each travel lane to 10’ wide • Expansion into ROW for 11’ cycle track w/ 1’ buffer to connect to proposed off street cycle track to Carrie Furnace Boulevard/Kenmawr Avenue intersection

• Two active rail road crossings at end of street

• Shared lanes • Repave street

• Too narrow for bike lanes • Street already too narrow to accommodate parking • Expansion into ROW not possible • Areas of broken pavement dangerous for cyclists

Harriet Street

Rankin Boulevard

Kenmawr Avenue (merged with S Braddock Avenue)

Kenmawr Ave (S Braddock Avenue connector street to Rankin Boulevard)

Kenmawr Avenue (Rankin Boulevard to N Braddocksfield Avenue)

N Braddocksfield Avenue bicycle only

Fleet Street bicycle only

Proposed Infrastructure

Restrictions

Five Boroughs Active Transportation Plan - Chapter 3

Recommended Transportation Improvements (cont.) #

Street

Shared use trail from Kenmawr Village to Pattison Avenue

Munic.

Proposed Infrastructure

Restrictions

• 12’ shared use trail from Kenmawr Village to Pattison Avenue • Connection to existing public stairway • Restore existing public stairway

• Private property acquisition needed to build shared use path. Property owner is listed as Allegheny Co Housing Authority of Rankin

Pattison 10 Avenue

• Shared lanes • Expansion into ROW for 12’ shared use trail ramp to Kenmawr Village • Restore existing public stairway

• Bike lanes would remove all parking • Expansion into ROW not possible for widening street

11 Maple Way

• Shared lanes

• Bike lanes would remove all parking • Expansion into ROW not possible

B, R

• Shared lanes

• Bike lanes/cycle track would remove all parking downtown • Heavy traffic

• Shared lanes • Repair sidewalks • Expansion into ROW to connect sidewalks where missing

• Street already too narrow to accommodate parking on both sides as a two-way

• Narrow each travel lane to 10’ wide • 5’ bike lanes • Shared lanes where street is 28’ wide • Repair sidewalks • Expansion into ROW to extend sidewalk to the waterfront (6’ one side) • Long term: expand street to 30’ where narrower to accommodate bike lanes

• Only 28’ between Braddock Avenue and Woodlawn Street - too narrow for bike lanes

Braddock 12 Avenue (west of 11th Street) 13 Talbot Avenue

14 11th Street

Braddock Avenue (11th 15 Street to Tri Borough) Tri Borough (Braddock 16 Avenue to PA route 2183) State Route 2183 (Tri 17 Borough to PA Route 2183)

• Narrow each travel lane to 11’ wide EP, NB • 11’ cycle track w/ 1’ buffer on south edge of road • Expansion into ROW for 6’ sidewalk one side

• Utilities along one side of road • Heavy/fast traffic

• High speed/heavy traffic too dangerous for cyclists to be on road • Expansion into ROW for 12’ shared use path along • No existing sidewalk south edge of road • Surrounding steep elevation limits expansion

• Narrow each travel lane to 10’ wide • 5’ uphill bike lane w/ 1’ buffer • Downhill shared lane • Expansion into ROW for 6’ sidewalk (one side) • Replace gate with bollards to allow bike/ped circulation

Five Boroughs Active Transportation Plan - Chapter 3

• Intersection at Tri Borough dangerous • Steep elevation • Steep elevation prevents ADA accessibility

Recommended Transportation Improvements (cont.) #

Street

Munic.

Proposed Infrastructure

Restrictions

• 12’+ shared use trail

• Floodgate tunnel overlaps with active rail • Route currently gated off (no access) • Private property acquisition/coordination needed to build shared use path. Property owner is listed as RIDC • Private railroad spur parallels proposed trail along RIDC campus

• Expansion into ROW to continue sidewalk to make connection to Floodgate trail (6’ one side)

• Heavy traffic • Utilities in sidewalk

• Narrow each travel lane to 10’ wide • 5’ bike lanes • Expansion into ROW to connect sidewalks (6’) • Repair sidewalks

• RIDC area • One way section • Connection to floodgate

Penn Avenue 21 Extension

• Narrow each travel lane to 10’ wide • 5’ bike lanes • Shared lanes over bridge near Thompson Avenue • Conduct traffic study of Monroeville Avenue intersection to determine if turn lane can be removed to accommodate bike lanes • Long term: when bridge needs to be rebuilt, collaborate with PennDOT to widen bridge to accommodate 5’ bike lanes

• Turn lanes at intersection currently prevent bike lanes • Bridge near Thompson Avenue is 25’ wide - too narrow for bike lanes

Airbrake Avenue

• Narrow each travel lane to 10’ wide • 5’ bike lanes • Repair sidewalks

• Unofficial parking would need to be regulated

• Expansion into ROW and property acquisition for raised 11’ cycle track • Property acquisition to expand sidewalk to 6’

• Private property acquisition needed to build cycle track and sidewalk. Property owner is listed as A&E McGee Revocable Trust 1 • Above ground utilities need to be relocated

• 12’ shared use path - offset 5’ from street for • Private property acquisition needed to safety and to avoid existing above ground utilities build cycle track and sidewalk. Property • Expansion into ROW to expand existing sidewalk owner is listed as A&E McGee Revocable to 6’ Trust 1

Floodgate Trail 18 / RIDC campus trail

Braddock Avenue (RIDC 19 to Floodgate) -Pedestrian only

TC,EP

Braddock Avenue (RIDC 20 campus to Penn Avenue Extension)

Thompson 23 Street (south of Tri Borough)

Thompson 24 Street (north of Tri Borough)

Five Boroughs Active Transportation Plan - Chapter 3

Recommended Transportation Improvements (cont.) #

Street

Railroad Street 25 / Church Street Extension

Munic.

Proposed Infrastructure

Restrictions

• Shared use path along property between two streets • Conduct traffic study to determine if Railroad Street can be converted to one way southbound and if Church Street Extension can be converted to one way northbound • Create parallel parking along both streets (one side) if converted to one way

• Requires bridge connection to Church Street Extension (north) • Streets are too narrow to accommodate two way traffic • Private property acquisition needed to build shared use path. Property owner is listed as A&E McGee Revocable Trust 1 and J&B McGee Revocable Trust 1 • Private lot is currently being used as informal parking lot. Shared use path will eliminate this parking. • Requires restoring a bridge connection to Railroad Street • Requires restoring a bridge connection to proposed Wilkins Twp trail • Restoring bridges requires private property acquisition. Property owner is listed as A&E McGee Revocable Trust 1

Church Street Extension 26 (north of Chalfant Run)

• Shared lanes • Narrow road to 21’ where needed to accommodate sidewalk • Expansion into ROW for 6’ sidewalk (one side)

Grant Street 27 (Tri Boro to Maple Avenue)

• 5’ uphill bike lane • Downhill shared lane

• Steep elevation • Steep elevation prevents ADA accessibility

28 Maple Street

• Shared lanes • Repair sidewalks

• Street already too narrow to accommodate parking on one side as two-way • Too narrow for bike infrastructure • Steep elevation

James Street (Maple Avenue 29 to Monroeville Avenue) one way

• Narrow each travel lane to 10’ wide • 10’ Cycle track • Repair sidewalks (one side)

• Utilities and gas station curb cuts along one side of sidewalk • Cycle track removes all parking

• 6’ uphill bike lane • Downhill shared lane • Expansion into ROW for sidewalk (6’) between Carothers Drive and Lower Boone Drive

• Higher speed traffic

• Shared lanes • Expansion into ROW to connect sidewalk (6’) • Repair sidewalks

• Street already too narrow to accommodate parking on one side as two-way • Brick is unsafe for bikes - would need to be paved Inconsistent sidewalk • Steep elevation • Steep elevation prevents ADA accessibility • Too narrow for uphill bike lane

James Street (north of 30 Monroeville Avenue)

Charles Street (Maple Avenue 31 to Oak Avenue Extension)

Five Boroughs Active Transportation Plan - Chapter 3

Recommended Transportation Improvements (cont.) #

Street

Munic.

Proposed Infrastructure

Restrictions

Oak Avenue Extension 32 (Charles Street to Monroeville Avenue)

• Shared lanes • Expansion into ROW to connect sidewalks (6’) • Repair sidewalks

• Street already too narrow to accommodate parking on one side as two-way • Cars parking on sidewalk • Steep elevation • Too narrow for bike infrastructure • Steep elevation prevents ADA accessibility

Monroeville Avenue (Oak 33 Avenue Extension to Lynn Avenue)

• Shared lanes

• Too narrow for bike lanes • Dangerous intersection with Lynn Avenue

34 Lynn Avenue

• Shared lanes • Repair sidewalk • Expansion into ROW to connect sidewalks (6’)

• Cars parking on sidewalk • ROW fully developed - cannot expand beyond connecting missing sidewalks • Dangerous intersection with Monroeville Avenue

35 Shaw Avenue

• 10’ cycle track along west edge of road

• Cycle track removes turn lane • Dangerous intersection with Tri Borough

• Expansion into ROW for 10’ cycle track along existing off-street sidewalk (Brown Avenue) • Shared lanes • Convert paper street ROW to trail (12’) connecting to Moss Street (Wilkins Twp)

• Dangerous pinch point on Brown Avenue is unsafe - must find route around • Dangerous intersection with Tri Borough

Seneca Street/ Wilbur Avenue

Linden Avenue 37 - Pedestrian only

• Repair sidewalk

• Some unofficial parking near top of hill on sidewalk • Steep elevation prevents ADA accessibility • Damaged ROW stairs dead end at Route 30

Bessemer Avenue

• Shared lanes

• Bike lanes would remove all parking • One way

• Shared lanes • Expansion into ROW to expand sidewalks to 6’ minimum • Repair sidewalks

• Bike lanes would remove all parking • One way

39 Center Street

Five Boroughs Active Transportation Plan - Chapter 3

Recommended Transportation Improvements (cont.) #

Street

Munic.

Proposed Infrastructure

Restrictions

• Shared lanes • ROW expansion to expand sidewalks to 6’ • Expansion into ROW to connect sidewalks (6’)

• Bike lanes would remove all parking

• 6’ bike lanes (where road is 45’) • Shared lanes • Repair sidewalks • Expansion into ROW to connect sidewalks (6’)

• Utilities in sidewalks • Bike lanes would remove all parking

• Shared lanes • Expansion into ROW for 6’ sidewalk (one side)

• Street already too narrow to accommodate parking as a two way • Too narrow for bike lanes

• Shared lanes • Expansion into ROW for 6’ sidewalk (one side) • Repair sidewalks

• Too narrow for bike lanes • Steep elevation • Steep elevation prevents ADA accessibility

• 6’ uphill bike lane w. 1’ buffer • Downhill shared lane

• Steep elevation • Bike lane removes all parking • Brick is unsafe for bikes: bike lane would need to be paved

Brinton Avenue

• 5’ uphill bike lane • Downhill shared lane • Repair sidewalks

• Parking on sidewalk • Street already too narrow to accommodate parking • Uphill bike lane would remove all parking • Steep elevation

Pallas Street (Brinton 46 Avenue to Grant Street)

• Shared lanes

• Pinch point at Wolfe Avenue intersection

Wolfe Avenue 47 (north of Pallas Street)

• Shared lanes

• Overhead utility one side, sidewalk on other - prevents Expansion into ROW

48 Locust Street

• Shared lanes

• Utilities and grade prevent Expansion into ROW along most areas

• Narrow each travel lane to 10’ wide • 5’ uphill bike lane • Downhill shared lane • Repair sidewalks

• Pinch point with parking • Surrounding steep elevation prevents Expansion into ROW • Steep elevation • Steep elevation prevents ADA accessibility

40 Draper Street

41 Bell Avenue

O’Connell Boulevard

43 Ravine Street Main Street (north of 44 Bessemer Avenue)

49 Zuerner Way

Five Boroughs Active Transportation Plan - Chapter 3

Recommended Transportation Improvements (cont.) #

Street

50 Jones Avenue

Munic.

Proposed Infrastructure

• Utilities in sidewalks • Steep elevation • Narrow each travel lane to 10’ wide • Steep elevation prevents ADA • 5’ bike lanes where street is 30’ or more (railroad accessibility to Hickory Street) • Street north of Hickory Street is only 26’ • 5’ uphill bike lane w/ 1’ buffer and downhill shared - already too narrow to accommodate lanes where street is 26’ (north of Hickory Street) parking on both sides as a two-way street • Bike lane removes all parking

51 Library Street

• 6’ uphill bike lane w. 1’ buffer • Downhill shared lane

6th Avenue (Braddock 52 Avenue to Railroad overpass)

• 5’ bike lanes • Repair sidewalk

6th Avenue/ Yost Boulevard • Shared lanes 53 (north of NB, BH • Expansion into ROW for sidewalk (6’) one side Railroad overpass)

54 Middle Street

Corey Avenue 55 (east of Ajax Way)

4th Street 56 (north of railroad) Hawkins Avenue (east 57 of Middle Street)

Restrictions

• Steep elevation • Steep elevation prevents ADA accessibility • Uphill bike lane removes all parking

• Higher speed/heavier traffic

• Steep elevation • Steep elevation prevents ADA accessibility • Too narrow for uphill bike lane • Higher speed/heavier traffic

• Expansion into ROW for sidewalk (6’) one side • Expansion into ROW for 5’ contraflow uphill bike lane w/ 1’ double yellow line buffer • Shared lane downhill • Repave road

• Steep intersection connection with 6th Avenue • Dangerous intersection with 6th Avenue • Sections of pavement damaged • Utilities next to street

• 6’ uphill bike lane w. 1’ buffer • Downhill shared lane • Expand sidewalk (one side) to 6’ minimum • Repair sidewalks

• Street already too narrow to accommodate parking on both sides as a two-way street • All parking lost for bike lane OR sidewalk next to uphill bike lane must be narrowed

• 6’ uphill bike lane w. 1’ buffer • Downhill shared lane • Maintain parking on one side

• Steep elevation • Steep elevation prevents ADA accessibility • Climbing bike lane removes all parking on one side

• Contraflow 5’ bike lane w/ 1’ double yellow line buffer • Shared lane with traffic flow • Repair damaged areas of sidewalk

• Street already too narrow to accommodate parking • Contraflow bike lane removes all parking

Five Boroughs Active Transportation Plan - Chapter 3

Recommended Transportation Improvements (cont.) #

Street

Hawkins Avenue (west 58 of Middle Street)

2nd Street 59 (south of railroad)

Overland Street

Corey Avenue 61 (west of Ajax Way) 62 Gas Street

Shared use trail/tunnels 63 below railroad tracks to Carrie Furnace

Connection to Duck Hollow 64 Trail from Carrie Furnace

Carrie Furnace 65 Hot Metal Bridge

Munic.

Proposed Infrastructure

Restrictions

• Shared lanes • Narrow travel lanes to 10’ each to expand sidewalks to 6’ • Repair sidewalks

• Bike lanes would remove all parking

• Shared lanes • Repair sidewalks

• Steep elevation and no room for uphill lane • Steep elevation prevents ADA accessibility • Street already too narrow to accommodate parking on one side as a two way

B, NB

• Shared lanes • Repave road • Repair sidewalks

• Brick is unsafe for bikes: needs to be paved

• 5’ bike lanes

• Street already too narrow to accommodate parking on both sides as a two-way street • Bike lanes remove all parking

• Shared lanes • Repair sidewalks

• Street already too narrow to accommodate parking

• Restore existing tunnels under railroads to connect Rankin residents to Carrie Furnace • 12’ Shared use trail to tunnels

• Private property acquisition needed to build shared use path. Property owners are listed as: CSX Transportation Inc, Redevelopment Authority of Allegheny County, various owners (depending on route used) • Active railroads create safety and legal challenges • Steep elevation • Existing stairs not ADA or bike accessible

• 12’ Shared use trail connecting the existing Carrie Furnace shared use trail to Duck Hollow Trail

• Private property acquisition needed to build shared use path. Property owners are listed as: Redevelopment Authority of Allegheny County, B & O Railroad Co, and “not assessed” • Active railroads create safety and legal challenges

• Private coordination required. Private property acquisition needed to build • Connection to GAP Trail over Hot Metal Bridge via shared use path. Property owner is listed bridge restoration and shared used trail as Union Railroad and Redevelopment Authority of Allegheny County

Five Boroughs Active Transportation Plan - Chapter 3

Braddock Ave Topography across the five boroughs heavily limits east/west connections between each municipality. Land near the Monongahela River and Turtle Creek is mostly flat, however these areas are also the most densely built industrial areas, further limiting connection options. Braddock Avenue is the only road that connects all five boroughs continuously and without major grade change. To the west, in Rankin, Braddock Avenue branches off into four primary routes: • Kenmawr Avenue (heading north into Swissvale) • Rankin Boulevard (heading west alongBraddock, the length of Rankin before connecting Miller Avenue Rankin, Braddock, North East Pittsburgh, &toTurtle Creekwhich Boroughs heads west into Swissvale) " "" """

"" " " "" " " " "

Active Transportation Ranking Map

" "

Act

" • Carrie" Furnace Boulevard (connecting to Duck Hollow Trail to the west, heading into Swisshelm Park, "" " " and Hot " "" Metal Bridge to the south, heading into Munhall) " "

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" " " "

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"" • Rankin Bridge (heading south into Witaker) " ""

"" " "

" "

To the east, in Turtle Creek, " Braddock Avenue branches off into four primary routes: " "" "

" "

" " " "

" "" "" " " "

" " • Brown Avenue (heading north into Wilkins Township) " "

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"" " "

" " Street • Thompson (heading north into Wilkins Township) " "

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n " "

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Legend

" "" " " " " "" " "" " " " " " Township " "" " " "" " " " " " " " " "" " " " " Building Footprints Legend "" " "" " " " " " " " "" " " " " " Township State Roads "" " " " " " " ""Legend Parcels " " " " " Streets " Building Footprints" " " " " " "" " " " " " " Stream/River " " Township State Roads " " " " Parcels Parks " "" " " " " " " Streets

Braddock Walkway to Health " " Stream/River "

Building Footprints Parks " " " " "" Parcels "" " " Schools Schools Parks

"" "" " " " GAP Trail

Braddock Walkway to Health Bus Routes "" " " GAPBus Trail & "Ride Heritage Line

" State "

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Primary Route Secondary Route Route Secondary " Tertiary Route Tertiary Route "

NORTH BRADDOCK

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BRADDOCK

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EAST PITTSBURGH

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EAST PITTSBURGH EAST PITTSBURGH

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TURTLE CREEK n"" TURTLE CREEK

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"" Active Transport Infrastructure

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Tertiary Route

NORTH BRADDOCK n NORTH BRADDOCK

BRADDOCK BRADDOCK

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Braddock Walkway to Health

" GAP Trail

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Bus Routes " " Park"&" Ride " "" " Park "" Schools " Bus Stop " Heritage Bus Line Bus Routes " "" " " " " " " Heritage Bus Stop Park &" Ride "" " "" " " " " " Bus Stop Heritage Bus Line " "" " " " " "" " Bus Stop " " "" Heritage Bus Stop Active " Transport Infrastructure " "" " " " " " " " Heritage "" Bus Stop " "" " Primary Route "" " " Active Transport Infrastructure " "" " " "" " " " " "" " Secondary Route Primary Route " " " Tertiary Route " " "" " " " " " " Primary Route " Secondary Route " " " " "

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Streets

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RANKIN RANKIN

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RANKIN

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• Penn Avenue Extension/Airbrake Avenue (heading east into Wilmerding) " Active Transportation Ranking Map " " "

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" " "" Active Transportation Study 2017 Rankin, Braddock, North EastMonroeville) Pittsburgh, & Turtle Creek Boroughs • James Street"""(heading north into ! n Braddock, " " Transportation Ranking Map Boroughs Active "Transportation Study 2017 Rankin, Braddock," North Braddock, East Active Pittsburgh, & Turtle Creek """

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Five Boroughs Active Transportation Plan - Chapter 3

Because it is such an important connector, Braddock Avenue is heavily trafficked by motorized vehicles (including trucks and buses) in some areas. Sections of Braddock Avenue that pose safety concerns for cyclists and pedestrians include: Rankin Bridge/Carrie Furnace Bridge intersections (Rankin) This area is very heavily trafficked by cars, buses and trucks and consists of two 4-way intersections controlled by lights. These intersections can be difficult to navigate for non-local drivers and are highly dangerous for even local cyclists sharing the road. Pedestrian infrastructure consists of sidewalks on either side of the street, high visibility crosswalks, and countdown timer. Bicycle infrastructure consists of shared lane markings. Despite the existing shared lane markings, it is not safe for cyclist to share the road along this section of Braddock Avenue. Instead, resources should be utilized to find an alternative route around these intersections. There is potential to divert cycle traffic to North Braddocksfield Avenue, which passes under Rankin Bridge and Ridge Street. From there, a trail can be built up the slope to the Carrie Furnace Bridge intersection, intersection crossing markings added across Carrie Furnace Boulevard, and a second trail built to connect to the proposed Rankin Boulevard bike lanes. A secondary route for cyclists would be to divert cycle traffic to Pattison Avenue. From there, existing public stairs can be converted to a ramp, and the informal trail formalized to connect cyclists to Hawkins Village.

Rankin Bridge bike lane

Downtown Braddock (Braddock) Braddock Avenue is not wide enough to accommodate bike lanes or a cycle track through downtown Braddock without removing parking which would be detrimental to local businesses. This is a moderately trafficked section of Braddock Avenue and there are numerous light controlled intersections. Novice cyclists may not feel comfortable sharing the road with so many cars and intersections. An alternative route for cyclists is Talbot Avenue, which runs parallel to Braddock Avenue one block to the south. From there, cyclists can connect with North Braddocksfield Avenue or Pattison Avenue via Fleet Street to the west, and with the proposed cycle track on Braddock Avenue east of 11th Street to the east, via 11th Street.

Downtown Braddock

Five Boroughs Active Transportation Plan - Chapter 3

US Steel (North Braddock) Currently, there are no sidewalks or bicycle infrastructure present on Braddock Avenue along the US Steel property border. There is less traffic along this section, however, vehicles travel much faster. The street and right of way are plenty wide to accommodate a sidewalk and cycle track along the south side of the street.

US Steel plant in North Braddock

Tri-Boro Expressway (East Pittsburgh) Immediately east of the US Steel property, Braddock Avenue converts into the Tri-Boro Expressway. This is a four-lane highway with no sidewalks or bicycle infrastructure, is heavily trafficked, and vehicles routinely travel well above the speed limit. This section of Braddock Avenue is dangerous for both cyclists and pedestrians. However, this is a crucial section of Braddock Avenue for connecting the five boroughs, as it is the only immediate connection between North Braddock, East Pittsburgh, and Turtle Creek. The only existing detour is to follow Oâ&#x20AC;&#x2122;Connell Boulevard north to Ravine Street, then turn onto Brinton Avenue and take that south to Center Street, then follow Center Street east to Grandview Aveue, take Grandview Avenue south to Linden Avenue, then take Cable Avenue south back to Braddock Avenue. This route is lacking sidewalks for much of the distance, has no capacity for bike lanes, and has over 260â&#x20AC;&#x2122; of elevation change in less than one mile. The ideal route to avoid the Tri Boro Expressway is to create a shared use trail connecting the proposed sidewalk and cycle track running along the US Steel property to a shared use trail built parallel to the Tri Boro Expressway, with its right of way. That trail can then connect to PA Route 2183, which passes the RIDC Campus and reconnects to Braddock Avenue on the other side of the Tri Boro Expressway. PA Route 2183 runs parallel to an active but rarely used rail line and through a floodgate, where the rail line and road briefly overlap. The floodgate tunnel is too narrow to accommodate a shared path separate from the rail line, which poses a challenge.

Tri-Boro Expressway (East Pittsburgh)

Five Boroughs Active Transportation Plan - Chapter 3

RIDC Commons (East Pittsburgh) PA Route 2183 merges with Braddock Avenue on the east side of the Tri-Boro and in front of the RIDC Campus. Here, Braddock Avenue branches into two separate, parallel, one-way streets with three light controlled intersections. This section of Braddock Avenue is very heavily trafficked by cars, buses, and trucks and the unusual traffic patterns make this section of Braddock Avenue dangerous for cyclists. Pedestrian infrastructure consists of sidewalks (narrower than 6’ in some areas), countdown timers, and worn ladder marking crosswalks. These crosswalks should be replaced with high visibility crosswalks. This section of Braddock Avenue may prove challenging for pedestrians, however it is sufficient to be used as a pedestrian corridor as it offers the most immediate access to East Pittsburgh’s main street via Linden Avenue. It should not, however, be used as a cycling corridor. The ideal route alignment for cyclists and users of the proposed Interworks Trail requires a partnership with the RIDC Commons Campus next to Tri-Borough RIDC campus. Rather than following PA Route 2183 until it merges with Braddock Avenue, it would be substantially safer Expressway to create a shared use trail along the back of RIDC’s Campus up to Portal 9, where it could reconnect with Braddock Avenue (a two lane, lightly trafficked section of the street). An active Union Railroad spur follows this same route, posing a structural and safety challenge. That would need to be resolved with the RIDC for this alignment to be implemented.

View of RIDC Commons from Cable Avenue (looking south)

Five Boroughs Active Transportation Plan - Chapter 3

Unsafe cycling conditions along Tri-Borough Expressway/ Braddock Avenue, running parallel to RIDC Commons

Turtle Creek Business District (Turtle Creek) Once Braddock Avenue reaches Turtle Creek’s business district it merges into Penn Avenue Extension This section is moderately trafficked and presents both cyclists and pedestrians with three challenging intersections, two of which are light controlled. The street along this corridor has sidewalks and is wide enough to accommodate 5’ bike lanes on either side of the road. Thompson Avenue is the first of the three intersections and is not light controlled and traffic on Penn Avenue does not stop. Worn ladder marking crosswalks are the only existing pedestrian infrastructure at this intersection. A traffic study should be completed to determine how to incorporate safer pedestrian and cyclist infrastructure and improve pedestrian and bicycle safety. Grant Avenue is the second intersection. It is light controlled, but does not have any crosswalks or countdown timers. High visibility crosswalks and countdown timers should be added. Monroeville Avenue is the third major intersection along Penn Avenue Extension and it is light controlled. There are countdown timers and high visibility crosswalks for pedestrians. A traffic study should be completed to determine if the turning lane can be removed to allow room for continuous bike lanes. If the turning lane cannot be removed, this intersection cannot support 5’ bike lanes, so shared lane markings would have to be implemented instead.

Thompson Avenue / Penn Avenue Extension Intersection

Grant Street / Penn Avenue Extension Intersection

Monroeville Avenue / Penn Avenue Extension Intersection

Five Boroughs Active Transportation Plan - Chapter 3

Interworks Trail The Interworks Trail is a proposed 6.1 mile greenway that would connect Trafford, Monroeville, Pitcairn, North Versailles, Wilmerding, Turtle Creek, East Pittsburgh, North Braddock, Braddock, and Rankin via the path of the old Westinghouse Interworks Railroad. In 2017 the Westmoreland County Parks and Recreation Department constructed a 5.9 mile extension of the Westmoreland Heritage Trail that extends a trail between Murrysville to Trafford. Plans are being developed to further expand it eastward to Export and Delmont. The aim of the Interworks Trail proposal is to draw attention to the possibilities of expanding the route further westward as well. The rail to trail greenway already under construction between Saltsburg and Trafford follows the abandoned Turtle Creek Industrial Railroad. The proposed Interworks Trail could connect this trail to the Greater Allegheny Passage, which runs along the south shore of the Monongahela River. Key advantages of following this route include: • Safety – there are no at-grade road crossings as all motor vehicle roadways that cross the tracks do so on bridges overhead. • Accessibility – the proposed path is consistently flat, meeting ADA requirements and creating a more comfortable trail experience for users. • Scenery – development of this trail would improve the neglected portions of waterfront along Turtle Creek through the removal of overgrown weeds and litter. • History – allowing residents to walk and bike along the same path as Westinghouse trains once followed helps to persevere the area’s history. The proposed Interworks Trail enters the five boroughs between Airbrake Avenue and Turtle Creek in Turtle Creek Borough and continues to run parallel to them under the Greensburg Pike bridge until it reaches RIDC. From there it continues behind RIDC, paralleling Turtle Creek, through the old floodgate, to Braddock Avenue via PA Route 2183. A substantial portion of this proposal focuses on removing the railroad spur between Greensburg Pike bridge and the floodgate to create the trail. However, discussions with RIDC representatives indicate that RIDC is desires to maintain and restore these rails to provide rail access to the RIDC campus. This would need to be resolved with the RIDC for the trail to become a reality. This Active Transportation Plan proposes a route sligtly different from that in the Interworks Trail proposal. This plan recommends extending the trail along Airbrake Avenue/Penn Avenue Extension/Braddock Avenue via bike lanes. This would reduce potential conflict between the trail and the existing rail line owned by RIDC. Both proposals recommend exnteding the trail behind the RIDC campus to avoid the highly trafficked section of Braddock Avenue. During construction of the Greensburg Pike bridge in 2014, Allegheny County removed the old railroad track. The County did not intend to replace the track, but RIDC with the support of the Public Utility Commission, insisted on its replacement to maintain railroad access to the RICD property. Tracks to either side of the newly constructed ¼ mile of rail are currently in disrepair. However, there is an intention to restore the tracks at some future time. Due to these complications, it is best to aim for establishing a rail with trail rather than aiming to remove them.

Five Boroughs Active Transportation Plan - Chapter 3

The Lower Turtle Creek valley: yesterday, today and tomorrow

Historic 1904 USGS map of the Lower Turtle Creek waterway and vicinity.

The Allegheny county real estate map of the area. Highlighted in red are current or former railroad track containing parcels that have a use code of “R.R. – NOT USED IN OPERATION” or “VACANT COMMERCIAL / INDUSTRIAL LAND”

A map of the potential path of the extension of the Turtle Creek Greenway proposed herein

Five Boroughs Active Transportation Plan - Chapter 3

East Pittsburgh Floodgate A crucial element to connecting the five boroughs is acquiring access through the Turtle Creek floodgate in East Pittsburgh. Due to the area’s topography, the only two accessible and direct routes through East Pittsburgh is the Tri Borough Expressway and through the floodgate. Due to the high traffic rates and speeds of the Tri Borough Expressway, it is unsafe to direct cyclists and pedestrians along it. Therefore the only option is through the floodgate passage.

The floodgateAwas constructed 1937 current Strava between heat map of cyclists in the Lower Turtle Creek and Mon valleys and 1938 as part of the Turtle Creek Flood Control Project to prevent catastrophic flooding More areand using “low road” (Triboro Expressway + Braddock Ave) than “hig like the cyclists floods of 1907 1936. the One side, spanning 80’ and reaching 30’ tall, dams Turtle road” to travel through the five boroughs Creek and the other side, spanning 40’ and reachingcyclists 20’ tall dams Braddock Avenue Some areoldriding alongside active railroad tracks running parallel to the Triboro (now known as PA Route 2183). The floodgate began to fall into perhaps disrepair after whenits it dangerous automobile traffic Expressway, to1983 avoid was determined the cost of maintenance and Upon of The phase of the Westmoreland Heritage Trail in the fall of 2017, upkeepcompletion was too expensive. Turtle3Creek Valley Council of Governments recommended greater cycling along these paths can be anticipated as cyclists transit between this tr in the “Turtle Creek Valley Strategic Action Plan, of the stated goals of the Turtle Creek Borough is to “Build [a] pedestria 2000-2010” that the Army popular Corps ofOne Engineers and the extremely Great Allegheny Passage perform a reconnaissance study to determine if Commons and business district.” (Allegheny Places, 2010) A very direct connection f floodgate is needed after the implementation Athesafer, “low road” alternative to the Triboro Expressway exists, is This curren made via the decaying railroad running parallel to already the commons and but creek. rout and future operation of the new Lock and Dam blocked byMonongahela a locked fence as ofcan uncertain beautiful, be seen inownership the photos below. No. 2 on the River.

of floodgate and adjourning Route 2183 in red. west of the floodgate blocking through-traffic. Left: The Gate fence blocking the road through the floodgate.View Right: 2017 PennDOT datarailroad depictfrom thePA road, shown The unused railroad crosses Thompson Run and proceeds alongside the creek b A similar gate exists east of the floodgate.

The rails do more than just provide a scenic route from the Keystone Commo also constitute the only viable westward route that avoids the Triboro Expressway. T highspeed traffic with no shoulder. While it is not an interstate highway, many drive Five Boroughs Active Transportation Plan - Chapter 3 every pedestrian and cyscist that dares to venture upon it. But there is a safe 95 path: d Westinghouse floodgate.

A railroad spur, which is owned by RIDC and connecting to Union Railroad owned railroad lines, runs parallel to PA Route 2183, towards the floodgate. The road and rail overlap as they pass under the floodgate through a narrow tunnel. On the northern side of the tunnel, the road veers to the west of the RIDC campus while the rail spur runs on the east side of the campus along Turtle Creek. The parcels to the south and east of the road and the rail are marked as being owned by Borough Flood Control, while parcels west and north are owned by US Steel and its subsidiary the Union Railroad.

contunue their the the bridges Floodgate ViewThe (looking south) of railroad spur and access road View northeast) ofthe the floodgate pinchpoint, Thetracks tracks contunue theirrun runbehind behind thecommons, commons,under under the(looking bridgesand andthrough through theWestinghouse Westinghouse Floodgate running through RIDC Commons. This access road is one where the railroad and PA Route 2183 overlap while of only two routes capable of connecting the fivefor all surface crossing through a tunnel. Thefeasible floodgate choke trafic between Turtle Creek and Braddock. It also floodgateis isthe thegeographical geographical chokepoint point Boroughs. The The Tri-Borough Expressway is the second route,for all surface trafic between Turtle Creek and Braddock. It also stands ofoftwentieth stands asananimpressive impressiverelic relic twentiethcentury centuryengineering. engineering.The Thefloodgate floodgatesits sitsbeneeth beneethanother anotherarchetectural archetectural but it is as highly dangerous for cyclists.

marvel, marvel,the theGeorge GeorgeWestinghouse Westinghousebridge, bridge,which whichcarries carriesroute route3030from fromNorth NorthVersailes VersailestotoEast EastPittsburgh. Pittsburgh.Other Otherbridges bridges which pass above and around the gate carry the Triboro Expressway, US Steel’s Union Railway, and part of the which pass above and around the gate carry the Triboro Expressway, US Steel’s Union Railway, and part of the Creating a shared use trail through this area is Pittsburgh PittsburghtotoNew NewYork YorkCity Cityroute routeofofthe thehistoric historicPennsylvania PennsylvaniaRailroad, Railroad,which whichstill stillcarries carriespassengers passengersand andfreight freighttoday. today. complicated by the overlapping rail and road It Itis isnot entirely clear what this old road through the floodgate is called; differing sources call it “Route 2183” and notthe entirely clear this old roadtunnel, through the floodgate is called; differing sources call it “Route 2183” and through tunnel. To what the south of the “Braddock Ave” But whatever the case, if can “Braddock But whatever case, thefence fencewhich whichis isnow nowinexplicably inexplicablyblocking blockingthe theroad roadis isopened, opened,this thisroute route can the road is a Ave” far enough distancethe from theifthe rail once again provide safe and convienient pedestrian and cyclist access to East Pittsburgh and North Braddock, amidst all to accommodate pedestrians and cyclists safely. once again provide safe and convienient pedestrian and cyclist access to East Pittsburgh and North Braddock, amidst all the above it.it. the trail from the There is noflowing room to separate thetraffic traffic flowing above rail as it passes through the floodgate though. The The rail spur isconnection currentlyfrom listed as “Not Used inPittsburgh Theconnection fromthis thisroad roadto toEast East Pittsburghis isstraight straightforward forwardenough: enough:directly directlyupupmainstreet. mainstreet.The Theexisting existing Operation” or “Vacant Commercial / Industrial road from here to North Braddock, however, currently spills out onto the four lane section of the expressway. But there road from here to North Braddock, however, currently spills out onto the four lane section of the expressway. But there Land” according to the Allegheny County Real is isananempty lot next to the road that, if acquired could provide enough land to carry the bikepath westward just far empty lot next to the road that, if acquired could provide enough land to carry the bikepath westward just far Estate Map. However, RIDC is adamant about enough totowhere the TBE ends and the low-speed, bicycle friendly section of Braddock avenue takes over. enough where the TBE ends and the maintaining and restoring these rails as alow-speed, bicycle friendly section of Braddock avenue takes over. marketing with the aimeastern to return them toUS Steel Edgar Thompson Works, the Turtle Creek Rail Trail project AtAttool this thispoint, point,atatthe the easternwall wallofofthe the US Steel Edgar Thompson Works, the Turtle Creek Rail Trail project active status. comes to an end. However, this is not the end comes to an end. However, this is not the endofofthe thebicycle bicycleroute routetotoPittsburgh. Pittsburgh.From Fromhere, here,the theroute routecontinues continuesalong along the roads of North Braddock, Braddock and Rankin, onward to the trails of Homestead and Duck Hollow. Every rail trail the roads of North Braddock, Braddock and Rankin, onward to the trails of Homestead and Duck Hollow. Every rail trail Gaining access through this floodgate is also a constructed in Western Pennsylvania is and should be part of a greater network of greenways. The architechts of the crucial aspect in of Western the proposed Interworks Trail constructed Pennsylvania is and should be part of a greater network of greenways. The architechts of the View (looking south)westward ofwestward railroadthrough running parallel to Creek PACreek Route Westmoreland Heritage Trail had always envisioned work continuing and as well, which, if completed, would connect Westmoreland Heritage Trail had always envisionedtheir their work continuing throughthe theTurtle Turtle and 2183, west of floodgate tunnel. the Westmoreland Heritage trailuptotothe Great Monongehela valleys. It is now all of us to continue what they and others have started. Monongehela valleys. It is now up to all of us to continue what they and others have started. Allegheny Passage, and connect the Five Boroughs to one another.

Five Boroughs Active Transportation Plan - Chapter 3

Properties along the street through the floodgate

A safe passage from US Steel to the Airbrake Walking Trail

Data retrieved from the 2016 Allegheny County GIS Data. Blue=USS, Pink=RIDC, Green=Flood Control, Orange=NS

- The street itself goes by many names including “Route 2183”, “Old Braddock Ave”, and “South Main Street”. As of 2017 PennDOT has it classified as a local road. - US Steel and its subsidiary the Union Railroad (shown in blue) own much of the land north and west of the street. When the Google Street View car last past here, they apparently were claiming ownership of the street via signage of the fence blocking it, but those signs have since been removed. - The Regional Industrial Development Corporation (pink) owns some of the land south and east of the street. They also own a portion of the remnants of the Westinghouse Interworks Railway, a dead-end railroad which crosses the street. In 2014 WTAE dubbed this the “railroad to nowhere”, reporting that it had not seen a train since the 1980s. - The Turtle Creek District Flood Control Authority (green) owns some of the land along the waterway, as well as a tiny parcel where part of the floodgate rests. - Norfolk Southern, the heir to the Pennsylvania Railroad (orange), owns a major railroad corridor which runs upon a bridge over the street of the Triboro Expressway listed as “VACANT / INDUSTRIAL by Allegheny county - Properties Based south on the Allegheny County parcel map,COMMERCIAL none of the propertyLAND” owners appear to own the street through the floodgate

Opening the locked fence on the street through the Westinghouse floodgate would have the immediate effect of allowing cyclists and pedestrians to bypass the most perilous, elevated section of the Triboro Expresway. Owners of nearby vacant parcels may have concerns about cyclists wandering on their property. A solution which would benefit both the Five Boroughs Active Transportation Plan - Chapter 3 97 parcel owners and the cyclists would be to simply buy-out or otherwise acquire the rights to

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Five Boroughs Active Transportation Plan - Chapter 3

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Outward Connections While the primary focus of the Active Transportation Plan is to enhance inward connections between and within the five boroughs, there are also several outward connections worth noting. Great Allegheny Passage via the Hot Metal Bridge Not to be confused with Pittsburghâ&#x20AC;&#x2122;s vehicular Hot Metal Bridge near South Side Flats and Hazelwood, Rankin also has a Hot Metal Bridge within the Carrie Furnace property. The latter is an abandoned railroad bridge that cross the Monongahela River and connects at grade to the Great Allegheny Passage (GAP). This is perhaps the highest priority external connection that the five boroughs should focus on. Currently there is no safe connection between the Five Boroughs and the GAP. The only access currently is to cross the Rankin Bridge and follow the very heavily trafficked Route 837 to the Waterfront Drive Bridge. However, only a fraction of Route 837 provides a sidewalk and there is no bicycle infrastructure. Nor is there room to build such infrastructure. The Rankin Bridge does have bike lanes and a sidewalk, however the bicycle lanes are dangerous due to having only a narrow buffer from high speed traffic and constant litter collecting on them. A much safer and direct route would be to bring cyclists and pedestrians down Carrie Furnace Boulevard and have them cross a restored Hot Metal Bridge to the GAP. Such a direct connection to the GAP creates accessibility to Homestead and Downtown Pittsburgh even for those who do not own a vehicle (almost 1/3 of Braddock households). Downtown Braddock could also see increased patronage with such a connection, especially during events at Carrie Furnace and if the connection to the Westmoreland Heritage Trail is accomplished.

Hot Metal railroad bridge at Carrie Furnace. Converting this bridge into a pedestrian/cyclist bridge could provide safe, direct access to the Great Allegheny Passage.

Five Boroughs Active Transportation Plan - Chapter 3

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Duck Hollow Trail Immediately to the west of Carrie Furnace exist unofficial paths through scrubby fields that eventually converge into one trail that runs parallel to an active railroad until it merges with the Duck Hollow Trail. Duck Hollow Trail is still a short trail, being less than 1.5 miles in length, but it connects to the Nine Mile Run Trail which offers offroad access into Frick Park. Future development in Hazelwood aims to create the Hazelwood Trail, which would connect to Duck Hollow Trail in the south and the Three Rivers Heritage Trail to the north. Swissvale Station Park and Ride Following Kenmawr Avenue north out of Rankin will almost immediately connect cyclists and pedestrians to the Swissvale Station Park and Ride. This is an important transportation hub, and the Five Boroughs should work with PennDOT to insure any new bridge construction on Kenmawr Avenue accommodates pedestrians and cyclists. Propel Schools Braddock Hills and Giant Eagle (See right) On the border between North Braddock and Braddock Hills off of Yost Boulevard is the closest large supermarket to the Five Boroughs (which are lacking major grocers) as well as Propel Schools Braddock Hills. 6th Street and Brinton Road/Wolfe Avenue are the most immediate connections to Yost Boulevard and these destinations. Wilkins Township (Brown Avenue) Wilkins Township is also in the process of completing an Active Transportation Plan wherein Brown Avenue was determined to be an important connection. Within Wilkins Township, Brown Avenue is wide enough to accommodate bicycle lanes. However, just before Brown Avenue enters Turtle Creek it becomes a pinchpoint â&#x20AC;&#x201C; first due to the topography and then due to development. In both instances, Brown Avenue cannot be widened to incorporate the infrastructure needed to keep pedestrians and cyclists safe. Due to the lack of infrastructure and high car speeds, it is not safe to recommend this route for either cyclists or pedestrians. However, there is long term potential to develop a detour route. By following Wilber Avenue north from Turtle Creek, a trail could then be developed following Borough owned paper streets to connect to Moss Street and back onto Brown Avenue north of the pinch-point. Steep topography and a stream create challenges route, but it is the only safe option available.

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Connection to Propel Schools Braddock Hills, Giant Eagle, and other shops just north of the five Boroughs.

Five Boroughs Active Transportation Plan - Chapter 3

Wilkins Township (Thompson Street/Larimer Avenue) (See right) The ideal connection to Wilkins Township is via Thompson Street/Larimer Avenue Thompson Street diverges into Larimer Avenue and Railroad Street Larimer Avenue runs uninterrupted into Wilkins Township and has sidewalks. However, it does not have bicycle infrastructure and cannot be expanded to accommodate any. Due to the high traffic speeds, the ideal route for cyclists is to follow Railroad Street, which runs parallel to Larimer Avenue The reconstruction of a footbridge over Chalfant Run would connect cyclists to Church Street Extension, which continues to run parallel to Larimer Avenue A second restored footbridge over Chalfant Run would connect cyclists to a proposed shared use trail in Wilkins Township, which would ultimately connect to Penn Center East.

Penn Center East (Wilkins Twp)

Monroeville Mall Continued active transportation infrastructure along James Street heading north could ultimately connect Turtle Creek to the Monroeville Mall. Westmoreland Heritage Trail (See below) Continued active transportation infrastructure along Airbrake Avenue heading east could ultimately connect Turtle Creek to the Airbrake Avenue Walking Trail and the Westmoreland Heritage Trail, should the proposed Interworks Trail be completed.

Five Boroughs Active Transportation Plan - Chapter 3

Turtle Creek

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Existing Sidewalk

Parking

Eastbound Lane

Westbound Lane

Parking

Grass Buffer

4’

Sidewalk Grass Buffer

10.5’

11’

10.5’

4’

Proposed Eastbound Bike Lane Sidewalk

8’

Eastbound Lane

Westbound Lane

Buffer

6’

1’

Westbound Bike Lane

Buffer

10.5’

1’

6’

Parking

Sidewalk

8’

RANKIN BLVD & HARRIET ST

2-3

State Roads

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

108

Existing Shoulder/ Unofficial Parking Sidewalk

8’

Southbound Lane

6’

10’

Northbound Sidewalk Lane

10’

8’

Proposed

Sidewalk Southbound Shared Lane

8’

Uphill Bike Lane Northbound Sidewalk Lane Buffer

10’

1’ 5’

8’

KENMAWR AVE - S Braddock Ave to Rankin Blvd

4-5

State/Local Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

109

Av e

ma wr

Begin Bike Lane

Blv d

Ke n

Begin Bike Lane

End Bike Lane

Begin Bike Lane Ped. + Bike Crossing w. Arrow

Ped. + Bike Crossing w. Arrow Begin Cycle Track End Cycle Track

Blv d

Kenm

awr A ve

Cla ra St

Ra nk in

Ramp

ce urna F e i Carr

LEGEND

Brid

New Signage High Visibility Crosswalk

Ken

110

100

Ave

N 0

wr ma

Shared Path

Bike Lane Crossing Sidewalk Shared Trail Vegetative Buffer

Bike Lane Two-way Cycle Track Shared Lane Railing/Guard Traffic Flow Parking Painted Buffer

Shared Path

Railing

wr ma

n Ke

Ra nk in

Br id ge

e Av

Railing

sfi

Av e

id g

LEGEND

Bike Lane Crossing Sidewalk Shared Trail Vegetative Buffer

High Visibility Crosswalk

New Signage

Bike Lane Two-way Cycle Track Shared Lane Railing/Guard Traffic Flow Parking Painted Buffer

Av e

Br ad

Ta lb ot

N 0

100

111

Ped Crossing w. Arrow

Ha wk

ins

Vil la

Shared Path

nam

add S Br

Shared Path

ock Ave

Ex. Stairs + Ramp Stop Stop Stop

Bike Crossing w. Arrow

LEGEND

Bike Lane Crossing Sidewalk Shared Trail Vegetative Buffer

112

Bike Crossing Shared Path

Bike Crossing w. Arrow

on Av e

High Visibility Crosswalk

Bike Lane Two-way Cycle Track Shared Lane Railing/Guard Traffic Flow Parking Painted Buffer

Pa ttis

New Signage

N 0

120

Existing Eastbound Lane

Westbound Lane

ROW

5’

17.5’

5’

Proposed

Sidewalk

Cycle Track

Eastbound Lane

Westbound Lane

Buffer

6’

5.5’

5.5’ 1’

ROW

11’

5’

BRADDOCK AVE - 11th St to Tri Borough

State Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

113

Existing Eastbound Lanes

Barrier

Westbound Lanes

ROW

Median

17’

12’

6’

ROW

12’

17’

Proposed Eastbound Lanes

Barrier

Westbound Lanes

ROW

Fence

Shared Use Trail

ROW

Median

3’

12’

6’

12’

17’

TRI-BOROUGH - Braddock Ave to State Rt 2183

114

State Highway

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

Existing Southbound Lane Barrier

Northbound Lane

ROW

9’

14’

9’

Proposed

Sidewalk ROW

2’

Northbound Lane

Southbound Lane

Buffer

Barrier

6’

Bike Lane

10’

1’

ROW

5’

9’

STATE RT 2183

State Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

115

Dangerous intersection

Braddock Ave/Tri Borough from Floodgate Trail

Possbile road narrowing for cycle track Possible ROW expansion for sidewalk

Possbile ROW expansion for shared trail

Bike lane possible

Possible ROW expansion for sidewalk

116

LEGEND Bike Lane

New Signage

Bike Lane Crossing Sidewalk

Two-way Cycle Track Shared Lane Railing/Guard Traffic Flow

Shared Trail Vegetative Buffer

Parking Painted Buffer

High Visibility Crosswalk

Westmoreland Railroad Tri B

oro

US Steel Bike Crossing w. Arrow Shared Path

Union Railroad PA e2 ut

Ro 3

Mon

ong

ahel

a Riv er

N 0

160

117

Existing Eastbound Lane

Sidewalk

10’

15’

Westbound Lane

Sidewalk

15’

10’

Proposed Eastbound Lane

Sidewalk

Westbound Lane

Bike Lane

10’

5’

Sidewalk Bike Lane

10’

5’

10’

AIR BRAKE AVE, PENN AVE EXT, & BRADDOCK AVE (north of RIDC) 20-23 #

State Roads

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

118

Existing Sidewalk

Southbound Lane

Northbound Turn Lane

Northbound Lane

6’

11’

Sidewalk

Southbound Lane

Northbound Turn Lane

Northbound Lane

ROW

Property

1’

25’

Proposed Raised Cycle Track

Sidewalk

Curb

6’

11’

Property

5.5’

8’

6’

THOMPSON ST - South of Tri Borough

Local Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

119

Possible ROW expansion for cycle track

Shared lane possible

Bike lanes possible

120

LEGEND Bike Lane Two-way Cycle Track Shared Lane Railing/Guard Traffic Flow Parking Painted Buffer

New Signage High Visibility Crosswalk Bike Lane Crossing Sidewalk Shared Trail Vegetative Buffer

Tri Bo

roug h

Exp

Chalf ant R un

Tho m

pso

n Av e

End Cycle Track

nte r St

Bike Crossing

Begin Cycle Track Bike Crossing

End Bike Lane

ad li ro

Begin Bike Lane

End Bike Lane

Penn Av e

End Bike Lane N 0

n t Ru

an half

Bike Crossing w. Arrow

Ext

Begin Bike Lane 100

Bike Crossing w. Arrow

121

Existing

Sidewalk

Southbound Lane

Southbound Turn Lane

Northbound Lane

ROW

Property ROW

1’ 5’

14’

12’

14’

Southbound Lane

Southbound Turn Lane

Northbound Lane

3’

20’

Proposed

Sidewalk

Shared Use Trail Property ROW

6’

14’

12’

14’

3’ 2’

12’

6’

THOMPSON ST - North of Tri Borough

State Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

122

pson Run to Wilkins Township

Possible ROW expansion for cycle track

123

n Av e pso

Chal

fant Run

Tho m Osborne St

Shared Trail

Tri Bo

roug h

Exp

LEGEND New Signage High Visibility Crosswalk

End Cycle Track

N 0

124

100

Bike Lane Crossing Sidewalk Shared Trail Vegetative Buffer

Bike Lane Two-way Cycle Track Shared Lane Railing/Guard Traffic Flow Parking Painted Buffer

Existing Railroad St

Church Ave Ext Gravel Lot/ Private Property/ Unofficial Parking

Southbound Northbound Lane Lane

7.5’

Southbound Northbound Lane Lane

30’

7.5’

Proposed Railroad St

Church Ave Ext

Southbound One Way

Parking

Turf

Shared Use Trail

11’

8’

5’

12’

Turf

Parking

Northbound One Way

5’

8’

11’

Railroad St / Church Ave Ext

Local Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

125

Possible ROW expansion for shared trail

Possible private property acquistion for shared trail

126

Ped. + Bike Crossing w. Arrow

Chalfant Run

Line St

Do Not Enter One Way - No Right Turn

One Way - No Left Turn

McCle

lland S t

t Church St Ex

Railroa

d St

Larimer A ve

Stewart S t

Do Not Enter

Do Not Enter One Way - No Left Turn

One Way - No Right Turn Do Not Enter

LEGEND

ons

N 0

100

Alley

200

Chal

Mell

Do Not Enter

fant Run

New Signage High Visibility Crosswalk Bike Lane Crossing Sidewalk Shared Trail Vegetative Buffer

Bike Lane Two-way Cycle Track Shared Lane Railing/Guard Traffic Flow Parking Painted Buffer

127

Possible ROW expansion for sidewalk

Shared lanes possible

Possible private property acquistion for restoring bridge for shared trail

Possible ROW expansion for shared trail

128

Church St Ext

Chalfant Run St

Larimer

son

Ave

o Th

Shared Path

End Shared Path

nt Run Chalfa

Thomp son St

Restore Existing Bridge

LEGEND New Signage High Visibility Crosswalk Bike Lane Crossing Sidewalk N 0

Shared Trail Vegetative Buffer

Bike Lane Two-way Cycle Track Shared Lane Railing/Guard Traffic Flow Parking Painted Buffer

129

Existing Sidewalk

Northbound Lane (One Way)

Parking

Sidewalk

6’

12’

8’

6’

Proposed Northbound Lane (One Way)

Cycle Track Sidewalk

Sidewalk

6’

10’

5.5’

6’

JAMES ST - Maple Ave to Monroville Ave (one way)

Local Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

130

Existing

Sidewalk

Parking

Southbound Lane

Northbound Lane

Sidewalk

8’

11’

8’

Proposed

Sidewalk

Southbound Shared Lanes

Northbound Lane

Uphill Bike Lane Sidewalk Buffer

8’

11.5’

1’

6’

8’

MAIN ST - North of Bessemer Ave

State Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

131

Existing Shoulder/ Unofficial Parking Sidewalk

6’

Southbound Lane

5’

Northbound Sidewalk Lane

10’

6’

Proposed

Sidewalk Southbound Shared Lane

6’

10’

Uphill Bike Lane Northbound Sidewalk Lane

10’

5’

6’

BRINTON AVE

State Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

132

Existing Sidewalk

Southbound Lane

Northbound Lane

Parking

Sidewalk

8’

10’

8’

Proposed

Sidewalk

Southbound Shared Lane

Northbound Lane

Uphill Bike Lane

Sidewalk

Buffer

8’

10.5’

1’

6’

8’

LIBRARY ST

Local Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

133

Existing

ROW

Northbound One Way

ROW

14’

10’

14’

Proposed Uphill Contraflow Bike Lane Sidewalk Northbound One Way ROW Shared Lane

8’

5’ 1’

10’

6’

ROW

8’

Middle St (one way - north of Hawkins Ave)

Local Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

134

Existing Sidewalk

Parking

Southbound Lane

Northbound Lane

Parking

Sidewalk

6’

8’

10’

8’

6’

Parking

Southbound Shared Lane

Proposed

Sidewalk

Northbound Lane

Uphill Bike Lane Sidewalk

Buffer

6’

8’

10.5’

1’

6’

4TH ST - North of railroad

Local Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

135

Existing Shoulder/ Unofficial Parking Westbound Sidewalk One Way Sidewalk

6’

16’

6’

Proposed Eastbound Contraflow Westbound Bike Lane One Way Shared Lane Sidewalk Sidewalk

6’

5’ 1’

10’

6’

Hawkins Ave (one way - east of Middle St)

Local Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

136

Existing Shoulder/ Unofficial Parking Sidewalk

10’

Shoulder/ Unofficial Parking

Southbound Lane

Northbound Lane

10’

5’

Sidewalk

5’

10’

Proposed Sidewalk

Southbound Shared Lane

Northbound Lane

Uphill Bike Lane

Sidewalk

Buffer

10’

11.5’

1’

6’

10’

COREY AVE

Local Road

Scale: 1” = 10’ 0

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Township Active Transportation Plan

137

Intersection Enhancement Plan The map on the following page identifies intersections that were reviewed and evaluated on a preliminary basis to determine if improvements can be made to increase the safety and comfort of pedestrians and bicyclists as they travel through the intersections. The proposed intersection enhancement strategies that follow are recommended to increase safety at intersections. To advance the implementation of the proposed pedestrian bicycle advisory committee should assist in prioritizing and recommending where the Boroughs should focus their efforts and resources to improve safety at intersections throughout the Boroughs. In some cases, to be determined by the Department of Public Works within Boroughsâ&#x20AC;&#x2122; street right-of-ways and PennDOT within State highway right-of-ways, engineering studies may be required to determine the feasibility of installing or constructing the recommended improvement. If found to be infeasible, then we recommend evaluating opportunities to address pedestrian and/or bicycle safety concerns through other traffic improvement measures.

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Five Boroughs Active Transportation Plan - Chapter 3

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Boroughs Active Transportation Study 2017 Active Intersection Infrastructure Improvements Improvements Map Map " Transportation

""" " "" "" " " "" " " " "

" "

" " " "

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" " " "

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" " " "

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" "

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RANKIN

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AL BR ID GE

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R-5

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B-12 59

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B IN K N A R

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Building Footprints Building Footprints

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Bus Routes Bus Routes

" Park & &" Ride Park Ride " Bus Stop Bus Stop "

Heritage Bus Heritage Bus Line Line

" "

" "" " Active Transport Infrastructure "" " " Active Transport Infrastructure Shared Lanes

Cycle Track Shared Trail Shared Trail Existing Shared Trail Existing Sidewalk Sidewalk Existing

" Cycle Track " Sidewalk " " Trail " "" "

Sidewalk

" " T-18 " "

" "

T-1

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" 27 " " "

33T-16

E-1

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T-17

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" "

" T-8 "" " " T-9 "" " 22

" " " "

" "

" " " " " "

" " " "

19 " "

31 T-15

EAST PITTSBURGH

37 " " " "

" 44 " " " " " " " " "

" " " " " " T-14 " " " "

" " " "

" " " " E-5

N-10

T-13 " " " "

" " 19

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"" "" """ " " " " " " " E-3

" "

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" " " "

Intersection Improvements "" " " Single High Visibility Crosswalk w/ accessible Curb Ramps

"" " " Heritage Bus Heritage Bus Stop Stop

Bike LaneTrack Cycle

"" " "

E-2

Two High Visibility Crosswalks w/ accessible Curb Ramps Three High Visibility Crosswalks " " " " w/ accessible Curb Ramps

Bike Lane Right of Way Expansions

Bike Lanes Cycle Track

" "" "

Expansions into ROW

Shared Lanes Bike Lanes

" "

" " " "" " "

"" " " " " " "

" " " "

B-6 14

" "

""" 51

Strreets St eets

"" " " GAP Trail GAP Trail

"" "

46 "" " "" " N-11 " "

" "" " " B-4

" State State Roads Roads "

Braddock Braddock Walkway to Walkway to Health Health

" Schools Schools

" " Stream/River Stream/River " " " "

Pa P arks rks

N-7 " "

TURTLE CREEK

T-12

NORTH BRADDOCK

n B-5

" " " "

Parcels Parcels

" " "" N-5 " " " 57 N-6 50 " " " " "

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" Township Township

" "" "

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"" " " 53

" " 52

" " " 52" " " " " 12

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" "" "

36 " "

N-9

" " " "

BRADDOCKB-3

" "" " N-12 " "" "

53" "

" " B-8 " " " " "" " B-2

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E G ID

"" B-1 " "" "

" " " "

" " T-19 " " " "

" "

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" " " T-20 "

" "" "

N-3 N-2 " " " "

B-10

" "

N-1

" "

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N-4

B-11 60

"" " "

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R-3 "" " "" " 6 R-2

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" T-21 " "

" " " "

Legend

" "

" " " "

"" " "

" "" "

" " " "

" "" "

Four High Visibility Crosswalks w/ accessible Curb Ramps

E-4

" " " "

T-10

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T-11

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T-3

T-2

" "" "

T-4

Bike Lane Intersection " "

" X-1 " " "

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Intersections requiring additional controls - see Intersection Improvement Chart

" " " "

T-5

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0.125 0.25

1 inch equals 0.125 miles

"0.5 " " "

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1 W Miles

N E

Rankin, Braddock, North Braddock, East Pittsburgh & Turtle Creek Intersection Enhancements Rankin Miller Avenue x Benwood Alley Miller Avenue x Gas Street Miller Avenue x Ohio Avenue Miller Avenue x unnamed alley R-1

Miller Avenue x Harriet Street

Install High Visibility Crosswalks (3) at the tangent of the curbs with accessible Curb Ramps. Conduct traffic study to determine feasibility of installing stop signs (2) to make intersection an All-way stop.

Gas Street x Railroad Alley Gas Street x N Shore Alley Gas Street x Chartiers Avenue Harriet x 5th Avenue Harriet x Palisades Place Rankin Boulevard x Doctor Wall Court Rankin Boulevard x Rankin Family Health Facility parking entrances (x3) Rankin Boulevard x Hawkins Avenue Install High Visibility Crosswalks (2) across Kenmawr Avenue at the tangent of the curbs with accessible Curb Ramps. Install a Bike Lane Intersection across Kenmawr Avenue from the northern side of Rankin Boulevard.

Rankin Boulevard x Kenmawr Avenue R-2

Install High Visibility Crosswalk (1) across Rankin Boulevard at the tangent of the curbs with accessible Curb Ramps. Offset intersection: Crosswalk should extend from the western side of Kenmawr Avenue on the south side of Rankin Boulevard to the eastern side of Kenmawr Avenue on the north side of Rankin Boulevard. Install a Bike Lane Intersection (1) across Rankin Boulevard parallel and directly next to the pedestrian crosswalk, with accessible Curb Ramps connected to the proposed cycle track. Offset intersection: Bike intersection should extend from the western side of Kenmawr Avenue on the south side of Rankin Boulevard to the eastern side of Kenmawr Avenue on the north side of Rankin Boulevard. Install Yield to Pedestrian and Cyclist signage (2) and Solar Powered Pedestrian Activated Flasher to be visible to northbound / southbound traffic along Kenmawr Avenue and to eastbound / westbound traffic along Rankin Boulevard.

Rankin Boulevard x Clara Street

Install High Visibility Crosswalk (1) across Clara Street at the tangent of the curbs with accessible Curb Ramps. Install a Bike Lane Intersection (1) across Clara Street.

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Intersection Enhancements (cont.) Rankin (cont.) Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps. R-3

Kenmawr Avenue x 3rd Avenue

Install Bike Lane Intersection (1) across 3rd Avenue from the eastern side of Kenmawr Avenue. Conduct traffic study to determine feasibility of installing stop signs (2) to make intersection an All-way stop.

Kenmawr Avenue x 4th Avenue Kenmawr Avenue x connector road to S Braddock Avenue R-4

Install High Visibility Crosswalks (2) across Kenmawr Avenue at the tangent of the curbs with accessible Curb Ramps, north and south of the connector street. Install Yield to Pedestrian signage and Solar Powered Pedestrian Activated Flasher to be visible to westbound traffic on the connector road.

Connector road x S Braddock Avenue

Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps.

Connector road x Super Stop parking entrance

Install High Visibility Crosswalk (1) across parking lot entrance at the tangent of the curbs with accessible Curb Ramps.

Kenmawr Avenue x 5th Avenue

Install High Visibility Crosswalk (1) across 5th Avenue at the tangent of the curbs with accessible Curb Ramps.

Kenmawr Avenue x 6th Avenue Kenmawr Avenue x Jackson Maple Way x Fleet Street Maple Way x Hamilton Street (north) R-5

R-6

Pattison Avenue x midblock

Pattison Avenue x connector road to Fleet Street

142

Install Bike Lane Intersection (1) across Pattison Avenue where proposed Shared Trail to Kenmawr Village connects. Install Yield to Cyclist signage and Solar Powered Pedestrian Activated Flasher to be visible to westbound traffic on the connector road. Install High Visibility Crosswalk (1) across Kenmawr Avenue at the tangent of the curb with accessible Curb Ramp, from southern side of connector street. Conduct traffic study to determine feasibility of installing stop signs (3) to make intersection an All-way stop.

Five Boroughs Active Transportation Plan - Chapter 3

Intersection Enhancements (cont.) Braddock Braddock Avenue x Hamilton Street Braddock Avenue x 1st Street B-1

Braddock Avenue x 2nd Street

Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps. Install pedestrian crossing signals with Countdown Timers for the intersection.

Braddock Avenue x 3rd Street Braddock Avenue x 4th Street Braddock Avenue x 5th Street (west) Braddock Avenue x 5th Street (east) B-2

B-3

Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Braddock Avenue x Corey Avenue Ramps. Install pedestrian crossing signals with Countdown Timers for the intersection.

Braddock Avenue x 6th Street

Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps. Install pedestrian crossing signals with Countdown Timers for the intersection. Install Bike Lane Intersections across Braddock Avenue.

Braddock Avenue x 7th Street Braddock Avenue x Maple Way Braddock Avenue x 8th Street B-4

Braddock Avenue x Library Street

Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps.

Braddock Avenue x John Street Braddock Avenue x George Street Braddock Avenue x 9th Street Braddock Avenue x Verona Street Braddock Avenue x 10th Street B-5

Braddock Avenue x 11th Street / Yew Street

Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps.

Braddock Avenue x Frazier Street

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Frazier Street.

Braddock Avenue x Robinson Street Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across 13th Street. B-6

Braddock Avenue x 13th Street

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Braddock Avenue from the eastern side of 13th Street. Install Yield to Pedestrian signage and Solar Powered Pedestrian Activated Flasher to be visible to eastbound and westbound traffic on Braddock Boulevard.

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Intersection Enhancements (cont.) Braddock (cont.) 11th Street x Halket Street 11th Street x Pine Way 11th Street x Talbot Avenue 11th Avenue x US STEEL Edgar Thompson Works parking entrance Talbot Avenue x 1st Street Talbot Avenue x Peach Street Talbot Avenue x 2nd Talbot Avenue x Grape Street Talbot Avenue x 3rd Street Talbot Avenue x Oliver Street Install High Visibility Crosswalks (2) at the tangent of the curbs with accessible Curb Ramps across Talbot Avenue. B-7

Talbot Avenue x 4th Street

Install High Visibility Crosswalks (2) at the tangent of the curbs with accessible Curb Ramps across 4th Avenue Offset intersection: Crosswalks should extend from northern and southern sides of Talbot Avenue east of 4th Avenue.

Talbot Avenue x Vine Street Talbot Avenue x 5th Street Talbot Avenue x Gate Street Talbot Avenue x 6th Street Talbot Avenue x Hazel Street Talbot Avenue x Penn Street Talbot Avenue x 7th Street Talbot Avenue x 8th Street Talbot Avenue x 9th Street Talbot Avenue x 10th Street Corey Avenue x Maple Way Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Margaretta Street. B-8

Corey Avenue x Margaretta Street/Mills Avenue

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Mills Avenue. Install High Visibility Crosswalks (2) at the tangent of the curbs with accessible Curb Ramps across Corey Avenue Offset intersection: Crosswalk should extend from the northern sides of Margaretta Street and Mills Avenue.

Corey Avenue x Center Street Corey Avenue x Summit Street

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Five Boroughs Active Transportation Plan - Chapter 3

Intersection Enhancements (cont.) Braddock (cont.) Corey Avenue x Ajax Way B-9

Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps. Install Yield to Pedestrian signage (2) and Solar Powered Pedestrian Activated Flasher to be visible to eastbound traffic on Corey Avenue.

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Corey Avenue x 4th Street (south Ramps across 4th Street. of railroad) Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Corey Avenue from the wester side of 4th Avenue. Corey Avenue x July Way

B-10 Corey Avenue x 2nd Street

Install High Visibility Crosswalks (3) at the tangent of the curbs with accessible Curb Ramps. Install Yield to Pedestrian signage (2) and Solar Powered Pedestrian Activated Flasher to be visible to eastbound and westbound traffic on Corey Avenue.

Corey Avenue x Overland Street Corey Avenue x Pear Way B-11

Corey Avenue x 1st Street

2nd Street x Maple Way 2nd Street x Holland Avenue 2nd Street x Elm Street B-12 2nd Street x Mills Avenue

Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps. Conduct traffic study to determine feasibility of installing stop signs (2) to make intersection an All-way stop.

2nd Street x June Way 2nd Street x Camp Avenue 2nd Street x May Way 2nd Street x Comrie Avenue 2nd Street x April Way 6th Street x Pine Way 6th Street x Halket Street 6th Street x Woodlawn Street 6th Street x Maple Way 6th Street x Lillie Avenue 6th Street x Margaretta Street Library Street x Maple Way Library Street x Parker Avenue

Five Boroughs Active Transportation Plan - Chapter 3

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Intersection Enhancements (cont.) North Braddock Hawkins Avenue x 2nd Street Hawkins Avenue x Overland Street N-1

Hawkins Avenue x 3rd Street

Install High Visibility Crosswalks (3) at the tangent of the curbs with accessible Curb Ramps. Install Yield to Pedestrian signage (2) to be visible to eastbound and westbound traffic on Hawkins Avenue.

Hawkins Avenue x Hanna Street Hawkins Avenue x 4th Street N-2

4th Street x Lobinger Avenue

Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps. Conduct traffic study to determine feasibility of installing stop sign (1) to make intersection an All-way stop. Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Copeland Avenue.

4th Street x Copeland Avenue

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across 4th Street from the northern side of Copeland Avenue. Install Yield to Pedestrian signage (2) to be visible to northbound and southbound traffic on 4th Street.

N-3

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Price Avenue. 4th Street x Price Avenue

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across 4th Avenue from the southern side of Price Avenue. Install Yield to Pedestrian signage (2) to be visible to northbound and southbound traffic on 4th Street.

4th Street x Cherry Way 4th Street x Stokes Avenue N-4 4th Street x Maple Street

Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps. Conduct traffic study to determine feasibility of installing stop signs (3) to make intersection an All-way stop. Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Maple Street.

Hawkins Avenue x Ajax Way Hawkins Avenue x Seneca Street Hawkins Avenue x Penn Street Hawkins Avenue x Rose Street Hawkins Avenue x Coalmont Street Hawkins Avenue x Benton Street Hawkins Avenue x McCune Street

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Intersection Enhancements (cont.) North Braddock (cont.) Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps. N-5

Hawkins Avenue x Middle Street

Install “Do not enter” + “Except Bikes” signage visible to east bound traffic on Hawkins Avenue and any traffic turning onto Hawkins Avenue beginning at the one way and contraflow bike lane portion of Hawkins Avenue (east of Middle Street ). Install “One Way” + “Except Bikes” signage visible to northbound traffic on Middle Street and any traffic turning onto Middle Street beginning at the one way and contraflow bike lane portion of Middle Street (north of Hawkins Avenue).

Hawkins Avenue x Walnut Street Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Hawkins Avenue. Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Jones Avenue from the southern side of Hawkins Avenue. Hawkins Avenue x Jones Avenue Install Yield to Pedestrian signage (2) and Solar Powered Pedestrian Activated Flasher to be visible to northbound and southbound traffic on Jones Avenue. Install “One Way” + “Except Bikes” signage visible to northbound traffic on Middle Street and any traffic turning onto Middle Street beginning at the one way and contraflow bike lane portion of Middle Street (north of Hawkins Avenue).

N-6

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Spring Street. Jones Avenue x Spring Street

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Jones Avenue from the southern side of Spring Street. Install Yield to Pedestrian signage (2) and Solar Powered Pedestrian Activated Flasher to be visible to northbound and southbound traffic on Jones Avenue.

Jones Avenue x Hickory Street Jones Avenue x Miller Street N-7

Jones Avenue x Zuerner Way

Jones Avenue x North Avenue Jones Avenue x Baldridge Avenue Jones Avenue x Kirkpatrick Avenue Jones Avenue x Parkview Avenue N-8

Jones Avenue x Bell Avenue

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Intersection Enhancements (cont.) North Braddock (cont.) Jones Avenue x Woodland Hills School District Rec Field Entrance 6th Street x Baldridge Avenue 6th Street x Chestnut Street N-9

6th Street x Middle Street

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Middle Street. Install “Do not enter” + “Except Bikes” signage visible to south bound traffic on 6th Street and any traffic attempting to turn onto Middle Street .

6th Street x N Main Street Bell Avenue x unnamed alley Bell Avenue x Anderson Street Bell Avenue x Verona Street Bell Avenue x Ann Street Bell Avenue x Congress Street Bell Avenue x Robinson Street Bell Avenue x 13th Street Bell Avenue x Lydia Street Bell Avenue x 14th Street/Vining Way Bell Avenue x Curry Street Bell Avenue x Keller Road O’Connell Boulevard x Braddock Avenue O’Connell Boulevard x Township Road O’Connell Boulevard x Ravine Street Ravine Street x Lewis Street Ravine Street x Weiler Avenue Ravine Street x Brinton Avenue Brinton Avenue x Murdough Street N-10 Brinton Avenue x South Avenue

Install High Visibility Crosswalks (1) at the tangent of the curbs with accessible Curb Ramps across Murdough Street. Install High Visibility Crosswalks (1) at the tangent of the curbs with accessible Curb Ramps across Brinton Avenue from the southern side of South Avenue. Conduct traffic study to determine feasibility of installing stop signs (2) to make intersection an All-way stop.

Brinton Avenue x Terrace Street Brinton Avenue x Bowers Street Brinton Avenue x Quarry Avenue Brinton Avenue x Sheridan Street

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Intersection Enhancements (cont.) North Braddock (cont.) Brinton Avenue x Pallas Street Pallas Street x Evans Way/Brinton Avenue (west)

N-11 Pallas Street x Wolfe Avenue

Install High Visibility Crosswalks (1) at the tangent of the curbs with accessible Curb Ramps across Pallas Avenue from southwest side of Wolfe Avenue to northeast side of Wolfe Avenue (follow existing crosswalk angle). Install Yield to Pedestrian signage (2) and Solar Powered Pedestrian Activated Flasher to be visible to westbound and eastbound traffic on Pallas Street and southbound traffic on Wolfe Avenue.

Wolfe Avenue x Preston Drive Wolfe Avenue x North Braddock Amvets parking entrance Wolfe Avenue x Turner Drive Install High Visibility Crosswalks (1) at the tangent of the curbs with accessible Curb Ramps across General Braddock Drive. N-12

Wolfe Avenue x General Braddock Drive/Locust Street

Install High Visibility Crosswalks (1) at the tangent of the curbs with accessible Curb Ramps across Wolfe Avenue from the southern side of General Braddock Drive. Install Yield to Pedestrian signage (2) and Solar Powered Pedestrian Activated Flasher to be visible to northbound and southbound traffic on Wolfe Avenue.

East Pittsburgh E-1

Center Street x Draper Street

Install High Visibility Crosswalks (3) at the tangent of the curbs with accessible Curb Ramps. Conduct traffic study to determine feasibility of installing stop sign (1) to make intersection an All-way stop.

Center Street x Western Avenue Center Street x Sagua Street Center Street x Madison Avenue Center Street x Glosser Street Center Street x Main Street Center Street x Grandview Avenue Draper Street x Poplar Alley Grandview Avenue x Poplar Alley E-2

Bessemer Avenue x Draper Street

Bessemer Avenue x Western Avenue Bessemer Avenue x Cliff Street

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Intersection Enhancements (cont.) East Pittsburgh (cont.) Bessemer Avenue x Glosser Street Bessemer Avenue x unnamed alley (Glosser Street ) Bessemer Avenue x Main Street E-3

Bessemer Avenue x Grandview Avenue

Bessemer Avenue x Linden Avenue Main Street x Poplar Alley Main Street x unnamed alley Main Street x Franklin Street Main Street x Christina Alley Main Street x Howard Street Main Street x unnamed alley Main Street x Maple Street Main Street x Ridge Avenue E-4

PA 2183 x Tri Boro Expressway

Install Bike Lane Intersection (1) at the tangent of the curbs with accessible Curb Ramps across PA 2183. Conduct traffic study to determine feasibility of installing stop sign (1) on PA 2183. Install Yield to Cyclist signage (1) to be visible to traffic turning onto PA 2183.

Linden Avenue x Sycamore Street E-5

Linden Avenue x Cable Avenue

Cable Avenue x Braddock Avenue (westbound) Cable Avenue x Braddock Avenue (eastbound) Electric Avenue x Braddock Avenue (westbound) Electric Avenue x Braddock Avenue (eastbound)

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Intersection Enhancements (cont.) Turtle Creek Braddock Avenue x Keystone Commons entrance (Portal 7) Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps. T-1

Braddock Avenue x Keystone Commons entrance (North Yard Portal 9)

Conduct traffic study to determine feasibility of installing stop signs (3) to make intersection an All-way stop. Install Bike Box for southbound cyclists turning left onto RIDC trail. Install Bike Route signage: “Left Turn to RIDC Trail” and “End Bike Lane” for southbound cyclists; “No Left Turn Bicycles” for cyclists turning onto Braddock Avenue from RIDC trail

Braddock Avenue x Penn Avenue Extension

T-2

Penn Avenue Extension x Shaw Avenue

Penn Avenue Extension x Railroad Street Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Thompson Street. Install Yield to Pedestrian signage (2) to be visible to traffic turning onto Thompson Street T-3

Penn Avenue Extension x Thompson Street

Install “Do Not Enter” signage on Thompson Street channelized intersection merge section for eastbound traffic on Penn Avenue Extension. Install Bike Lane Intersection across Thompson Street. Install Bike Lane Intersection across Penn Avenue Extension from the eastern edge of Thompson Street. Install Yield to Cyclist signage (2) to be visible to eastbound and westbound traffic on Penn Avenue Extension.

Penn Avenue Extension x Penn Plaza parking entrance T-4

Penn Avenue Extension x Grant Street

Penn Avenue Extension x Turtle Creek Municipal Building entrance

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Intersection Enhancements (cont.) Turtle Creek (cont.) T-5

Penn Avenue Extension x Monroeville Ave/Greensburg Avenue

Refresh paint of High Visibility Crosswalks (3). Install High Visibility Crosswalks (3) at the tangent of the curbs with accessible Curb Ramps.

T-6

Airbrake Avenue x 11th Street

Install Yield to Pedestrian signage (2) to be visible to eastbound and westbound traffic on Airbrake Ave. Install Bike Lane Intersection across 11th Street. Install High Visibility Crosswalks (3) at the tangent of the curbs with accessible Curb Ramps.

T-7

Airbrake Avenue x 10th Street

Conduct traffic study to determine feasibility of installing stop sign (1) to make intersection an All-way stop. Install Bike Lane Intersection across 10th Street. Install High Visibility Crosswalks (3) at the tangent of the curbs with accessible Curb Ramps.

T-8

Airbrake Avenue x 9th Street

Conduct traffic study to determine feasibility of installing stop sign (1) to make intersection an All-way stop. Install Bike Lane Intersection across 9th Street.

Airbrake Avenue x 8th Street Install High Visibility Crosswalks (3) at the tangent of the curbs with accessible Curb Ramps. T-9

Airbrake Avenue x 7th Street

Install Yield to Pedestrian signage (2) to be visible to eastbound and westbound traffic on Airbrake Avenue. Install Bike Lane Intersection across 7th Street.

Airbrake Avenue x 6th Street Airbrake Avenue x Line Way Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across parking entrance. T-10

Shaw Avenue x Rc Medical Associates parking entrance

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Shaw Avenue from the southern side of the parking entrance. Install Yield to Pedestrian signage (2) and Solar Powered Pedestrian Activated Flasher to be visible to northbound and southbound traffic on Shaw Avenue.

Shaw Ave/Brown Avenue x TriBoro Expressway Brown Avenue x Brown Avenue

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Intersection Enhancements (cont.) Turtle Creek (cont.) Install Bike Lane Intersection across Thompson Street from the northern side of Hunter Street. T-11

Thompson Street x Hunter Street

Install Yield to Cyclist signage (2) and Solar Powered Pedestrian Activated Flasher to be visible to northbound and southbound traffic on Thompson Street. Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Hunter Street.

Thompson Street x Tri Boro Expressway Thompson Street x Osborne Street Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Mellons Alley. Conduct traffic study to determine feasibility of installing stop sign (1) at Mellons Alley. Conduct traffic study to determine feasibility of converting Railroad Street into a oneway street south-bound and Church Avenue Extension into a one-way street northThompson Street x Mellons Alley/ bound. Church Street Extension/Railroad Conduct traffic study to determine feasibility of installing stop sign (1) at Railroad Street Street. T-12

Install Shared Path Intersection across Church Street Extension. Acquire property extending between Railroad Street and Church Avenue extension (owned by A&E McGee Revocable Trust 1 / J&B McGee Revocable Trust 1) to construct a Shared Trail connecting to Penn Center East in Wilkins Township. Install Bike Route signage: â&#x20AC;&#x153;Shared Trail to Penn Center Eastâ&#x20AC;? for northbound cyclists. Thompson Street x Larimer Avenue

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Larimer Avenue. Install Yield to Pedestrian signage (1) visible to southbound traffic on Thompson Street.

Thompson Street x McClelland Street Thompson Street x Line Street Thompson Street x unnamed alley Grant Street x Penn Plaza parking entrance Grant Street x Tri Boro Expressway Grant Street x Sarah Street (south)

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Intersection Enhancements (cont.) Turtle Creek (cont.) Grant Street x Sarah Street (north) T-13

Grant Street x Maple Avenue

Install High Visibility Crosswalks (3) at the tangent of the curbs with accessible Curb Ramps. Install Yield to Pedestrian signage (2) visible to northbound and southbound traffic on Grant Street.

Maple Avenue x Pine Street Maple Avenue x Ramp to Monroeville Avenue Maple Avenue x Boyd Street T-14 Maple Avenue x Charles Street

Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps. Install Yield to Pedestrian signage (2) visible to eastbound and westbound traffic on Maple Avenue.

Maple Avenue x Albert Street Maple Avenue x James Street Charles Street x unnamed alley T-15

T-16

T-17

Charles Street x Oak Avenue Extension

Oak Avenue Extension x Monroeville Avenue

Monroeville Avenue x Lynn Avenue

Install High Visibility Crosswalks (3) at the tangent of the curbs with accessible Curb Ramps. Conduct traffic study to determine feasibility of installing stop signs (3) to make intersection an All-way stop. Install High Visibility Crosswalks (4) at the tangent of the curbs with accessible Curb Ramps. Install Yield to Pedestrian signage (2) visible to northbound and southbound traffic on Monroeville Avenue. Install High Visibility Crosswalks (2) at the tangent of the curbs with accessible Curb Ramps across Monroeville Avenue. Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Chestnut Street. Conduct traffic study to determine feasibility of signalizing intersection.

James Street x unnamed alley James Street x Monroeville T-18 Avenue

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Monroeville Avenue from the western side of James Street. Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across James Street from the southern side of Monroeville Avenue.

James Street x Patrick T Lanigan Funeral Home parking entrance James Street x Garden Drive

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Intersection Enhancements (cont.) Turtle Creek (cont.) T-19 James Street x Carothers Drive

James Street x Mercer Street

T-20

James Street x Boone Drive (south)/Lower Boone Drive

James Street x Harper Drive T-21 James Street x Boone Drive (north)

Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across James Street from the southern side of Harper Drive. Install Yield to Pedestrian signage (2) and Solar Powered Pedestrian Activated Flasher to be visible to northbound and southbound traffic on James Street. Install High Visibility Crosswalk (1) at the tangent of the curbs with accessible Curb Ramps across Boone Drive.

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Bicycle Rodeo

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Chapter 4

Action Plan

Action Plan Implementation of this Active Transportation Plan requires dedicated participation of stakeholders, elected officials, governmental administrators and community partners. This section recommends organizational strategies, procedural strategies, and pilot projects to begin implementation of recommendations contained in this plan.

1. Adopt the Five Boroughs Active Transportation Plan The first step towards implementing active transportation improvements is for The Five Boroughs to officially adopt the Five Boroughs Active Transportation Plan as a guide for active transportation in The Five Boroughs. A sample resolution has been provided below. SAMPLE RESOLUTION FOR ADOPTING AN ACTIVE TRANSPORTATION PLAN RESOLUTION NUMBER _________ A RESOLUTION OF INTENTION TO ADOPT THE [PLAN NAME, DATE]. WHEREAS, the Pennsylvania Municipalities Planning Code (Act of 1968, P.L. 805, No. 247) empowers counties and municipalities, individually or jointly, to plan their development and to govern the same by zoning, subdivision and land development ordinances and additional tools; and WHEREAS, the [LOCAL GOVERNING BODY] did adopt a comprehensive plan for the [NAME OF LOCAL JURISDICTION] in [YEAR]; and WHEREAS, the County of Allegheny adopted “Allegheny Places – The Allegheny County Comprehensive Plan” in 2008; and WHEREAS, the [LOCAL JURISDICTION] reviewed “Allegheny Places” and sought to align [LOCAL JURISCITIONAL] policies with the policies and priorities of “Allegheny Places;” and WHEREAS, the [LOCAL JURISDICTION] did not previously enact an Active Transportation Plan; and WHEREAS, the [PLAN NAME, DATE] was developed with the financial support of Allegheny County; and WHEREAS, the [LOCAL JURISDICTION] seeks to provide a safe, inviting and healthy environment for citizens; and WHEREAS, the [LOCAL GOVERNING BODY] encourages walking and bicycling as attractive modes of transportation that foster individual and public health and wellness; and

157

WHEREAS, the [LOCAL GOVERNING BODY] encourages regional and local transportation networks to be designed in such a way as to protect and enhance public health and the environment and reflect a priority on safe and secure multimodal networks for both people and delivery of goods; and WHEREAS, the [PLAN NAME, DATE] was based on consideration of existing Allegheny County transportation, health, safety and welfare goals, public comments, agency input, existing transportation, neighborhood and infrastructure plans; and WHEREAS, the [PLAN NAME, DATE] was drafted through a public planning process that included the work of a local study committee and public meetings as well as updates to the [LOCAL GOVERNING BODY]; and WHEREAS, the [PLAN NAME, DATE] is the product of a public process and includes a vision, goals, general design guidelines, policy recommendations and implementation strategies, and WHEREAS, after public notice in [PUBLICATION NAME] on [DATE] and [DATE], the [LOCAL GOVERNING BODY] held a public hearing on [DATE] to hear and consider citizen comment; and WHEREAS, the [LOCAL GOVERNING BODY] has reviewed the proposed draft of the [PLAN NAME, DATE] as shown in Attachment [ATTACHMENT NUMBER]; NOW, THEREFORE, BE IT RESOLVED that the [LOCAL GOVERNING BODY] hereby adopts this resolution to adopt the [PLAN NAME, DATE] as a policy guide. BE IT FURTHER RESOLVED THAT the [LOCAL JURISDICTIONAL SECRETARY] is hereby directed to publish notice of the passage and adoption of this resolution in the [PUBLICATION NAME] ON [DATE] AND [DATE]. PASSED AND ADOPTED this _____ day of ATTEST: _______________

2. Become a CONNECT Participant The Congress of Neighboring Communities (CONNECT) is an organization that promotes cooperation and collaboration between the City of Pittsburgh and the 40 neighboring municipalities that comprise the region’s urban core. CONNECT’S mission is to bring together these municipalities to identify common public policy challenges and advocate for collective change on behalf of the urban core. A summary of CONNECT can be found in Chapter 1 of this document. Joining CONNECT and partnering with surrounding municipalities will provide The Five Boroughs with increased leverage as they continue advocating for active transportation improvements.

Ross Shaler

West View

O'Hara Etna

Bellevue Kennedy

Reserve Millvale

Stowe

O'Hara Sharpsburg Aspinwall Penn Hills

McKees Rocks

Robinson Ingram

Green Tree

Carnegie

Mount Oliver

Dormont

Heidelberg Scott

Mount Lebanon

Baldwin

Churchill

Edgewood Forest Hills Swissvale Homestead West Homestead

Baldwin

Munhall

Brentwood

Castle Shannon Whitehall

CONNECT 2017

Wilkinsburg

Pittsburgh

Crafton Rosslyn Farms

Five Boroughs

West Mifflin

Clairton

On the following page is the policy on inviting new municipalities to join CONNECT.

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Policy on inviting new municipalities to join the Congress of Neighboring Communities Approved by Executive Committee, February 2015

PROCESS Before entering into a formal partnership or agreement with a municipality, the officers of CONNECT will determine if offering membership to the municipality requesting membership aligns with CONNECT’s goals and meets the membership criteria, and will then make a recommendation to the executive committee. Once it has been determined that a municipality seeking membership aligns with the criteria outlined below, the officers will meet with a representative from the inquiring municipality to discuss membership and process. The municipal representative will gather any information needed and then the officers will present the information to the executive committee. • A formal vote to accept approved municipality will be made at the next scheduled Congress. • In the interim period, the municipality will be afforded all benefits of full membership. CRITERIA FOR MEMBERSHIP TO CONNECT The officers will use the following criteria to determine if the municipality should be afforded membership: • The municipality is contiguous to a CONNECT community • Potential member must have an interest in the policy issue areas CONNECT is currently addressing and/or have a multi-municipal policy issue they want to address though CONNECT • Potential member’s governing body must pass a resolution with a super-majority in support of membership in CONNECT • Potential member’s governing body must approve payment of the appropriate municipal contribution to CONNECT • The municipality must be an active member of their COG

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This model resolution is designed to help cities and counties that are ready to take initial steps to institutionalize Health in All Policies: 1. The model formally commits a city or county to use a Health in All Policies approach to improve community health and reduce health inequities. 2. It a establishes an interagency or interdepartmental Health in All Policies Task Force and 3. Adopt Resolution to Include Health in All Policies

a leadadopting agency ora office. By The identifies Five Boroughs resolution to include health in all policies, they aim to improve the overall health of their communities by incorporating health, sustainability, and equity considerations into decision3. It directs agencies and departments to identify ways in which their work affects health making across sectors and policy areas. â&#x20AC;&#x153;Health in All Policiesâ&#x20AC;? means decision making bodies and their as steps to take to improve health and reduce health staff areoutcomes requiredas towell consider health alongside other important factors wheninequities. making decisions that affect the community. This approach to decision-making uses recognition of shared goals, community based 4. It requires the Task Force to submit a report to the legislative body addressing short-term, organizations, and experts to gather data and ensure that changes are responsive to the communityâ&#x20AC;&#x2122;s needs. medium-term, and long-term recommendations to improve community health and reduce health inequities.

This model resolution supports five key Health in All Policies strategies: Convene & Collaborate

Engage & Envision

Make a Plan

Invest in Change

Track Progress

To learn more, see From Start to Finish: How to Permanently Improve Government Through Health in All Policies.

In developing this model, we reviewed a variety of laws, policies, and strategic plans from state

On the following page is a sample and local governments thatresolution. were used to establish cross-collaborative initiatives dedicated to

improving health, equity, and/or sustainability. We reviewed laws and policies from California;7 Denver;8 King County, WA;9 Massachusetts;10 Richmond, CA;11 Richmond, VA;12 and Washington, DC.13 In addition, we spoke with the California Health in All Policies Task Force and individuals involved in local Health in All Policies efforts in Baltimore; Chicago; Denver; Jefferson County, CO; as well as several California cities and counties, including Del Norte County, Monterey County, Richmond, and Riverside.

M o de l H ea l t h i n A l l Po l i ci es Reso l uti o n

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changelabsolutions.org

Five Boroughs Active Transportation Plan - Chapter 4

Resolution No.______ Resolving to Implement Health in All Policies in ________ WHEREAS, the health and well-being of the residents of ____ are critical for a prosperous and sustainable ____; WHEREAS, the partner/affiliate has been engaged with WalkWorks, a program created to increase opportunities for physical activity and, ultimately, to improve the health status of the residents of the ____; WHEREAS, there is consistent epidemiological evidence that demonstrates that physical activity, including walking, is a major modifiable risk factor in the reduction of morbidity and mortality from many chronic diseases; WHEREAS, there is growing awareness that health is influenced by the interaction of many factors and not simply by genetics, individual behavior, or access to medical care and it is now widely accepted that conditions in the environments in which people are born, live, learn, work, play, and age – known as the social determinants of health – have the greatest influence on health outcomes across populations; WHEREAS, the social determinants of health affect chronic disease rates, mental illness, injuries caused by accidents and violence, they also influence the adoption of healthy lifestyles by making it more or less difficult for individuals to choose behaviors that either promote or diminish health; WHEREAS, policies implemented by ___ – beyond the traditional health sector – significantly affect the social determinants of health, including policies related to planning, land use, transportation, public safety, education, economic development, sustainability, climate change, parks, air and water quality, criminal justice, food access, and housing; WHEREAS, interagency collaboration can lead to improved decision-making and outcomes and greater efficiencies in service delivery; WHEREAS, codes, policies and guidelines can and should promote physical and mental health for people of all ages, abilities and incomes; WHEREAS, _____ is responsible for implementing planning and development solutions that improve opportunities for physical activity, access to healthy food, healthy indoor and outdoor environments and social connectedness; WHEREAS, ___ establishes organizational policies that promote health within workforces, including worksite safety and workplace wellness programs; and WHEREAS, by adopting a “Health in All Policies” approach, the ____ recognizes that diverse governmental entities and stakeholders have a role to play in attaining the highest level of health for all people and simultaneously advance other goals such as promoting economic stability, transportation access and mobility, a strong agricultural system, environmental sustainability and educational attainment; THEREFORE, BE IT RESOLVED that it shall be the policy of ___ to apply a Health in All Policies approach to the ____ decision-making by considering the inclusion of “health” in all future policy development and implementation, budgeting, and delivery of services. Signatures April 2017

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4. Establish and Appoint Members to Standing Active Transportation Advisory Committee To effectively educate, advocate, affect policy decisions, and help implement the recommendations and action strategies, interested stakeholders must formalize their participation in the Boroughsâ&#x20AC;&#x2122; active transportation efforts. To accomplish this we recommend establishing an Advisory Committee. This committee should include all stakeholders within the Boroughs. The Active Transportation Advisory Committee must also include stakeholders who feel they will be impacted, i.e. neighborhoods, businesses, etc. with the proposed active transportation improvements. By including all parties in the discussion and decision-making process, there is the opportunity to build community consensus and ownership for the recommendations being implemented. Active Transportation Process Safe Routes to School Committee

Parents & Teachers

Woodland Hills School District

Borough Residents & Business Owners

Advocacy Organizations

Health Providers & Organizations

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Allegheny County Health Department

Parks & Recreation

Public Works Planning Department

Five Boroughs

PennDOT and Allegheny County

Police Department

Active Transportation Infrastucture Improvements

Non-Profit Organizations & Foundations

Five Boroughs Active Transportation Plan - Chapter 4

Creating a Successful Committee There are several key components required to poise this committee for success. These components include: • Communication: Just as location is of key importance to real estate, communication is of key importance to advancing active transportation. The following recommendations shall be considered: - Hold meetings on a regular basis; at a minimum these meetings should occur quarterly, but more frequently would be better. - Use technology to communicate – provide monthly email updates, use email blasts and social media posts to get the word out to members and other interested stakeholders. - Communicate not only with existing partners but also with potential partners. Pick up the phone, send email when necessary, and distribute “Need to know info” through a customized website, email blasts, social media, or other means. • Build on each others’ strengths, within the committee, and externally with partners. • Identify members’ strengths and ask for their assistance. • Identify and establish strategic partnerships. • Delegate to members and volunteers, and follow up to provide assistance when & where needed. • Recruit, mentor & train new staff and volunteers and do not “throw them to the wolves”. - Identify committed volunteers: o Those who are typically busy; o Those who are interested in particular area and/or subject; o Those who complain – get them involved! • Be Honest about expectations - How much time do you expect of them per month? - How many meetings will they be expected to attend? - How long will the meetings last? The committee should establish working groups who can be tasked with a specific agenda to advance the implementation of the action plan. These working groups may be established around various active transportation interests such as: • • • • • • •

Pedestrian Infrastructure Pedestrian Advocacy Pedestrian Education Pedestrian Safety Bicycling Infrastructure Bicycling Advocacy Bicycling Education

• • • • • • •

Bicycling Safety Accessibility Safe Routes to Schools At Risk Outreach Health & Wellness Public Relations Web Site/Blog

The proposed Advisory Committee should work towards implementing the Action Plan proposed herein. We recommend these efforts begin with those projects that can be accomplished for a low cost and that demonstrate quick success. Implementing these action strategies will build support, increase pedestrian and bicycling awareness, increase advocacy and build momentum for the implementation of larger and more complex implementation strategies.

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5. Refine Active Allegheny’s Complete Streets Model Ordinance to be Specific to The Five Boroughs Given the The Five Boroughs are essentially built out, the Complete Streets Ordinance should reflect that emphasis in implementation will focus on the corridors identified in the Five Boroughs of Turtle Creek Valley Active Transportation Plan, as prioritized by the Boroughs’ Active Transportation Advisory Committee. Further, the implementation of complete streets should be coordinated with redevelopment of property throughout the Boroughs. Refer to Chapter 1 of this document for the Active Allegheny Complete Streets Model Ordinance. 1. Five Boroughs Active Transportation Advisory Committee to review and revise model Complete Streets ordinance contained in Active Allegheny. 2. Five Boroughs Active Transportation Advisory Committee to hold public meeting to present and receive input on proposed Five Boroughs Complete Streets ordinance. 3. Five Boroughs Active Transportation Advisory Committee to present proposed Five Boroughs Complete Streets Ordinance to Borough Commissioners for their consideration and adoption. Potential Funding Sources: Active Allegheny & PA Walk Works Resources: • Active Allegheny - http://www.alleghenyplaces.com/alleghenyportal/public/ActiveAllegheny.pdf • Smart Growth America - https://smartgrowthamerica.org/program/national-complete-streets-coalition/ • BikePGH - https://www.bikepgh.org/

6. Adopt Refined Complete Streets Ordinance Once the Five Boroughs Active Transportation Advisory Committee has refined the Complete Streets Model Ordinance to align with the needs, wants, and resources of The Five Boroughs, the Boroughs should then officially adopt the refined Complete Streets Ordinance. This establishes a philosophy and guidelines that promote all modes of transportation within the Boroughs.

7. Inventory Sidewalk Conditions & ADA Ramps Each of the Five Boroughs should use a digital mapping program (ex. GIS) to inventory and record existing sidewalks and ADA ramps, noting where sidewalks are in disrepair and ADA ramps are missing or non compliant. The following map offers a rudimentary inventory of sidewalks in disrepair along recommended Active Transportation Routes. This map should be referenced, confirmed, and updated digitally.

8. Conduct a Feasibility Study for the Proposed Floodgate & Interworks Trails The proposed Floodgate Trail is the only route that has the potential to provide a safe, comfortable and convenient pedestrian and bicycle connection between the Five Boroughs. It also has the potential to connect the Five Boroughs to a regional network of trails, including the Great Allegheny Passage and the Westmoreland Heritage Trail, via the proposed Interworks Trail. A feasibility study should be completed to evaluate these corridors for their potential to accommodate a shared use path to provide the desired connections between the Five Boroughs, the Great Allegheny Passage and the Westmoreland Heritage Trail. Trail Feasibility Study Cost: $80,000 Potential Funding Sources: Active Allegheny, PA DCNR, PA DCED & CFA

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Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Boroughs Active Transportation Study 2017 Active Transportation Sidewalk Condition Map (Recommended Routes Only)

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TURTLE CREEK nn

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Building Footprints

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0.125 0.25

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9. Advance Pilot Projects A number of pilot active transportation projects were identified for the Five Boroughs of Turtle Creek Valley Active Transportation Plan. Five projects, one in each Borough, involve improving active transportation infrastructure. These projects are all promising pilot projects, and have been listed in order from most readily feasible to those requiring larger investment. All pilot projects are located on state roads, requiring coordination with PennDOT before implementation. The following are steps the Five Boroughs should take and opinions of probable construction costs for each: 1. Airbrake Avenue/Penn Avenue Extension/Braddock Avenue (to RIDC Campus) Bike Lanes (Turtle Creek) Potential Funding: PennDOT Transportation Alternatives, PennDOT Multimodal Transportation Funding, Active Allegheny, and PA DCED CFA Opinion of probable construction cost: $151,859

2. Rankin Boulevard Bike Lanes (Rankin) Potential Funding: PennDOT Transportation Alternatives, PennDOT Multimodal Transportation Funding, Active Allegheny, and PA DCED CFA Opinion of probable construction cost: $104,489

3. Braddock Avenue Pedestrian Improvements & Shared Lanes (Braddock) Potential Funding: PennDOT Transportation Alternatives, PennDOT Multimodal Transportation Funding, Active Allegheny, and PA DCED CFA Opinion of probable construction cost: $204, 368

4. Main Street Uphill Bike Lane, Downhill Shared Lane & Center Avenue/Bessemer Avenue Shared Lanes (East Pittsburgh) Potential Funding: PennDOT Transportation Alternatives, PennDOT Multimodal Transportation Funding, Active Allegheny, and PA DCED CFA Opinion of probable construction cost: $233,012

5. Braddock Avenue Bike Lanes (end of Tri Borough to 11th Street) & 11th Street Bike Lanes (North Braddock/ Braddock) Potential Funding: PennDOT Transportation Alternatives, PennDOT Multimodal Transportation Funding, Active Allegheny, and PA DCED CFA Coordination needed between North Braddock and Braddock Long term goal: replace bike lanes with a cycle track and sidewalk along the southern side of Braddock Avenue, connecting to the proposed Interworks Trail via the Floodgate passage. Opinion of probable construction cost: $258,828

In addition to these five pilot projects, Rankin, Braddock, and Turtle Creek should also focus on improving pedestrian access/safety within a 1/4 mile radius of all schools (public, private, and charter), as students living within that radius will typically walk to school routinely. The following is a list of baseline recommendations. Opinions of probable construction cost were not calculated for these projects. Potential Funding Sources: Community Development Block Grant

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1. Rankin Elementary/Intermediate School (Rankin) • Prioritize repairing sidewalks along: »» Rankin Boulevard

3. Community School East, Holy Family Institute & Woodland Hills Academy (Turtle Creek) • Prioritize repairing sidewalks along:

»» Kenmawr Avenue

»» Penn Avenue Extension

»» 3rd Avenue

»» Airbrake Avenue

»» 4th Avenue

»» Thompson Street

»» 5th Avenue

»» Tri Boro Expressway

»» Hawkins Avenue

»» Grant Street

»» Mound Street

»» Maple Avenue

• Prioritize installation of High Visibility Crosswalks at following intersections:

»» Monroeville Avenue »» Lynn Avenue (install sidewalk)

»» Kenmawr Avenue x 5th Avenue

• Prioritize installation of High Visibility Crosswalks at following intersections:

»» Kenmawr Avenue x 4th Avenue

»» Tri Boro Expressway x Thompson Street

»» Kenmawr Avenue x 3rd Avenue

»» Tri Boro Expressway x Grant Street

»» Kenmawr Avenue x Rankin Boulevard

»» Tri Boro Expressway x Monroeville Avenue

»» Rankin Boulevard x Hawkins Avenue

»» Penn Avenue Extension x Thompson Street

»» Hawkins Avenue x 3rd Avenue

»» Penn Avenue Extension x Grant Street

»» Hawkins Avenue x 4th Avenue

»» Monroeville Avenue x Lynn Avenue

»» Kenmawr Avenue x S Braddock Avenue

»» 4th Avenue x Mound Street »» 3rd Avenue x Mound Street »» 3rd Avenue x Churchal Street

2. Heritage Community Initiatives & Good Shepherd (Braddock) • Prioritize repairing sidewalks along:

4. Propel Schools East (Turtle Creek) • Prioritize repairing sidewalks along: »» Monroeville Avenue »» Grant Street »» Maple Avenue »» Locust Street

»» Braddock Avenue

»» Mercer Street

»» 2nd Street

»» George Street

»» 4th Street

»» James Street

»» Library Street »» Verona Street

• Prioritize installation of High Visibility Crosswalks at following intersections:

»» Monroeville Avenue x Locust Street

»» All intersections along Braddock Avenue between Hamilton Street and 11th Street (see Intersection Improvements, Chapter 3 and Pilot Project #3, Chapter 4)

»» Monroeville Avenue x George Street

»» Monroeville Avenue x Mercer Street »» Monroeville Avenue x James Street »» Maple Avenue x Locust Street »» Maple Avenue x Mercer Street »» Maple Avenue x George Street »» Maple Avenue x James Street

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Five Boroughs Active Transportation Plan - Chapter 4

Rankin, Braddock, North Braddock, East Pittsburgh, & Turtle Creek Boroughs Active Transportation Study 2017 Active " Transportation Infrastructure Improvements Map

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Turtle Creek Borough Pedestrian/Cyclist Improvements: Airbrake Avenue/Penn Avenue Extension/Braddock Avenue (to RIDC Campus) QUANTITIES ARE NOT GUARANTEED* DESCRIPTION QTY. UNIT Mobilization LS Construction surveying LS

Unit Price $1,749 $10,000

COST $1,749 $10,000

Traffic study of Monroeville Avenue intersection to determine if turn lane can be removed to accommodate bike lanes

$30,000

Maintenance and protection of traffic during construction

$25,000

12â&#x20AC;? White pavement markings /bike lane buffer

8000

$8,000

White thermoplastic bike lane pavement markings

$400

$8,000

White thermoplastic shared lane pavement markings

$400

$2,400

Inlet top unit / bicycle-safe grate

$800

$2,400

High visibility crosswalk pavement markings

$2,000

$10,000

Post-mounted signs, Type F, Other (small)

$30

$240

Post-mounted signs, Type F, Ped/Cyclist sign

$225

$2,250

Construction cost subtotal 10% construction eng.

$10,004

Construction total

$110,043

15% PennDOT construction insp. Construction & inspection subtotal 20% Contingency

$16,506 $126,549 $25,310

TOTAL

Five Boroughs Active Transportation Plan - Chapter 4

$100,039

$151,859

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Rankin Borough Pedestrian/Cyclist Improvements: Rankin Boulevard DESCRIPTION Mobilization Construction surveying

QUANTITIES ARE NOT GUARANTEED* QTY. UNIT LS LS

Unit Price $1,714 $10,000

COST $1,714 $10,000

Maintenance and protection of traffic during construction

$25,000

12” White pavement markings /bike lane buffer

5000

$5,000

6” White pavement markings 6” Yellow pavement markings

2500 2500

LF LF

$0.50 $0.50

$1,250 $1,250

White thermoplastic bike lane pavement markings

$400

$4,000

Inlet top unit / bicycle-safe grate

$800

$9,600

High visibility crosswalk pavement markings

$2,000

$10,000

Post-mounted signs, Type F, Other (small)

$30

$120

Post-mounted signs, Type F, Ped/ Cyclist sign

$225

$900

Construction cost subtotal

$68,834

10% construction eng.

$6,883

Construction total

$75,717

15% PennDOT construction insp.

$11,358

Construction & inspection subtotal

$87,075

20% Contingency

$17,415

TOTAL

172

$104,489

Five Boroughs Active Transportation Plan - Chapter 4

Braddock Borough Pedestrian/Cyclist Improvements: Braddock Avenue (11th Street to Hamilton Street) QUANTITIES ARE NOT GUARANTEED* DESCRIPTION QTY. UNIT Unit Price Mobilization LS $3,630 Construction surveying LS $10,000 Maintenance and protection of traffic LS $25,000 during construction White thermoplastic shared lane pavement 40 EA $400 markings High visibility crosswalk pavement markings

$2,000

Construction cost subtotal 10% construction eng. Construction total

$25,000 $16,000 $80,000 $134,630 $13,463 $148,093

15% PennDOT construction insp. Construction & inspection subtotal 20% Contingency

$22,214 $170,307 $34,061

TOTAL

Five Boroughs Active Transportation Plan - Chapter 4

COST $3,630 $10,000

$204,368

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East Pittsburgh Borough Pedestrian/Cyclist Improvements: Main Street/Center Avenue/Bessemer Avenue QUANTITIES ARE NOT GUARANTEED* DESCRIPTION QTY. Mobilization Construction surveying -

UNIT LS LS

Unit Price $4,180 $10,000

COST $4,180 $10,000

Maintenance and protection of traffic during construction

$25,000

New bituminous pavement Brick paving removal 12â&#x20AC;? White pavement markings /bike lane buffer 12â&#x20AC;? Yellow pavement markings White thermoplastic bike lane pavement markings White thermoplastic shared lane pavement markings Inlet top unit / bicycle-safe grate High visibility crosswalk pavement markings (Main Street only) Post-mounted signs, Type F, Other (small) Post-mounted signs, Type F, Ped/Cyclist sign

750 750 1400 1400 6 32 1

SY SY LF LF EA EA EA

$60 $10 $1 $1 $400 $400 $800

$45,000 $7,500 $1,400 $1,400 $2,400 $12,800 $800

$2,000

$42,000

4 4

EA EA

$30 $225

$120 $900

Construction cost subtotal 10% construction eng. Construction total 15% PennDOT construction insp. Construction & inspection subtotal 20% Contingency

$15,350 $168,850 $25,327 $194,177 $38,835

TOTAL

174

$153,500

$233,012

Five Boroughs Active Transportation Plan - Chapter 4

North Braddock/Braddock Borough/East Pittsburgh Pedestrian/Cyclist Improvements: Braddock Avenue (end of Tri Borough Expressway to 11th Street) DESCRIPTION

QUANTITIES ARE NOT GUARANTEED* QTY. -

UNIT LS LS

Unit Price $4,966 $10,000

COST $4,966 $10,000

$25,000

New pavement (3’ - 5’ wide northern edge of road) 12” White pavement markings /bike lane buffer

1300 13500

SY LF

$60 $1

$78,000 $13,500

White thermoplastic bike lane pavement markings

$400

$11,200

Inlet top unit / bicycle-safe grate Relocate utility pole High visibility crosswalk pavement markings Post-mounted signs, Type F, Other (small) Post-mounted signs, Type F, Ped/Cyclist sign

16 2 5 8 8

EA EA EA EA EA

$800 $1,500 $2,000 $30 $225

$12,800 $3,000 $10,000 $240 $1,800

Mobilization Construction surveying

Maintenance and protection of traffic during construction

Construction cost subtotal

$170,506

10% construction eng.

$17,051

Construction total

$187,557

15% PennDOT construction insp.

$28,134

Construction & inspection subtotal 20% Contingency

$215,690 $43,138

TOTAL

$258,828

**To reduce costs, it is recommended that the pilot project be the installation of bike lanes only. The long term vision for Braddock Avenue is the completion of a 6’ wide sidewalk and 12’ wide cycle track connecting to the proposed Interworks Trail via the East Pittsburgh Floodgate, and two vehicular travel lanes, each 10’ wide.

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11. Attend Southwestern Pennsylvania Commission Active Transportation Committee Meetings The Southwestern Pennsylvania Commission (SPC) is a regional transportation planning agency that focuses on projects that serve to enable safe and efficient travel for pedestrians and cyclists. SPC’s approach to pedestrian and bicycle planning places an emphasis on active transportation. SPC supports the development of a regional infrastructure system that is designed to protect and enhance public health and the environment. The SPC meets quarterly. Policy makers from The Five Boroughs and/or representatives from the Five Boroughs Active Transportation Advisory Committee should attend these meetings to involve The Five Boroughs actively in any regional developments. On the following page is the contact information sheet required to be filled out and emailed to Leann Chaney: lchaney@spcregion.org to receive advance notice of agendas and meetings for the Active Transportation Forum.

12. Meet with Allegheny County Port Authority Transit and the Heritage Community Transportation We recommend The Five Boroughs meet with the Port Authority of Allegheny County and Heritage Community Transportation on an annual basis to discuss the Boroughs’ current and emergent public transportation needs. Heritage Community Transportation is provided through Heritage Community Initiatives, which is a Braddock-based non-profit focused on education, transportation and life enhancing initiatives. Heritage Community Transportation serves 15 communities in the Mon Valley, including The Five Boroughs. Their routes are created based on community need, and as a smaller organization can have more flexibility in adding routes than the Allegheny County Port Authority. Resources: • See “Potential Partners” list • http://www.heritageserves.org/heritage-transportation.html • http://www.portauthority.org/paac/

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Five Boroughs Active Transportation Plan - Chapter 4

SPC Active Transportation Forum Contact Information Form Contact Information Date: _____________________ Name: _______________________________________________________________________________ Agency/Organization: ___________________________________________________________________ Title: ________________________________________________________________________________ Address: _____________________________________________________________________________ City: ___________________________________________________ State: ______ Zip: ___________ Email: ___________________________________________________________  Work  Home Phone: __________________________________________________  Work  Home  Mobile Website: _____________________________________________________________________________

Group or Municipality Represented

Community/Municipality: ________________________________________________________________  City of Pittsburgh  Allegheny County  Armstrong County  Beaver County  Butler County  Fayette County  Greene County  Indiana County  Lawrence County  Washington County  Westmoreland County  Other ___________________________________________________

Population Represented (main focus)

 Pedestrian  Disabled  Water Trails

 Urban Bike  Public Health  Greenways

Agency/Organization Type

 Trail  Youth  Aging  Skaters  Hiking  School Students  Other ______________________________________

 Consultant  Non‐Profit  City, County or Municipal Planning Agency  Federal or State Agency  Other _____________________________________________________________________________

Additional Information:

Please return completed form to Leann Chaney: lchaney@spcregion.org

SAVE

CLEAR

Five Boroughs Active Transportation Plan - Chapter 4

SPC ATF Contact Information Form: February 23, 2016

SUBMIT

177

13. Prioritize and Advance Ongoing Active Transportation Initiatives Chapter 3 contains the The Five Boroughs active transportation vision plan and proposed implementation strategies. This overall vision and implementation plan is intended to be realized over time, typically over a period of approximately ten years. Chapter 4 Action Plan includes the near term actions required to advance the recommendations of this plan. As implementation progresses, and near term actions are completed, the Five Boroughs Active Transportation Advisory Committee must continually review Chapter 3 and prioritize additional action items which are to be completed over the next one to three year period. As infrastructure is developed, priorities should expand to include advocacy, education, and evaluation actions as described in Chapter 3.

14.

Apply for Funding to Advance Priorities

As active transportation projects are prioritized, the Active Transportation Advisory Committee and the Borough Managers should aggressively continue to apply for funding for project implementation. Resources: See “Potential Funding Sources” in Appendices

15. Make Recommendations to Borough Planning Commissions An important role of the Five Boroughs Active Transportation Advisory Committee is to advise the Boroughs’ Planning Commissions on all related active transportation matters. This can include: • Recommending active transportation, complete streets, smart transportation, pedestrian/bicycle and health/wellness language and requirements being included in all Borough Subdivision, Land Use, and Zoning Ordinances. Refer to sample language for SALDO’s packet in Appendices. • Advising the Planning Commission on subdivision and land development applications with respect to proposed active transportation improvements.

All of the Boroughs, with the exception of Turtle Creek and Rankin Boroughs who have their own SALDOs, have adopted the Allegheny County SALDO. Those municipalities who have adopted the County SALDO should implement the proposed revisions into their zoning ordinances, as the County’s SALDO requirements is less restrictive than those proposed herein. Resources: • Allegheny County Health Department - http://www.achd.net/mainstart.html • Live Well Allegheny - http://www.livewellallegheny.com/ • BikePGH - https://www.bikepgh.org/ • Allegheny County Department of Economic Development - http://www.alleghenycounty.us/economicdevelopment/index.aspx • PA WalkWorks - http://www.health.pa.gov/WalkWorks/Pages/default.aspx • American Heart Association, Pittsburgh - http://www.heart.org/HEARTORG/Affiliate/Pittsburgh/ Pennsylvania/Home_UCM_GRA069_AffiliatePage.jsp#

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Five Boroughs Active Transportation Plan - Chapter 4

Potential Partners The following organizations are available to provide technical assistance, resources, and other services to assist The Five Boroughs with the implementation of this active transportation plan. They should be called upon as appropriate to provide assistance in advancing the action items presented herein. Allegheny County Department of Economic Development One Chatham Center, Suite 900 112 Washington Place Pittsburgh, PA 15219

Southwestern Pennsylvania Commission Two Chatham Center Suite 500 112 Washington Place Pittsburgh, PA 15219 (412) 391-5590

Ann Ogoreuc, Manager of Transportation Initiatives (412) 350-4549 ann.ogoreuc@allgehneycounty.us

Leann Chaney, Transportation Planner (412) 391-5590 x387 lchaney@spcregion.org

Pennsylvania Department of Conservation and Natural Resources Bureau of Recreation and Conservation 301 Fifth Avenue, Suite 324 Pittsburgh, PA 15222-2420

David Totten, Transit and Land Use Planner (412) 391-5590 x316 dtotten@spcregion.org

Kathy Frankel, Recreation and Conservation Manager (412) 880-0486 kfrankel@pa.gov Pennsylvania Department of Community and Economic Development 301 5th Avenue, Suite 250 Pittsburgh, PA 15222 Johnna Pro (412) 565-5098 jopro@pa.gov PennDOT Engineering District 11 45 Thoms Run Road Bridgeville, PA 15017 Bill Lesterick, PennDOT District 11-0 Pedestrian/Bicycle Coordinator (412) 429-4803 wlesterick@pa.gov

Five Boroughs Active Transportation Plan - Chapter 4

CONNECT, Congress of Neighboring Communities Graduate School of Public and International Affairs University of Pittsburgh 3621 Wesley W. Posvar Hall 230 South Bouquet Street Pittsburgh, PA 15260 Kristen Maser Michaels Executive Director 412-624-7530 kmaser@pitt.edu Live Well Allegheny Allegheny Health Department Hosanna House 807 Wallace Avenue Pittsburgh, PA 15221 Hannah Hardy, Chronic Disease Prevention Program Manager 412-247-7946 Hannah.Hardy@AlleghenyCounty.us

179

PA WalkWorks University of Pittsburgh Center for Public Health Practice 130 DeSoto Street Pittsburgh, PA 15261 Carol Reichbaum pawalkworks@pitt.edu

Darcy Cleaver, Assistant Manager, Passenger Amenities and Contract Services, Service Planning and Evaluation Department (412) 566-5340 dcleaver@portauthority.org http://www.portauthority.org/paac/ CompanyInfoProjects/ContactInfoDepartments.aspx

BikePGH 188 43rd St #1 Pittsburgh, PA 15201

Heritage Community Transportation Heritage Community Initiatives 820 Braddock Avenue Braddock, PA 15104

Eric Boerer (412) 325-4334 eric@bikepgh.org American Heart Association 444 Liberty Ave #1300 Pittsburgh, PA 15222

Melanie Young, Director of Transportation myoung@heritageserves.org (412) 351-2200 http://www.heritageserves.org/heritagetransportation.html

Jesabel Rivera-Guerra, Community Health Director (412) 208-3633 Jesabel.RiveraGuerra@heart.org Pittsburgh Community Reinvestment Group (PCRG) 1901 Centre Ave # 200 Pittsburgh, PA 15219 Chris Sandvig, Director of Policy (412) 391-6732 csandvig@pcrg.org http://www.pcrg.org/programs/goburgh/resources/ Port Authority of Allegheny County Heinz 57 Center 345 Sixth Ave., 3rd Floor Pittsburgh, PA 15222 Breen Masciotra, Transit Oriented Development Project Manager, Service Planning and Evaluation Department (412) 566-5158 BMasciotra@PortAuthority.org http://www.portauthority.org/paac/ CompanyInfoProjects/ContactInfoDepartments.aspx

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Five Boroughs Active Transportation Plan - Chapter 4

Time Frame for Action The recommended projects, programs, and policies identified in this study represent an ambitious plan for active transportation improvements in The Five Boroughs. The projects are intended to be implemented over time, in logical stages, with early efforts helping to build momentum and support for later or larger-scale projects. This chapter sets forth specific action steps in an order that is sensible for the community. The overall time frame for large scale largely depends on the ability to put together funding for any given project, including the outside assistance of grants and public-private partnerships. Typically, the expectation is around 10 years, depending on the ability to obtain funding for the projects. Because some of the recommended active transportation improvements located within corridors under the jurisdiction of Allegheny County and PennDOT, planning for these specific projects could be very long term or, conversely, surprisingly imminent. Therefore, it is important to maintain a dialogue with these two agencies, as well as the Southwestern Pennsylvania Commission (SPC), to make The Five Boroughsâ&#x20AC;&#x2122; priorities known and to the Boroughs to best understand state and county time lines for road improvements. Semi-annual conversations with planning professionals at PennDOT, the Southwestern Pennsylvania Commission and Allegheny County are important so that The Five Boroughs can advocate for smart transportation and complete streets along stateand county-owned corridors as the agencies consider improvements.

Five Boroughs Active Transportation Plan - Chapter 4

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Five Boroughs Active Transportation Plan - Chapter 4

CONNECT Complete Streets Workshop: Funding Sources

Appendix A 2017

Funding Sources

Federal – USDOT, FHWA Surface Transportation Program (STP) • Type: Federal, Reimbursement • Match: 20% • Eligible Uses:  Federal-aid highway road improvements (minor collectors and above)  Bridges on any public road(≥ 20’ in length)  Bicycle and pedestrian infrastructure  Transit capital projects  Planning • Available Funding: $41 million/year, region-wide. Projects selected through TIP process. • Programmatic: Must be consistent with regional long range transportation plan. • Federal Funding Types and Eligibility

Highway Safety Improvement Program (HSIP) • Type: Reimbursement • Match: 10% • Eligible Uses:  Projects or strategies to reduce identified safety problems consistent with the Strategic Highway Safety Plan.  Correct or improve a hazardous road location or feature. • Available Funding: $10.2 million/year, region-wide. Projects selected through TIP process. • Programmatic: Performance based, must be consistent with the State Strategic Highway Safety Plan (SHSP); and consistent with regional long range transportation plan.

State Highway Safety Program (HSP or Section 402) • Type: Reimbursement • Match: 10% • Eligible Uses:  Reduce injuries and deaths resulting from driving in excess speeds  Encourage the proper use of occupant protection devices  Reduce injuries and deaths resulting from driving while impaired  Prevent accidents and reduce injuries and deaths resulting from accidents involving motor vehicles and motorcycles  Reduce injuries and deaths from school bus accidents  Reduce accidents from unsafe driving behavior  Improve law enforcement services in motor vehicle accident prevention, traffic supervision, and post-accident procedures  Improve driver performance  Improve pedestrian and bicycle safety  Improve traffic records, accident investigations, vehicle registration, operation, and inspection, and emergency services • Available Funding: $10.2 million/year, region-wide. Projects selected through TIP process. • Programmatic: Performance based, must be consistent with the State Strategic Highway Safety Plan (SHSP); and consistent with regional long range transportation plan. States can distribute funds to a wide network of sub-grantees, including local law enforcement agencies, municipalities, universities, health care organizations, and other local institutions. At least 40% of Section 402 funds must be spent by local governments or be used for the benefit of local governments.

183

CONNECT Complete Streets Workshop: Funding Sources

2017

Federal – USDOT, FHWA (Cont.) Livability through Smart Transportation (SMART) • Type: Reimbursement • Match: 20% • Eligible Uses:  Bicycle and Pedestrian facilities  Corridor management/congestion reduction  Intermodal/TOD  Land use and transportation linkage  Planning and redevelopment  Road improvements  Streetscapes/traffic calming • Available Funding: $1.6 million/year, region-wide. Projects selected by competitive application process, every two years • Programmatic: projects must be in within urbanized area and consistent with regional long range transportation plan. • Eligible Applicants: Nonprofit organizations are not eligible as direct recipients of funds, but may partner with SPC member county governments and the City of Pittsburgh to submit candidate projects Congestion Mitigation and Air Quality (CMAQ) (SPC & PennDOT Administered) • Type: Reimbursement • Match: 20% • Eligible Uses:  Public Transportation  Traffic Flow and HOV Lanes (non Single Occupancy Vehicle capacity increases)  Non-recreational bicycle and pedestrian facilities  Ride Sharing and Transportation Demand Management (TDM)  Alternative Fuels  Education and Outreach  Intermodal Connections • Available Funding: $18 million/year, region-wide. Projects selected through competitive application process every two years • Programmatic: Must be consistent with regional long range transportation plan. Must be used in Air Quality Non-Attainment or Maintenance Areas. • Eligible Applicants: Nonprofit organizations are not eligible as direct recipients of funds, but may partner with any eligible entity on a project • Federal Funding Types and Eligibility

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CONNECT Complete Streets Workshop: Funding Sources

2017

Federal – USDOT, FHWA (Cont.) Transportation Alternatives Set-Aside (TASA) (SPC & PennDOT Administered) • Type: Reimbursement • Match: 20% Local (preconstruction activities act as local match for 100% federal construction) • Eligible Uses:  Bicycle and Pedestrian Facilities  Safe Routes for Non-Drivers  Conversion of Abandoned Railway Corridors to Trails  Historic Preservation of Transportation Facilities  Construction of Turn-Outs, Overlooks and Viewing Areas  Outdoor Advertising Management  Environmental Mitigation (incl. Stormwater &Vegetation Management) • Available Funding: $1.7 million/year, region-wide, and $17 million/year statewide. Projects selected by competitive application process every 2 years • Programmatic: Must be consistent w/ regional long range transportation plan. • Eligible Applicants: Nonprofit organizations are not eligible as direct recipients of funds, but may partner with any eligible entity on a project

State - PennDOT Green Light-Go • Type: Reimbursement • Match: 20% Local • Available Funding: up to $40 million/cycle, state-wide. Projects usually selected annually by competitive application process • Programmatic: Projects are located on existing state and local highways • Eligible Applicants: Municipalities, Counties, Planning Organizations • Eligible Uses:  Study and removal of unwarranted signals  Traffic signal timing  LED replacements  Asset management  Traffic signal operations and maintenance  Innovative technologies  Communications  Detection and controller upgrades  Modernization upgrades Automated Red Light Enforcement Transportation Enhancement Program (ARLE) • Type: Reimbursement • Match: N/A; however, limited funds available and cost sharing is encouraged. • Available Funding: Historically between $3 and $8.8 million/year, state-wide. Projects selected by competitive application process. (every year). • Eligible Applicants: local governments, MPO & RPO’s, State Agencies • Eligible Uses:  Study and removal of unwarranted signals  Traffic signal timing  LED replacements  Construction of turn lanes

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CONNECT Complete Streets Workshop: Funding Sources       

2017

Signage, roadway re-striping, guiderails, and center line rumble strips Traffic signal operations and maintenance Innovative signal technologies Communications Detection and controller upgrades Modernization and safety upgrades Drainage improvements

Multimodal Transportation Fund (PennDOT) • Type: Reimbursement: on a monthly basis, based on invoices • Match: 30% Local (cash contributions or cash equivalents for the appraised value of the real estate necessary to construct an eligible project)  Other state or federal agency grant cannot be used as match • Eligible Uses:  Projects which coordinate local land use with transportation assets to enhance existing communities  Streetscapes, lighting, and pedestrian safety  projects improving connectivity or the utilization of existing transportation assets  Projects related to the development of transit-oriented development • Available Funding: $77 million/year, state-wide. Projects selected by competitive application process, usually every year, fall-winter. • Programmatic: Project cost of $100,000 or more; grants normally will not exceed $3,000,000. • CFA Programs State – Commonwealth Finance Authority (CFA) Act 13 Greenways, Trails & Recreation Program • Type: Reimbursement - CFA will release funds to the applicant at 30-day intervals • Match: 15% Local; cash match of the total project cost or cash equivalents for the appraised value of real estate • Available Funding: Opens annually (winter-spring), grant not to exceed $250,000 • Eligible Uses:  Projects: Public Park & Recreation Areas, Greenways & Trails, Rivers Conservation  Activities: development, rehabilitation, improvement, planning, & acquisition • Eligible Applicants  Municipalities, COG’s, Watershed Organizations, For-Profit Businesses  “An entity involved in research, restoration, rehabilitation, planning, acquisition, development, education or other activities, which furthers the protection, enhancement, conservation, preservation or enjoyment of this commonwealth’s environmental, conservation, recreation or similar resources. The organization must be a tax-exempt institution under section 501(c) (3) and registered with the Bureau of Charitable Organizations or an educational institution involved in these authorized activities or a municipal authority.”  An accredited university, college, seminary college, community college or two-year college

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CONNECT Complete Streets Workshop: Funding Sources

2017

State - Department of Community & Economic Development (DCED) Multimodal Transportation Fund (DCED) • Type: Reimbursement - CFA will release funds to the applicant at 30-day intervals • Match: 30% Local; (cash contributions or cash equivalents for the appraised value of the real estate necessary to construct an eligible project) • Eligible Uses:  Projects which coordinate local land use with transportation assets to enhance existing communities  Streetscapes, lighting, and pedestrian safety  Projects improving connectivity or the utilization of existing transportation assets  Projects related to the development of transit-oriented development • Eligibility/Availability: Round opens annually, summer (usually)  Local Government, COG, Business, Economic Development Organization, Public Transit Agency, Port Owners  EDO : a nonprofit corporation or association whose purpose is the enhancement of economic conditions in their community • Programmatic: Projects must have a total cost of $100,000; generally requests do not exceed $3,000,000. Municipal Assistance Program (MAP) • Funding for local governments to plan and implement a variety of services, improvements, and soundly managed development for three groups of activities: – Shared services – Community planning – Floodplain management • Applicants: Counties and municipalities; multi-municipal/intergovernmental planning and partnerships with agencies, non-profits, & private sector is encouraged • Available Funding: Grants up to 50% of eligible costs; rolling applications; due to limited resources applications are competitive

Transit Revitalization Investment District (TRID) • Act 151 of 2016: improved the TRID Act, previously enacted in 2004, which authorized the designation of an area around a mass transit stop or station as a TRID. Required the use of all incremental tax revenues generated by new investment to be used within the TRID area • A TRID: basically redirects a portion of state taxes collected in the area around a transportation hub, capturing those revenues in order to fund infrastructure improvements • The new law: – Permitted to dedicate a portion (not the entire amount) of incremental revenues to TRID – More agencies are eligible to become a TRID Management Entity – Rolling TRID: the boundaries can be drawn to include the most immediate sites, with new sites added later. This is proving to be successful in East Liberty – Planning: Municipalities or County must commit 25% in matching funds for a TRID planning study – New fund created to issue a pair of annual grants at $350,000 that requires a 2-1 match. Funds can be used for infrastructure construction or maintenance, and debt service on TRID bonds. – Authorized for 20 years, though the funding is an annual appropriation. • A TRID Study must be completed before creating a TRID.

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CONNECT Complete Streets Workshop: Funding Sources

2017

Allegheny County (RAAC) Community Infrastructure and Tourism Fund (CITF): • Provides grants and loans for municipalities, authorities, COGs, for-profit businesses (loans only), and non-profit organizations and trusts, to carry out important infrastructure-related projects, or, for the acquisition and development of key sites for future use • Available Funding: Opens annually (winter), grant not to exceed $250,000 • Eligible Activities: Land acquisition; rehabilitation of storm/sewer systems, water supply facilities, buildings, recreational areas; site preparation; environmental remediation; predevelopment & planning activities; engineering, design & inspection costs; & signage, landscaping, and streetscape improvements • Allegheny County (RAAC)

Gaming Economic Development Fund (GEDF): • Grants and loans for municipalities, authorities, COGs, for-profit businesses (loans only), and non-profit organizations and trusts, to carry out important economic development projects • Available Funding: Opens annually (winter-spring), grant not to exceed $500,000; all projects must have a minimum $500,000 project budget • Eligible Activities: Projects that promote economic activity, create, and/or retain jobs; improve or create infrastructure; workforce development projects; community improvement projects; public safety projects; and projects that improve the quality of life in the affected communities • Commonwealth Financing Authority: following evaluations and recommendations by RAAC, requests are forwarded to the CFA for final consideration

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DRAFT 1/11/2018

Appendix B

Sample Language for SALDOS

Sample Language for SALDOs o Crosswalks − Crosswalks shall be installed and maintained as an integral component of the sidewalk system and shall be provided at all intersections of streets and driveways and at all continuation of sidewalks and paths across streets and driveways. − All crosswalks shall be signed to indicate pedestrian crossing. − Crosswalks shall be a minimum width of six (6) feet and wider at crossings with high numbers of pedestrians. Crosswalks shall be striped in accordance with the Federal Highway Administrator’s Manual on Uniform Traffic Control Devices. o Sidewalks There are several possibilities, including though not limited to: requiring sidewalks on both sides of all public streets;

requiring sidewalks when there is a change in ownership or when a new subdivision or land use project is proposed; and a “fee-in-lieu-of-sidewalks” regulation whereby a fee would be collected in those circumstances where a sidewalk is not feasible based on the location of the proposed project and the fee would be applied to the installation of sidewalks in a more appropriate location. Ideally, any waiver language would be strict as opposed to generous. − Sidewalks shall be a minimum of five (5) feet in width and required on both sides of all public streets where identified as priority (“where identified as priority,” if such is the case in the comprehensive plan or other related documents of the County or respective municipality??). − Where sidewalks are not identified as a priority, installation is strongly encouraged, though not required on both sides of the street; or In those cases that sidewalks are not identified as a priority, an applicant of a proposed project shall install sidewalks on both sides of all public streets or submit a “fee-in-lieu-of” installation of sidewalks (as determined by the County or respective municipality). o Bicycle Facilities Bike racks shall be installed and maintained in accordance with the following: − One (1) bike rack with a capability of holding up to ten (10) bicycles shall be required for every 30,000 square feet of gross leasable area. − Bike racks shall be permanently anchored or in a concrete footing to ensure stability and security. − Bike racks shall be located near building entrances in a visible areas and areas of major pedestrian activity. − When possible, bike racks should be located under shelter or a building overhang or inset to protect the bicycles. − Require provision of adequate off-street bicycle parking for new development and redevelopment projects. o Parking Ideally, parking requirements should take in to account the possibility of sidewalks and bicycle racks, which should enable a

requirement for fewer parking spaces per square foot. o Trails

To optimize active transportation, the points would be: − Require the identification of existing trails during the land development process; − Protect existing trails or allow for realignment of existing trails on the proposed site; − Establishment of new trails to connect to existing trails or planned facilities; and − Realigned or new trails should be installed prior to the development of building structures on the site.

Contact: Carol Reichbaum; carolr@pitt.edu Rev. March 15, 2017

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Suggested Guiding Goals or Policies for Inclusion in Comprehensive and/or Transportation Plans The following language is offered for consideration to county or municipal entities as they develop new or update existing comprehensive plans. Specifically, the suggested language aims to enhance support for a built environment that enhances opportunities for active transportation – e.g., walking, bicycling, wheelchair rolling and public transit. From the perspective of WalkWorks, we hope that the policies and/or actions of comprehensive plans will be aimed at improving population health and overall quality of life. In no way are these suggestions intended to be construed as requirements, all-inclusive nor in order of priority. Rather, the intention is to encourage plans that foster well-designed developments and multi-modal neighborhoods offering healthy life style opportunities for Pennsylvania residents as research has shown active transportation has a positive impact on both physical and mental health. Premise (possible inclusion in introduction to plan): Smart growth means using comprehensive planning to guide, design, develop, revitalize and build communities, for all that: have a unique sense of community and place; preserve and enhance valuable human, natural and cultural resources; equitably distribute the costs and benefits of development; expand the range of transportation, employment and housing choices in a fiscally responsible manner; value long range, regional considerations of sustainability over short term incremental geographically isolated actions; and promotes public health and healthy communities. Compact, transit accessible, pedestrian-oriented, mixed use development patterns and land reuse epitomize the application of the principles of smart growth. In contrast to prevalent development practices, Smart Growth refocuses a larger share of regional growth within central cities, urbanized areas, inner suburbs, and areas that are already served by infrastructure. Smart Growth reduces the share of growth that occurs on newly urbanizing land, existing farmlands, and in environmentally sensitive areas (American Planning Association). Promote Smart Growth community design strategies that encourage physical activity in the built environment. Active Transportation/Multi-Modal Related “Policies” Pedestrian transportation. Encourage walking as the most attractive mode of transportation for most short trips within neighborhoods and to centers, corridors, major destinations and as a means for accessing transit. Pedestrian networks. Create more complete networks of pedestrian facilities and improve the quality of the pedestrian environment. Pedestrian safety and accessibility. Improve pedestrian safety, accessibility and convenience for people of all ages and abilities. Bicycle transportation. Create conditions that make bicycling more attractive than driving for most trips of approximately three miles or less. Accessible bicycle system. Create a bicycle transportation system that is safe, comfortable and accessible to people of all ages and abilities. Public transportation. Coordinate with public transit agencies to create conditions that make transit the preferred mode of travel for trips that are not made by walking or bicycling. Transportation to job centers. Promote and enhance transit to be more convenient and economical than the automobile for people travelling more than three miles to their jobs. Transit service. In partnership with ___, develop a public transportation system that conveniently, safely, comfortably and equitably serves residents and workers 24 hours a day, 7 days a week. Transit equity. In partnership with ____, maintain and expand high‐quality frequent transit service to all town centers, civic corridors, neighborhood centers, neighborhood corridors and other concentrations of employment and improve service to areas with high concentrations of low socio-economic and historically under‐served and under‐represented populations. Walkable neighborhoods. Promote walkable and bikeable neighborhoods. Foster the creation of well-designed developments, and walkable and bikeable neighborhoods that offer healthy lifestyle opportunities for all residents – walkers, bikers and rollers. Other The region’s infrastructure system will be designed to protect and enhance public health and the environment. Transportation and development choices will reflect a priority on safe and secure multimodal networks for both people and delivery of goods. Support the development of sidewalks and trails that enhance safety and enable physical activity; or

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Foster the creation of well-designed developments, and walkable and bikeable neighborhoods that offer healthy lifestyle opportunities for County residents; or Developments and streets shall be designed to create walkable and bikeable neighborhoods that offer healthy lifestyle opportunities for residents of all ages, incomes and abilities. Zoning is a tool a community may utilize to regulate the use of land and the location and intensity of development. It is initiated by the adoption of a zoning ordinance designed to protect the public health, safety and welfare and to guide growth. Create a coordinated, efficient and more affordable multimodal transportation system. Make cost-effective investments and system-management decisions that encourage people to choose healthy, active and low-carbon transportation modes and systems. Reduce service disparities and achieve equitable access to all types of facilities and transportation modes. Ensure safety for users of all transportation modes with attention to the most vulnerable users, including people with disabilities, those using mobility devices, the young and the elderly. Guide the location and design of new street, pedestrian, bicycle and trail infrastructure. The purposes of zoning are to regulate land use, prevent land use conflict and allow growth to occur in a rational manner. Zoning aims specifically to:

o o o o o o o o o o

Use land for its most suitable purpose Protect or maintain property values Promote public health and safety Protect the environment Manage traffic Manage density Encourage housing for a variety of lifestyles and economic levels Manage aesthetics Provide for more orderly development Help attract business and industry

For questions, please contact Carol Reichbaum: carolr@pitt.edu.

March 2017

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