Spillway to Townline Road Trail Feasibility Study by Pashek+MTR

Spi l lw ay to Tow n l i n e R o a d Trai l Feasibility Study DCNR Project Number BRC-RTP-14-278

December 23, 2009

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Acknowledgements Contributions by the following groups and individuals were essential to the development of this feasibility study for the Spillway to Townline Road Trail. Their time, knowledge, decisionmaking, and dedication throughout the planning process made this project possible. Also, this project would not have been possible without the valuable input given by residents of the Linesville / Pymatuning region as well the support of local government oďŹ&#x192;cials and DCNR. Envision Linesville, Inc. Mr. Doug Smith, President Mr. Barry Chapin, Vice President Mr. Brian Smith, Treasurer Mr. Rick Kelly, Secretary Ms. Lisa Currier Ms. Susan Smith Ms. Laura Stallard

Project Steering Committee Mr. Doug Parks Mr. Brian Pilarchik Mr. David Ray Mr. Todd Roncaglione Mr. Christopher Seeley Ms. Sharon Sielski Mr. Doug Smith Father John Walsh

Crawford County Planning Commission Mr. Jack Lynch, Director Ms. Marissa Gerkey, Assistant Director Ms. Heather Euard, Planner Crawford County Commissioners Mr. Morris Waid Mr. Jack Preston Mr. C. Sherman Allen Pymatuning State Park Mr. Pete Houghton, Manager Mr. Jason Baker, Assistant Manager Pennsylvania Game Commission Mr. Jerry Bish, Crawford County Land Manager

This project was ďŹ nanced in part by a grant from the Keystone Recreation, Park, and Conservation Fund, through the Community Conservation Partnership Program, under the administration of the Pennsylvania Department of Conservation and Natural Resources, Bureau of Conservation and Recreation.

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Table of Contents Acknowledgements Introduction and Background ......................................................................... 1 Background.......................................................................................................................... 1 Location and Study Area ..................................................................................................... 1 History ................................................................................................................................. 4 Review of Existing Documents ............................................................................................ 6 Existing Park and Recreation Facilities............................................................................ 11 Public Participation .......................................................................................................... 18

Legal Feasibility ........................................................................................................ 21 Parcel and Adjacent Land Use Analysis ........................................................................... 21 Deed Research ................................................................................................................... 25 Railroad Valuation Maps ................................................................................................... 38 Quality of Title ................................................................................................................... 40 Legal Opinion .................................................................................................................... 42

Demand and Potential Use ............................................................................... 51 Project Service Area .......................................................................................................... 51 Trail User Profiles ............................................................................................................. 53 Analysis of Potential Demand ........................................................................................... 59 Projection of Probable Demand ........................................................................................ 63 Projected Economic Benefits ............................................................................................. 63

Physical Inventory and Assessment .......................................................... 71 Existing Corridor Roadway Right-of-Ways ....................................................................... 71 Natural Features Inventory ............................................................................................... 72 Existing Structures Inventory ............................................................................................ 87 Physiographic Analysis ..................................................................................................... 89 Corridor Site Analysis ..................................................................................................... 109

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Table of Contents - continued Trail Concept Plan ................................................................................................ 113 Concept Plan One: Hartstown Road to Linesville Creek ............................................... 113 Concept Plan Two: Linesville Creek to East Pine Street Access .................................... 123 Concept Plan Three and Four: East Pine Street to Townline Road ............................... 127 Concept Plan Five: School Complex / Linesville Business District ............................... 137 Permitting Requirements ................................................................................................. 141 Implementation Strategies ............................................................................................... 143 Trail Development Standards .......................................................................................... 147 Sustainability ................................................................................................................... 170

Maintenance, Operation, Security, and Management....... 173 Maintenance, Operation, and Security Planning ............................................................ 201 Liability ........................................................................................................................... 189 Management Structure .................................................................................................... 197

Financial Feasibility ............................................................................................. 201 Opinion of Probable Costs for Land Acquisition / Easements ........................................ 201 Opinion of Probable Costs for Trail Development.......................................................... 201 Phasing Plan ................................................................................................................... 205 Operation, Maintenance, and Security Budget ............................................................... 211 Potential Sources of Funding .......................................................................................... 217

Appendices The following information is on file at the office of Envision Linesville, Inc. Appendix A: Pennsylvania Historic and Museum Commission Cultural Resource Notification Response Appendix B: Pennsylvania Natural Diversity Inventory Response Appendix C: Deed Research Appendix D: Railroad On File with Envision Linesville, Inc.

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Executive Summary Spillway to Townline Road Trail Feasibility Study Envision Linesville, Inc. (ELI), a 501(c)(3) non-profit organization, is working to develop a network of non-motorized shared-use trails in and around the Linesville community. Potential trail corridors to be included in this network have been identified in the Pymatuning Trails Vision Plan. The Pymatuning Trail System is part of a comprehensive revitalization effort focused on increasing options for non-motorized transportation, wellness, recreation and cultural activities, improving community morale, expanding educational resources, retaining the townâ&#x20AC;&#x2122;s human capital resources, and building on the areaâ&#x20AC;&#x2122;s existing tourism base to provide opportunities for entrepreneurs and small businesses. The proposed trail system will provide healthy and environmentally conscious recreation and transportation alternatives for residents and visitors of the region by establishing Linesville as a regional trail hub. The former rail corridor stretching from the existing Spillway Trail (near the entrance to the Linesville Fish Hatchery and the Spillway Inn restaurant) to Townline Road has been established as a priority by Envision Linesville, Inc. because of its importance in extending the existing Spillway Trail and making it accessible to many more people. This corridor, along with the larger Pymatuning Trail System, has the potential to connect important community assets like Alice Schafer Elementary School, Linesville High School, Linesvilleâ&#x20AC;&#x2122;s Central Business District, and Pymatuning State Park which is the 2nd most visited State Park in Pennsylvania. It also serves an important role into the future with the potential of connecting Linesville to Conneaut Lake, Meadville, and other communities in the region. The Spillway to Townline Road corridor follows the former Meadville, Conneaut Lake, and Linesville Railroad grade, from its interchange with the Pennsylvania Railroad to the west, heading eastward to Townline Road, a distance of approximately two and one half miles. The rail grade is intact. However, the bridge which transported the rail line over Linesville Creek has been removed. The rail grade crosses along the northern end of Pymatuning Reservoir. Many drainage structures are in place to convey water from the northern side of the rail grade to its southern side. Over time some of this structures have deteriorated to the point they are no longer functioning. This has resulted in wet, and sometimes inundated, sections of the corridor. This corridor extends the existing Spillway Trail in Pymatuning State Park to the northeast, heading towards Conneaut Lake. The corridor is currently used by hikers, mountain bikers, snowmobiles, and ATVs. ATV use of the trail is discouraged as it is inconsistent with the management goals and objectives of Pymatuning State Park and State Game Lands 214. Ownership of the Corridor At the onset of the study many thought the corridor may have reverted to private ownership. Therefore, a primary component of this feasibility study was to research property ownership and

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obtain a legal opinion as to ownership status. Richard R. Wilson, Esquire, conducted a legal review of property research conducted for the corridor. His review concluded the majority of the corridor is under the ownership of the Commonwealth of Pennsylvania, and managed by either the Pennsylvania Department of Conservation and Natural Resources Bureau of State Parks, or the Pennsylvania Game Commission. As this study concluded the Bureau of State Parks was in the process of completing a land swap with the Game Commission. This land swap will transfer management responsibility of all property east of Linesville Creek to the Game Commission. That said the ownership of several parcels were in question. These parcels included the junction between the former Erie & Pittsburgh Railroad and Bessemer & Lake Erie Railroad, formerly the Meadville, Conneaut Lake, and Linesville Railroad, and properties between this junction and Hartstown Road. A subsidiary to the Erie & Pittsburgh Railroad, American Premier Underwriters sold Quit Claim Deeds to several of the adjacent land owners on the western side of the corridor.

Based on the legal review of these properties it is concluded the Commonwealth of Pennsylvania owns by reversion, a thirty feet wide strip of the former Erie & Pittsburgh right of way from the point of connection with the former Bessemer & Lake Erie line to the crossing at Hartstown Road. Given the Quit Claim sale of some of these parcels to adjacent land owners the possibility remains the Commonwealthâ&#x20AC;&#x2122;s ownership may be disputed. Refer to the Legal Analysis contained in the study document for further information on this matter. Demand Analysis and Potential Economic Impact The demand analysis completed for the proposed trail conservatively projects annual visitation of approximately 150,000 people. This is based on a complete trail system, including those recommended in the Pymatuning Trails Vision Plan. The anticipated economic impact of this visitors to the area is estimated to be valued at approximately $1,500,000. Trail Concept Plan A concept plan was prepared for the proposed trail, to follow the former Bessemer & Lake Erie Railroad grade, on property owned by the Commonwealth of Pennsylvania from the current terminus of the Spillway Trail in Pymatuning State Park east to Townline Road. In addition we recommend extending a connector trail from this corridor, through the Conneaut Lake School District property, to Erie Street. This will connect visitors to the trail with the Linesville Business District located on East Erie Street. Opinion of Probable Costs and Phasing Plan Based on the results of the legal opinion on issues related to corridor ownership there most likely will not be any expenses associated with acquiring property or easements for the proposed trail. Construction costs projected for the development of the trail are based upon publicly bid projects. In addition, the cost projections take into account the following: â&#x20AC;˘

The condition of the corridor at the time of construction will be similar to its condition in

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• • • •

2009. The costs are based on 2009 construction figures. Should projects be constructed in future years an additional 4% per year should be factored into the costs for inflation. Projects will be bid through a competitive bidding process utilizing state or federal prevailing wage rates. Opinions of probable construction costs should be confirmed / revised upon completion of preliminary design. For budgetary purposes 25% of the estimated construction costs has been included in the projections to provide a contingency to address design revisions, unknown, and / or unforeseen conditions that may arise during design and construction.

The opinions of probable construction costs presented are liberal in nature and assume the following costs that may, or may not be required depending on the requirements of those funding the project: • •

Costs also reflect the potential for completing the projects with Pennsylvania Department of Transportation Enhancement funding. From past experience we know this adds approximately fifteen to twenty percent to the overall project cost. Survey of easement and preparation of topographic survey.

Based on these factors it is projected it will cost $2,119,009, in 2009 dollars, to construct the proposed trail. Ideally the proposed trail would developed in one phase, minimizing construction activities, disruptions, and realizing economies of scale construction savings. However, few organizations, municipalities, or other agencies can afford to proceed in this manner and find it more appropriate to phase construction over a period of time. We recommend the improvements to the Spillway to Townline Road Trail be constructed in a series of logical phases. Depending on the financial situation of the trail’s partners, and the success of grant writing efforts, this phasing plan may be expedited, or lengthened, depending on the financial capability of the partners. We recommend four phases of trail development. • • • •

Phase I: Phase II: Phase III: Phase IV:

Hartstown Road to East Pine Street School Complex / Main Street Connector East Pine Street Trail Access Improvements East Pine Street to Townline Road

Phasing Plan Summary Phase Phase I: Hartstown Road to East Pine Street Phase II: School Complex / Main Street Connector Phase III: East Pine Street Trail Access Improvements

Projected Cost $660,789 $99,450 $166,770

Phase IV: East Pine Street to Townline Road

$1,459,920

Total Projected Costs

$2,386,929

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Implementation Strategies In order to guide the logical implementation of the recommendations contained herein, the following table outlines a systematic approach and logical sequence of tasks that are necessary for the implementation of the recommendations. The strategies are organized into: • • • •

Immediate Implementation Strategies: Short Term Implementation Strategies: Mid Term Implementation Strategies: Long Term Implementation Strategies:

zero to twelve months. years one through three. years three through five. years five through ten.

The identified time frames should be considered guidelines. There may be valid reasons to delay or expedite various tasks given certain conditions, resources, or other issues. Adjustments to the time frames can and should be made as necessary to accommodate the implementation of the projects. The immediate and short term implementation strategies are documented in the following table.

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To learn how you can help acheive this vision contact:

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Envision Linesville, Inc. P.O. Box 182 Linesville, PA 16424 webmaster@envisionlinesville.org

www.envisionlinesville.org

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Task

Responsibility Priority Immediate Implementation Strategies - one to twelve months

Cost

Adopt Feasibility Study as the guide for implementation of the Spillway to Townline Road Trail.

Envision Linesville, Inc.

Immediate

Present studyâ&#x20AC;&#x2122;s recommendations to Linesville Borough, Pine Township, and Conneaut Lake School District, request letters of support, and adoption of plan as the guide the implementation of the proposed Spillway to Townline Road Trail.

Envision Linesville, Inc.

Immediate

Meet with Pymatuning State Park Manager and Game Commission Land Manager to formalize corridor for the proposed trail.

Envision Linesville, Inc., Pymatuning State Park Manager (PSP), & Game Commission Land Manager (GC)

Immediate

Meet with PSP and GC to formalize management, operations, maintenance, and security policies for the proposed trail. Meet with owners of parcels 3902-078, 3902-077, 3902-076, 2012-075, and 3902-074 to confirm results of legal feasibility analysis

Envision Linesville, Inc., PSP, & GC

Immediate and On-Going

Pymatuning State Park, & Envision Linesville, Inc.

Immediate

Celebrate successes, prepare press release announcing corridor for trail is publicly owned.

Envision Linesville, Inc., Pymatuning State Park & NPGTC.

Immediate

$500

Fundraise / secure funding for development of Phase I - Spillway Trail to East Pine Street

Envision Linesville, Inc., PSP, & NPGTC.

Short Term

in-kind services

Meet with local hospitals, doctors, and associated health organzations to discuss wellness benefits of proposed trail, and discuss potential for future contributions to capital development costs.

Envision Linesville, Inc., & NPGTC.

Immediate

Status

Short Term Implementation Strategies - one to three years 9.

Begin public relations campaign to promote the proposed trail.

10. Discuss possibility of obtaining PennDOT Transporation Enhancements funding for historic bridge relocation to cross Linesville Creek. 11. Apply for and secure grants for development of Phase I - Spillway Trail to East Pine Street. 12. Prepare final design and construction documents proposed trail, Phases I & II. 13. Prepare and apply for required permits for the proposed trail - Phases I & II. 14. Fundraise / secure funding for Phase II - East Pine Street to Townline Road Trail Development.

Envision Linesville, Inc., Pymatuning State Park, & Crawford County Convention and Visitors Bureau (CCCVB), NPGTC.

Short Term

$500

Envision Linesville, Inc., PSP, & NPGTC.

Short Term

Envision Linesville, Inc., Pymatuning State Park, &NPGTC. Consultant

Short Term

in-kind services

Short Term

$100,000

Consultant

Short Term

$50,000

Envision Linesville, Inc., PSP, &NPGTC.

Short Term

in-kind services

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Operation, Maintenance, Security and Trail Management Although the trail passes through several communities and through properties of several entities, a concise and consistent message should be promoted along the length of the trail. The trail should carry the designated trail name throughout its course. Wayfinding, interpretative, and mile post signage should be consistent from the beginning to end the end of the trail. The same goes for trail rules, management, operation, and security policies, as well as, trail development and amenity selection. This is a simple concept, however, the temptation is there to localize various segments of the trail. This temptation must be avoided to maintain the continuity and regional impact of the trail. Therefore, we recommend, all partners take measures to officially adopt a Memorandum of Understanding that establishes this consistency, as well as consistent policies for the management, operation, maintenance, and security of the trail. Management, operations, maintenance, and security policies must be adopted by agencies and entities that have any involvement with the proposed trail and its corridor. The study document provides recommendations for each of these aspects and should be consulted during the development of specific policies for the proposed trail corridor. Conclusion The implementation of the trail proposed herein will be complicated by the fact that several agencies and entities must agree and adopt various aspects related to the proposed trail before, during, and after its development. These agencies will include: the Pennsylvania Department of Conservation and Recreationâ&#x20AC;&#x2122;s Bureau of State Parks, the Pennsylvania Game Commission, the Pennsylvania Fish and Boat Commission, the municipalities through which the corridor extends, the Pennsylvania Department of Transportation for the crossing of Hartstown Road, and the Conneaut School District. As of this writing it is anticipated Envision Linesville, Inc. will serve as the advocate for the trail, and work with each agency to assist them moving the project forward. The projected cost for development of the trail may seem overwhelming. However, there are ways the costs may be reduced. If the Beaver Dam near East Pine Street is removed by the Pennsylvania Game Commission a boardwalk will no longer be required in that area. Although Transportation Enhancement funding is appealing, the requirements that must be met increase the costs approximately 25% above what it would cost if such funding was not utilized. If time can be committed, much of the trail construction can be completed with in-kind services from the local municipalities, or in conjunction with State Park and / or Game Commission resources. The value of these efforts may be used to obtain grants for the purchase of materials. The corridor currently functions as a trail for those who are aware of it. Therefore, empahsis should be placed on replacing the bridge over Linesville Creek, in conjunction with that, obtaining the required permits to facilitate the development of the trail through the entire corridor. Improving the corridor will benefit the agencies whose property the proposed trail will extend through by ehancing access and security opportunities, reducing / eliminating motorized use of the corridor, encouraging increased use of the corridor which in turn will discourage illegal use along in such as dumping. Further, it will have positive impacts to the Linesville business district, and be another resource for those who visit Pymatuning State Park.

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Introduction and Background

Figure 1: PennDOT Crawford County Highway Map - 1941

Background Envision Linesville, Inc. (ELI), a 501(c)(3) non-profit organization, is working to develop a network of non-motorized multi-use trails in and around the Linesville community. Potential trail corridors to be included in this network have been laid out in the Pymatuning Trails Vision Plan, which has been adopted by Envision Linesville and endorsed by Linesville Borough, Pine Township, Conneaut Township, and North Shenango Township. The Pymatuning Trail System is part of a comprehensive revitalization effort focused on increasing options for recreational and cultural activities, improving community morale, expanding educational resources, retaining the town’s human capital resources, and Linesville Borough Gateway Sign building on the area’s existing tourism base to provide opportunities for entrepreneurs and small businesses. The proposed trail system will provide healthy and environmentally conscious recreation and transportation alternatives for residents and visitors of our area by establishing Linesville as a regional trail hub. In addition to serving fundamental recreation and transportation functions, the trails will capitalize on the natural assets of the area and serve an intangible role in connecting people with their natural surroundings. The former rail corridor stretching from the existing Spillway Trail (near the entrance to the fish hatchery and the Spillway Inn restaurant) to Townline Road has been established as a priority by Envision Linesville because of its importance in extending the existing trail and making it accessible to many more people. This corridor also has the potential to connect important community assets like Alice Schafer Elementary, Linesville High School, and Linesville’s Central Business District. It could also serve an important role in the future in terms of connecting Linesville to Conneaut Lake and other communities in the region.

Location and Study Area The study area is located in Pine Township, Crawford County, Pennsylvania, just south of Linesville Borough and west of Sadsbury Township at the northern end of Pymatuning State Park.. The corridor follows approximately three miles of the former Bessemer and Lake Erie Railroad’s Linesville Branch corridor, between the northern end of the existing Spillway Trail in Pymatuning State Park, east along the former rail corridor, to Townline Road.

Existing Spillway Trail

Spillway to Townline Road Trail

Figure 2: Pine Township, Crawford County

Spillway to Townline Road Trail

History Pymatuning Reservoir History Pymatuning State Park and Pymatuning Reservoir occupies an area that was once a vast swamp surrounded by dense forests. The first inhabitants to the area were the Mound Builders and the Monongahela Cultures, but both gradually disappeared between 1500 and 1600. The Eriehonan or Eriez are the first Native Americans to have claims of the area in what is now north and eastern Ohio, western New York, and western Pennsylvania as far south as Allegheny County. In the Mid 1650’s the Eriez, who were then ruled by a Queen noted for her cunning strategy, and their allies were engaged in the Beaver Wars with the Iroquois Confederacy (made of five member tribes; Seneca, Onondaga, Oneida, Cayuga, and Mohawk). Around 1656 the Eriez were defeated and the Seneca claimed the swamp and forests of the area, designated it as hunting grounds, and named the region Pymatuning. Translated Pymatuning means “crooked mouthed mans dwelling place”, and could refer to the Eriez Queen or to a Lenni Lenape (aka Delaware) Chief who resided in the area and had a facial deformity. To whom Pymatuning refers to is still debated today. The area in and around the swamp remained largely unpopulated until 1722 when the Lenni Lenape, Wyandot, and Shawnee had become well established along the Shenango River. The upper portion of the river is now an underwater feature in Pymatuning Reservoir. Continued hostilities caused by the French and Indian War, the English Proclamation of 1763, and Pontiacs Rebellion hindered colonists and settlers until 1795 when General Anthony Wayne crushed the rebellion at the Battle of Falling Timbers. The great swamp and surrounding forest habitats presented their own resistance to settlement with muck, quicksand, mosquitoes, rattlesnakes, bears, and mountain lions. Trappers, traders, lumbermen, and eventually farmers overcame the adverse conditions and the area was settled. Farmers found that onions and other root crops thrived in the swamp’s fertile soils, and a few industrious ones began to drain portions of the wetland. A survey done in 1868 determined that the entire swamp could be drained and reclaimed as farmland for a growing agricultural community. This idea gained support and in 1907 Pennsylvania legislative action was initiated. However, opponents to the idea of draining the swamp were concerned about water resources and flooding implications for industries in the Shenango and Beaver Valleys to the south. In 1911, the Pennsylvania Legislature passed a bill appropriating funds so that a feasibility study could be done for the construction of a dam. In 1868, the General Assembly provided for a survey and an estimate of the cost to reclaim the Pymatuning swamp lands. The project began in 1913 when the Pennsylvania Legislature passed “The Pymatuning Act”, and appropriated $100,000. The “Pymatuning Act” states that the primary purpose of Pymatuning Lake shall be for the conservation of waters entering the Pymatuning Swamp and for regulating the flow of water in the Shenango and Beaver rivers. A secondary purpose is to use the dam and lake as a reservoir to impound flood water during periods of excessive runoff from the 158 square miles of drainage area above the dam. In 1921 the first land purchases were made and ground breaking ceremonies for the dam were held on October 6, 1931. When the first scoop of earth was turned the dream started to become a reality. “All human accomplishments begin with a dream.” These words were spoken by the Honorable Gifford Pinchot, then Governor of the Commonwealth of Pennsylvania, during his address at the dedication of Pymatuning Dam on August 17, 1934. The Pymatuning dream began over a century ago. Pinchot was fulfilling a dream that began in 1868 when the General Assembly provided a survey and an estimate of the cost to drain the Pymatuning swamp to create farmlands. The dam created a 17,088 acre reservoir 17 miles long, 3.5 miles at the widest, and holds over 64 billion gallons of water. Land on the western shore was acquired by the State of Ohio in 1935, and in 1950 the Division of Parks and Recreation began developing Pymatuning State Park.

Spillway to Townline Road Trail

History of the Corridor French Creek flows through Crawford County from north to south. It was the chief means of shipping local lumber and New York State salt to the market in Pittsburgh. Thousands of barrels of salt loaded on arks or keel boats passed through the county when the water was at flood stage. The only other means of transportation in those days was by horses and wagons. The answer to the crying need for better transportation seemed at hand in 1826. Major Douglass suggested forcing the waters of French Creek to raise the water level of Conneaut Lake. The French Creek Feeder of the Beaver and Erie Canal would raise the lake eleven feet to assure a sufficient depth to get canal boats over the summit and north to Erie. The Conneaut Lake reservoir when full was 510 feet above Lake Erie and in the forty miles between them there were 72 locks. The Beaver and Erie Canal crossed the western part of Crawford County from north to south and was the first transportation route constructed by man, other than turnpike toll roads, in the county. The French Creek Feeder, which obtained its water from French Creek at Bemusâ&#x20AC;&#x2122; Mills, followed the east bank of the creek south to Meadville and at the north end of Water Street took a south easterly course through the town, crossing Chestnut Street at a point between Market Street and Park Avenue. Below Meadville it paralleled the Cochranton Road (now Route 322) for over six miles to Shaws Landing before turning west to cross French Creek at the aqueduct and then continuing on to Conneaut Lake. The Feeder Canal was approximately 22 miles long. Raising the level of Conneaut Lake necessitated the overflowing of several hundred acres of land, which were condemned and damages paid by the State. The aqueduct over French Creek was completed in 1830. The Canal was completed in 1834 and canal boats began operating between Bemustown Dam and Conneaut Lake. At Pymatuning Swamp, the canal passed along a causeway of 3 miles through what later became Pymatuning State Park at Hartstown, Pennsylvania. The causeway was built through Pymatuning Swamp by the Erie Canal Company, effectively forming the 600 acres of Pymatuning Reservoir to the west of the canal. A Pennsylvania Historical and Museum Commission marker commemorates this portion of the canal. It is located on U.S. 322 east of Hartstown. By 1843, a little more than 97 miles of the main canal had been built from Rochester to Conneaut Lake and 49 miles had been completed from Conneaut Lake to Erie. Four million dollars had been spent by the State, and it was estimated that $211,000 more would be required to complete the 39 miles necessary to reach Pittsburgh. Apparently the State had become tired of its undertaking and in 1843 the Legislature passed an Act incorporating the Erie Canal Company. It gave the company the canal at its then stage of completion. The Erie Canal Company completed the canal and navigation was officially opened in 1845. It was profitable for more than twenty years until railroad competition arose. The canal was abandoned in 1872. In 1876, all the property of the Erie Canal Company was sold at Sheriffâ&#x20AC;&#x2122;s sale. Conneaut Lake was lowered to it natural level, and the property around it which had been overflowed became vested in the Conneaut Lake Ice Company. The company engaged in the cutting and storage of natural ice for distribution during the ensuing summers to towns and cities over a wide area. The Ice Company originally claimed the title to the lake, as well as the overflowed land surrounding it on the theory that it had been owned by the Canal Company whose title had vested in the Ice Company. It was not until 1906 that the courts adjudicated that Conneaut Lake was a navigable body of water and was public property owned by the Commonwealth. The Commonwealth of Pennsylvania assumed jurisdiction and control and has established the legal level of the lake at 1,073 feet above sea level, its original level. The Pittsburgh and Erie Railroad was completed thru Linesville to Conneautville in 1864. The Meadville, Conneaut Lake, and Linesville Railroad was constructed between 1880 and 1892 and leased to the Bessemer & Lake Erie Railroad Company beginning in 1891. The Bessemer shortly thereafter leased the line

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from the MCL&L and operated it as a branch, with it officially becoming merged into the Bessemer system in 1949. The Bessemer’s purpose of the branch obviously was to reach business and industry in Meadville, but it also saw passenger service to what’s known today as “Conneaut Lake Park” - known as “Exposition Park” until 1920. The park was developed in conjunction with railroad interest and funding in hopes for generated passenger traffic, and as a pleasant meeting place for associated corporations and stockholders (private organizations were also welcome). To be able to provide direct access to the park, the railroad constructed a one-mile spur from a place on the branch called Lynces Junction to the park itself. The automobile would eventually put an end to the need for passenger trains running to the park, and the service was discontinued in 1934 (the spur finally being abandoned in 1969). Service along the portion between Linesville and Shermansville (Meadville Junction) ended in 1953, and along the portion between Meadville Junction and the crossing of Route 322 (just outside Meadville) was in 1977. A small section of the original line is still active in Meadville, operated by NS (Conrail), as an industrial spur off the former Erie main. It serves local industry and is referred to, in Norfolk Southern’s timetable, as the “Mead Industrial Track.” Today, Meadville Junction on the B&LE is still an active location with a 10,000 foot CTC passing siding and a couple of non-controlled sidings between the “mains” used for setting out bad orders or placement of maintenance of way equipment and rolling stock but a cinder “wye” grade on the east side of the main line is all that remains of the branch that named the location.

Review of Existing Documents Pymatuning State Park Resource Management Plan The Pymatuning State Park Resource Management Plan provides a brief history of the park, documents the existing conditions of the park, and provides recommendations on the future management of those resources in accordance with the goals and objectives the Pennsylvania Department of Conservation and Natural Resources Bureau of State Parks. The Resource Management Plan provides a detailed inventory of the park’s boundaries, in the form of mapping and boundary inventory forms, documenting each corner (472 in total) and each segments’ bearing and distance. Property corners 321 through 351, around the northern perimeter of the park generally follow the former rail corridor. Only three of the boundary segment descriptions include any reference to the former rail corridor. -

349 to 350: Along the east R/W PA RR 350 to 250A: Along the east R/W PA RR 350A to 351: Along the west R/W PA RR to a meeting point R/W PA RR and W R/W Rt. 20006.

It appears from the boundary inventory maps included in the Resource Management Plan that the former railroad corridor is generally not included in the park property until the corridor reaches Hartstown Road at which point the former corridor is bounded on both sides by park property. The former rail corridor that is the focus of this study is located in or adjacent to the Propagation Low Density Management Area Unit documented in the Resource Management Plan. The description for this management unit indicates the unit contains 2,311 acres. It contains the Pennsylvania Fish and Boat Commission Linesville Hatchery and Visitors Center along with its maintenance buildings, residence for superintendent, weather station, numerous rearing ponds and asphalt parking lots. Just south of the hatchery is the Ecology Laboratory, with associated classrooms which is administered by the University of Pittsburgh. South of the Ecology Lab on what is called Fords Island is a residence and garage maintained by the park as the park managers residence. Adjacent to the residence is the Pennsylvania Game Commission’s Pymatuning Reservoir Visitors Center with associated maintenance buildings, 0.5 mile hiking trail, eagle nest observation area, and asphalt parking and walkways.

Spillway to Townline Road Trail

This management unit is regulated by long term lease agreements with both the Pennsylvania Fish and Boat Commission and the Pennsylvania Game Commission. These are 25 year lease agreements which come due in 2012. This management unit serves as a propagation area for these agencies and is generally not available for public use except for the most southern section of this unit and agency visitor centers in the northwest section. Regulated hunting conducted by the Pennsylvania Game Commission takes place in various areas within this unit. A long term lease exists with the University of Pittsburgh. The lease regulates the use of the small section of land where their classrooms exist. This management unit contains what is referred to as the upper lake which was designed to be two feet in elevation above the main lower lake (1,010.00 feet above sea level vs. 1008.00, respectively) and contains 31 islands totaling 27 acres.

Crawford County Greenways Plan The Crawford County Greenways Plan, adopted in 2009, recommended a feasibility study be completed to determine the potential for a rail trail in the Spillway Trail to Townline Road corridor. Furthermore, the County’s Greenway Plan documents the potential for this trail, and other trails in the western Crawford County Region be connected to form a western branch of the proposed Erie to Pittsburgh Greenway.

Pymatuning Trails Vision Plan The Pymatuning Trails Vision Plan lays the groundwork for the establishment of the Pymatuning Trail System and outlines the community’s vision for the future of trails in western Crawford County. The Vision Plan, and the Pymatuning Trail System, builds on previous efforts done by others in Northwestern Pennsylvania, and provide linkages between Linesville and other communities in Northwestern Pennsylvania. The purpose of the Vision Plan is to establish Envision Linesville’s long-range plan for establishing the community as a regional trail destination; ultimately increasing opportunities for walking, bicycling, and other non-motorized forms of transportation for recreational, and health and wellness purposes. The trails will also be planned and designed to conserve and showcase the natural, cultural, and historic elements that contribute to the uniqueness of the Linesville area. The Plan represents the first step in establishing Linesville as a regional trail destination, and as such, outlines a broad vision for the future trail system in the area. It provides a list of potential opportunities and obstacles in each trail corridor based on field views and research of those areas. The Plan proposes seven main trail corridors for development consideration, and identifies potential key issues and opportunities for each. It also notes three additional potential trail segments, and there is mention to reconstruct the town’s original train station for use as a visitor’s center. The following trails are proposed in the Plan: • • • • • • •

Spillway Trail Spillway Trail Extension North Spillway Extension East Linesville-Conneaut Lake Trail End of the Road Trail Seabee Trail Lake-to-Lake Trail

Spillway to Townline Road Trail

Each of the routes proposed in the Pymatuning Trails Vision Plan is illustrated in Figure 3: Pymatuning Trails Vision Plan Map.

Figure 3: Pymatuning Trails Vision Plan Trail Map

Spillway to Townline Road Trail (Linesville-Conneaut Lake Trail) Overview The Linesville end of the Linesville-Conneaut Lake Trail (from the Spillway Trail Extension North to Townline Road) would utilize the bed of the former Meadville-Linesville Railroad, built from 1880 to 1982 and leased by the Bessemer & Lake Erie Railroad Company starting in 1891. Bessemer abandoned the line in 1976. Much of the right-of-way is still intact and already in use as an undesignated trail; with significant ATV use evident. The former railroad right-of-way in this area is bordered by the State Game Lands and provides outstanding opportunities for wildlife viewing. Some of the adjacent lands in the area are used for fish and game propagation and have restricted access. The Vision Plan notes that at Townline Road the trail there are two options to consider to reach Conneaut Lake. On alternative would be to continue east on the railroad bed to Shermansville until it meets with Brooks Road near the intersection of U.S. Route 6, to Allen Road, and continue northeast as a rail-with-trail, to Conneaut Lake. The Plan cautioned that, (â&#x20AC;&#x153;while this is theoretically a feasibly alternative, and other rail-with-trail projects have been done, it is by no means ideal, and is likely to be very difficult due to cooperation that would be required on behalf of the railroad.â&#x20AC;?) The second alternative would be to follow Townline Road south to Brooks Road to Conley Road to the former Erie Extension Canal Towpath, to S.R. 285, and from there east to Conneaut Lake or west back to the Spillway.

Spillway to Townline Road Trail

Spillway to Townline Road Trail Key Issues and Opportunities The Pymatuning Trails Vision Plan identified the following key issues and opportunities of this proposed trail corridor: •

The former railroad right-of-way in this area is bordered by State Gamelands and provides outstanding opportunities for wildlife viewing, particularly bird watching. Trail users can view osprey, blue herons, belted kingfishers, eagles, and many other types of native birds. This provides wonderful opportunities to integrate wildlife-oriented interpretive features into the trail.

•

Some of the adjacent lands in this area are used for fish and game propagation and have restricted access. The trail would need to be designed in a way so as not to encourage unlawful entry into these areas. This could include additional fencing as well as informational kiosks and signage to educate people on what these areas are and why they are important.

•

The effective width of the trail is only five to six feet in some areas of the former rail bed, although the embankment is wide enough to accommodate a wider pathway. Vegetation along the trail would need to be cleared and the trail surface would need to be improved and widened to 8-10 feet.

•

Some trash dumping has occurred near the location where the Linesville-Conneaut Lake Trail would tie into the Spillway Trail Extension North. This area would need to be cleaned up.

•

There appears to be significant ATV use of the existing undesignated trails. Efforts would need to be made to deter motorized vehicle use of the trail in order to maximize trail user safety, keep the trail adequately maintained, and protect and preserve the natural environment of the area. Some locations along the trail will require significant grading improvements due to the erosion problems caused by ATVs.

•

This trail runs directly behind Linesville High School and Alice Schafer Elementary School and could provide a safe route for children to walk to school. It could also be used by teachers for various classroom activities.

•

There is a gap in the trail at the location of a former railroad trestle behind Linesville High School. It appears that the abutments at this location are in usable condition with just some minor improvement and approach grading required. Envision Linesville would like to close this gap in the trail by working with PennDOT to preserve and relocate a historic highway bridge that might otherwise have to be torn down because it no longer meets the needs of automotive traffic. These bridges are identified by PennDOT’s Cultural Resources Management Program and advertised on their Internet web site. The Mead Avenue Bridge in Meadville may be a future candidate for this type of project.

•

Establishment of the trail system, and the associated trail maintenance and policing efforts that it would involve, could help deter the loitering and vandalism that is evident near the old trestle.

•

A number of small bridges or culverts will be needed between South Chestnut Street and Townline Road. There are also some wet areas along the railroad bed where the trail surface will need to be built up in order to improve drainage.

•

There is an access road behind Ray’s Market and the Molded Fiberglass Company that connects to the former railroad right-of-way. This could provide an opportunity to create a trailhead in this area and to establish a community partnership between Envision Linesville and these local businesses. Drainage issues would need to be addressed near the southern terminus of this access road, where it ties in with main trail.

•

Significant storm damage occurred along the former railroad right-of-way in June 2005. This damage has made the right-of-way inaccessible from a point northwest of the intersection of U.S. Route 6 and Townline Road to the rail bed’s intersection with Townline Road near Twin Ponds. Field reconnaissance of this trail segment was not

Spillway to Townline Road Trail

possible due to downed trees; therefore, the condition of the trail is unknown in this segment. It appears that the Pennsylvania Game Commission uses a portion of the old railroad bed as an emergency access road in this area. •

Authorizations will be required for all on-road trail segments including Townline Road, Brooks Road, and Conley Road.

•

An easement will be needed along the former Erie Extension Canal towpath, which is believed to be private property. This area will also require significant vegetation clearing.

•

Creation of the Linesville-Conneaut Lake Trail will greatly enhance the accessibility to the Game Commission’s towpath trails south of S.R. 285.

•

There is adequate space along S.R. 285 to provide bicycle lanes or paved shoulders. PennDOT could incorporate these improvements into future repaving projects along the roadway.

•

All at-grade trail-roadway crossings, especially at S.R. 285, would need to be designed to maximize safety.

•

Special signage and/or trail restrictions may be advisable during hunting seasons.

Existing and Proposed Trail Facilities The Pymatuning Trails Vision Plan outlines Envision Linesville’s vision for trails in the region. In addition to the corridor being studied herein, the following existing and proposed trails are critical to establishing a trail that could become regionally significant as it is extended throughout the region. This trails include: • • •

Spillway Trail - existing End of the Road Trail - proposed Seabee Trail - in final design Spillway Trail The existing Spillway Trail begins where the former Bessemer & Lake Erie Railroad corridor enters into Pymatuning State Park, at the southern end of the Spillway at Fries Road and continues north along the rail corridor, crossing the reservoir’s spillway, for a distance of 2.33 miles, until the corridor reaches Hartstown Road. End of the Road Trail One of the trail alignments studied previously by Pymatuning State Park and the now defunct Pymatuning Partnership was a connection between the existing Spillway Trail and the Linesville Beach area, which is known locally as “The End of the Road”. This trail alignment was field viewed and documented by DCNR officials in the Fall of 1999. Envision Linesville would like to revive this effort and establish this connection between downtown Linesville and the recreational facilities at the End of the Road. This proposed trail would be approximately two miles in length. Seabee Trail The proposed Seabee Trail is in the final phase of design and should be constructed in the Fall of 2009 / Spring 2010. This trail begins at the Lynn Summers Little League Complex on Route 6, west of Linesville, and extend a distance of three-quarters of a mile to Pymatuning State Park’s Linesville Campground. In October 2004, Envision Linesville desired to honor the men and women of Naval Mobile Construction Battalion 23, Detachment 0723, including Linesville native Darrell D. “Spike” Smith, in recognition of their service to the United States in Operation Enduring Freedom (Iraq). As such, Envision Linesville passed Resolution 2004-02 dedicating the proposed Seabee Trail, “a multiuse trail for hiking, walking, bicycling, and cross-country skiing (that) provides a peaceful contemplative atmosphere where community members can enjoy the freedom, safety, and security that these soldiers of the United States military provide”.

Spillway to Townline Road Trail

These trails, in conjunction with the proposed Spillway to Townline Road Trail would provide a continuous trail, approximately seven and one-half miles in length that would connect the Lynn Summers Little League Complex, Pymatuning State Park’s Linesville Campground, Pymatuning State Park’s Spillway, University of Pittsburgh Ecology Lab, Pennsylvania Fish and Boat Commission’s Linesville Fish Hatchery, Conneaut Schools District’s Alice L. Schafer Elementary School and Linesville High School, and Lakeland / Valley Regional Senior Community Center with the Linesville Borough’s Erie Street main street district. The connection to Erie Street is significant as businesses in the district can provide the goods and services desired by trail users and campers visiting Pymatuning State Park’s Linesville Campground. Currently, the business district includes a restaurant, deli, pizza shop, bike shop, and gas station / convenience store.

Existing Park and Recreation Facilities Existing parks and recreation facilities in the vicinity of the proposed trail corridor includes those described here. Lynn Summers Little League Complex The Lynn Summers Little League Complex is located in Conneaut Township on U.S. Route 6 at its intersection with H. Kemple Drive. It contains five ballfields and a concession stand. Conneaut School District Little League Ballfield This ballfield is located in Linesville Borough, along Penn Street (U.S. Route 6) between Stratton Avenue and McLean Street. Alice L. Schafer Elementary School and Linesville High School Complex The Conneaut School District facilities, located in Linesville Borough, are located on U.S. Route 6 at its intersection with South Water Street and School Drive. Recreation facilities on the school district’s campus include a playground adjacent to Alice L. Schafer Elementary School, and a football field, baseball field, and softball field south of the High School. For liability reasons the School District does not permit use of these facilities by the general public. Pennsylvania Fish and Boat Commission’s Linesville Hatchery The Linesville Hatchery is located in Pine Township, on Hartstown Road, at the northern end of the Pymatuning Reservoir Spillway. The hatchery is open to the public year round and provides the following displays and exhibits. • • • • • •

Alice L. Schafer Elementary School

Visitor Center - Upper level of Hatchery Building Hatch House - Lower level of Hatchery Building Viewing Tank - Visitor Center Conference Room - Visitor Center Waterfront - Behind Hatchery Building Pond - Behind Hatchery Building

Originally constructed in 1939, the Linesville Fish Hatchery is situated on 97 developed acres (2,500 total acres) of land owned by the Commonwealth of Pennsylvania and managed by the Fish and Boat Commission. The facility consists of earthen ponds, exterior concrete raceways, a hatchery building with interior stainless steel and concrete raceways, and jar and vertical flow through tray egg incubators. Water is supplied from Pymatuning Reservoir and production wells. 12

Spillway to Townline Road Trail

Pymatuning State Park At 21,122 acres, it is the largest state park in the Commonwealth. The 17,088-acre Pymatuning Reservoir is the largest lake in the Commonwealth. In its three campgrounds, Jamestown, Tuttle Point, and Linesville. The park has more campsites than any other park in the Pennsylvania state park system. More people visit Pymatuning than almost any other Pennsylvania State Park. Over the past ten years Pymatuning State Park’s attendance was second only to Presque Isle State Park in Erie County. These two parks generate over 1,000,000 more visitors than all of the other state parks in Pennsylvania. The following is a summary of the attendance for Pymatuning State Park for the past ten years: Pymatuning State Park Attendance 1997 3,419,198 1998 3,152,246 1999 3,270,528 2000 2,908,833 2001 3,200,343 2002 3,296,221 2003 3,148,665 2004 3,370,414 2005 3,194,701 2006 3,090,395 Average 3,205,154

The following opportunities are available at Pymatuning State Park: •

Environmental Education and Interpretation: Pymatuning State Park offers a wide variety of environmental education and interpretive programs. Through hands-on activities, guided walks and evening programs, participants gain appreciation, understanding, and develop a sense of stewardship toward natural and cultural resources. Curriculum-based environmental education programs are available to schools and youth groups. Teacher workshops are available. Group programs must be arranged in advance and may be scheduled by calling the park office. Programs are offered yearround. For more information contact the park office.

•

Pymatuning State Park Wildlife Learning Center

Boating: 20 hp motors permitted The 17,088-acre Pymatuning Reservoir has many boat launches along the shores, including an accessible launch in the Jamestown Marina and Manning Boat Launch. The three Pennsylvania boat marinas have boat mooring and rent pontoon boats, motorboats, rowboats, canoes and motors, and have a store that has bait, tackle and snacks. Motorboats must display a boat registration from any state. Non-powered boats must display one of the following: boat registration from any state; launching permit or mooring permit from Pennsylvania State Parks

Spillway to Townline Road Trail

that are available at most state park offices; launch use permit from the Pennsylvania Fish and Boat Commission. •

Picnicking: Picnic tables are available in many areas. Jamestown and Linesville beaches have ADA accessible picnic sites complete with grill and table. There are 10 picnic pavilions that may be reserved up to 11 months in advance for a fee. Unreserved picnic pavilions are free on a first-come, first-served basis. Pets in day use areas must be kept on a leash or safely restrained and are prohibited in swimming areas and some overnight areas.

•

Sightseeing: Anywhere along the lake, beautiful vistas of this large body of water can be enjoyed. Some of the more unique sights include the dam, the Linesville “spillway,’’ the fish hatchery, the two causeways across the lake and the Pennsylvania Game Commission Wildlife Learning Center. The spillway is perhaps one of the best known locations because the fish are so plentiful that the “ducks walk on the fishes’ backs” to compete for the food fed by the visitors.

•

Fishing: The 17,088-acre Pymatuning Reservoir is a warm-water fishery. Common species are walleye, muskellunge, carp, crappie, perch, bluegill, and largemouth and smallmouth bass. Ice fishing during the winter months is also popular. Fishing licenses issued by either Ohio or Pennsylvania are honored anywhere on the lake, but only Ohio licensed fishermen can fish from the Ohio shore and Pennsylvania licensed fishermen from the Pennsylvania shore. There is accessible fishing access in the Jamestown Day Use Area and, accessible fishing piers at the Espyville and Linesville marinas and the Shenango River.

•

Swimming: Four public beaches, Linesville, Tuttle, Jamestown One and Two, and the beach for campers in Jamestown Campground are open the weekend before Memorial Day through Labor Day, weather and conditions permitting. Linesville and the Jamestown beaches have ADA accessible walkways to the water.

•

Hunting and Firearms: About 10,300 acres are open to hunting, trapping and the training of dogs during established seasons. Common game species are deer, turkey, rabbit, squirrel and waterfowl. Contact the park office for accessible hunting information. The Pennsylvania Game Commission’s Wildlife Management Area has controlled shooting during the annual waterfowl season. Special areas are also established for duck hunting. Public hunting is available in many areas surrounding the controlled shooting section. A propagation area comprising 2,500 acres of water provides a protected location for migratory waterfowl during their flights north and south. Hunting woodchucks, also known as groundhogs, is prohibited. Dog training is only permitted from the day following Labor Day to March 31 in designated hunting areas. The Department of Conservation and Natural Resources and the Pennsylvania Game Commission rules and regulations apply.

•

Hiking: 7 miles. There are trails near Tuttle and Jamestown campgrounds, and the abandoned railroad grade on the Spillway is a flat, wide trail.

•

Camping: There are three camping areas that are generally open from mid-April through mid-October. All campgrounds are near swimming, boating, fishing and hiking and have a sanitary dump station. The maximum stay in all camping areas is fourteen days during the summer season and 21 days during the off-season. Alcoholic beverages are prohibited. In the northern part of the park, Linesville Campground has modern facilities, including showers, flush toilets and accessible campsites. About half of the campsites have electricity. Across the reservoir from Linesville Campground, Tuttle Campground has modern facilities, including showers and flush toilets. About half of the campsites have electricity. Pets are permitted on selected sites. There is a boat launch, playground, camp store and an amphitheater. The Walking Trail is a loop that begins near the camp store.

Spillway to Townline Road Trail

On the south shore of Pymatuning Reservoir, Jamestown Campground has modern facilities, including showers and flush toilets. About half of the campsites have electricity. There is a boat launch, beach, amphitheater and a playground. Cabins: Twenty modern rental cabins by the Jamestown Day Use Area are available for year-round use. Five accessible, modern rental cabins by the Linesville Campground are open from mid-April to late-October. Cabins have a furnished living area, kitchen/dining area, toilet/shower room and two or three bedrooms. Occupants must bring linens, towels, cookware and tableware. Organized Group Tenting: This rustic area can serve groups up to 400 people and is in the Jamestown area. â&#x20AC;˘

Natural Areas: Natural areas have unique scenic, geologic or ecological value and are set aside for scientific observation and to protect outstanding examples of natural interest and beauty. Pymatuning has two natural areas in the northern part of the lake. The 725-acre Blackjack Swamp has unique natural communities, in addition to Clark Island which has 161 acres of mature hardwood and white pine forest. Visitors are welcome to explore these undeveloped natural areas.

â&#x20AC;˘

Winter Activities Ice Fishing: Walleye, perch and crappie are the fish most often caught through the ice of the 17,088-acre Pymatuning Reservoir. Iceboating: Iceboating is permitted everywhere on the lake. Snowmobiling: Fries Road Trail by Tuttle Campground and the abandoned railroad grade by the spillway provide five miles of trails for snowmobiles. In the Jamestown area, there are additional trails and open fields. Cross-country Skiing: Most open areas of the park are open to cross-country skiing. Sledding: The slopes of the dam are good for sledding.

Spillway to Townline Road Trail

Figure 4: Pymatuning State Park Map 16

Spillway to Townline Road Trail

State Game Lands No. 214 State Game land 214 is approximately 5,399 acres in size and is located along the east branch of the Pymatuning Reservoir. There are not any designated pedestrian or equestrian trails located within this game land. There are two unimproved parking areas that provide access to the Game Lands along the proposed trail corridor. One is located at the southern terminus of South Chestnut Street, and the second is located near the corridorâ&#x20AC;&#x2122;s intersection with Townline Road.

State Game Land 214

Spillway to Townline Road Trail

Figure 5: State Gamelands No. 2 18

Spillway to Townline Road Trail

Public Participation Winston Churchill said “We shape our buildings; thereafter, they shape us.” His comment also applies to community and land use planning. The way we design and build our civic spaces profoundly affects the health, productivity, and quality of life of every resident. Whose perspectives then could be more important in a community planning process than those of the people who live in that community? Public participation in the planning process is important for the following reasons: Source: www.lgc.org (Local Government Commission)

•

It Enhances the Quality of Planning. Planning professionals, with their training and experience, are invaluable to the planning process. They cannot, however, be expected to foresee and understand every variable that may affect a project’s outcome. On the other hand, residents may lack an understanding of the principles and processes of planning, but do bring valuable information and perspectives to the table. In the long run, programs and projects that derive from an informed public, guided by professionals, are likely to be more creative and locally appropriate than those where the public is excluded from the planning process.

•

To Avoid Contention Between Interested Parties. At planning commission and municipal government meetings, disputes over planning issues generally result when groups or individuals approach a project with a narrow perspective considering only questions of density, use, and personal agendas. A proactive planning process, which includes a well-designed public involvement component, encourages individuals to consider the big picture question of whether or not a proposed plan will enhance or damage the quality of life in the neighborhood and region in which it is built. It allows the community to make decisions based on shared goals and values. Furthermore, such a process allows residents to understand exactly what they are getting, assuring better public approval at build-out.

•

To Ensure Swift And Efficient Project Implementation. Public opposition can result in the expensive slowing or stopping of good projects. Projects that develop strong public buy-in through participation are less likely to experience such impediments and their associated costs.

•

To Ensure That Good Plans Remain Intact Over Time. Municipal governments, planning commissions, city managers, and planners come and go. Therefore, even the best of plans are at risk of being dismantled over time. By involving residents in the planning process, a planning team can ensure that plans will have a long lasting and stable constituency.

•

To Foster A Sense Of Community And Trust In Government.

To promote active public participation in this project the following methods of achieving participation were utilized. •

A Study Committee, consisting of local stakeholders, was appointed to guide the Consultant in the preparation of this plan and to serve as a ‘sounding board’ to test the Consultant’s recommendations before they were finalized and adopted. Study Committee meetings were held periodically during the course of this study.

•

Two public meetings were held during the course of the study. The first public meeting held to introduce the project and to identify and discuss issues and concerns interested citizens and adjacent property owners may have with regards to the proposed trail. A second public meeting was held near the end of the project, again with interested citizens and adjacent property owners, to present and receive input on the recommendations resulting from this study’s process.

A description of each of the public participation opportunities, and their results appear chronologically in this document.

Spillway to Townline Road Trail

Legal Feasibility

Legal Feasibility In order to understand the legal feasibility of the rail trail, Pashek Associates conducted an analysis all parcels along the study corridor. This chapter summarizes the findings of that analysis. In addition to the work conducted by Pashek Associates, Richard R. Wilson, P.C. was retained to review the property research and to provide a legal opinion as to ownership of property in the corridor, and to provide recommendations for acquisition of easements or property where required. The first step in the process was to attempt to obtain railroad valuation maps for the entire corridor. Railroad valuation maps were developed during World War I when the federal government deemed it necessary to “nationalized” the entire railroad system. Among the things they did as part of this process was to require the railroad companies to inventory everything they owned. This inventory became known as valuation maps. Some valuation maps include information on how the land was originally obtained by the rail companies. Pashek Associates contacted the following agencies and organizations in an attempt to locate valuation maps for the study corridor. • • • • • • • • • •

Crawford County Planning Department and Crawford County Assessment Office Envision Linesville, Inc. Linesville Borough Pine Township Crawford County Historical Society Conneaut Lake Historical Society French Creek Valley Railroad Historical Society Equis Corp. Conrail, Canadian National Railroad, and the Bessemer & Lake Erie Railroad French Creek Recreational Trails, Inc.

The search for the valuation maps through these sources was unsuccessful. Without the valuation maps, the analysis of the rail corridor continued with a review of individual parcels along the corridor including deed research for each parcel. However, near the completion of the property research phase, the valuation maps for the study corridor (Bessemer & Lake Erie Railroad) were obtained from the National Archives. The valuation maps, which are described later in this chapter supplement the research conducted through the parcel analyses and deed searches.

Parcel Analysis Using the Crawford County tax maps, forty-three individual properties were identified that include or are adjacent to the former railroad corridor being studied. Additional parcel information was collected from the Crawford County Assessment Office database to determine the owner of record, their mailing address, and the deed book volume and page number corresponding to the most recent property transaction for each parcel. A corresponding map of the parcels was developed. An identification number was assigned to each parcel (ID No.) to ease the research process. The Parcel Analysis map also identifies the current land use for each property as determined from aerial photography and field views. These land uses include: public (State Park, State Game Land), private, institutional (school district and church), and property of the Linesville Municipal Authority. In addition to the parcels along the study corridor, some parcel information was gathered for fifteen additional properties along the Jamestown Branch from the study corridor north to West Erie Street in the Borough of Linesville. This information may be useful in the future should this connection be desired.

Spillway to Townline Road Trail

Two segments of rail corridor have a total of 58 parcels adjacent to it. On initial review, 11 of these parcels appeared to include sections of the former rail corridor, while the remaining 47 parcels appeared to be adjacent to the corridor but not a part of it. The next step in the process was to search the deeds of each parcel in an effort to determine how the deeds describe the relationship of each parcel to the rail corridor.

Deed Research Search Having gathered specific parcel information for all properties along the corridor, Pashek Associates began the process of researching the deeds for each parcel to determine the current status of ownership in relation to the rail corridor. The tables on the following pages provides the following information on each parcel and identifies the results of the deed research specific to each parcel: •

Project Identification Number: As assigned for purposes of this study.

•

Parcel Number: As obtained from the Crawford County Assessment Office’s Tax Maps.

•

Location, based on compass direction, with respect to former rail corridor.

•

Municipality: Name of municipality the parcel is located within.

•

Owner of Record: As obtained from the Crawford County Assessment Office.

•

Address (of owner of record): As obtained from the Crawford County Assessment Office.

•

Deed Book Volume and Page Number: As obtained from the Crawford County Assessment Office and Crawford County Recorder of Deeds.

•

Comments: Observations related to the associated parcel.

•

Land Use: Current land use of the parcel as determined by field view. Categories identified include: -

Private Property Institutional Municipal Authority State Park Game Commission

Spillway to Townline Road Trail

East

West

3902-103

3902-077

3902-076

Pine Township

Cartwright, Carol D.

Conley, Donna ET AL, C/O Evenlyn H. Poff

Commonwealth of Pennsylvania - Russell, J W

Commonwealth of Pennsylvania - Morrison, N C

13528 Hartstown, Road, Linesville, PA 16424

13486 Hartstown, Road, Linesville, PA 16424

Box 2001 Elmerton Avenue, Harrisburg, PA 17110-797

161/27

805/671

257/479

266/171

Fish Hatchery

644/1194 Spillway Inn

Private

State Park

Private

Excludes, adjoining

Unknown

Includes

Excludes, adjoining

Deed says: …to the RR ROW.

Deed says: to the land of the PA RR, then northeast along said land of the PA RR.

No indication of abutting the ROW. See deed.

Deed Says: … to the center point of the intersection of the public road then to the easterly line of the ROW of the EP RR.

Deed says: Bounded to the east by the PA RR ROW

Unable to find deed info.

East

493 S. Mercer Street, P.O. Box 68, Linesville, PA 16424

Unknown

3902-104

Semian, Robert S. & Kathy M., & Semian, Semian, Brian D. & Peggy S.

State Park

Pine Township

Pymatuning State Park

West

Box 2001 Elmerton Avenue, Harrisburg, PA 17110-797

none shown

3902-078

Commonwealth of Pennsylvania - Bundy Lumber Co.

Includes/ Excludes

Pine Township

Land Use

West

Comments

3902-105

Deed Volume / Page

Address

Deed Research Results

Owner of Record

Location w. Respect to Corridor

Parcel No.

Project ID No.

Municipality

Table 1 of 10

Spillway to Townline Road Trail Feasibility Study - Parcel Analysis

Spillway to Townline Road Trail

South

3902-074

3902-102

North

West

2012-075

3012-025

West

Parcel No.

Project ID No.

Location w. Respect to Corridor

Linesville Borough & Pine Township

Pine Township

McClain, Daniel A. & Dottie Mae

Commonwealth of Pennsylvania - Saeger, WE

Trautman, Most Rev. Donald W.

Baker, Aaron & Susan

Owner of Record

Deed Volume / Page

1317 Christopher Gist, New Brighton, PA 15066

Box 2001 Elmerton Avenue, Harrisburg, PA 17110-797

St. Mark Center, Erie, PA 16514-397

Comments

331/253

271/123

Sheet 3012 lists this as parcel 25; Sheet 3902 lists it as parcel 112

Fish Hatchery

98/65 Support of Deed Trail obtained. Will grant easement

9651 Louderman Road, 934/996 Conneaut Lake, PA Deed 16316 obtained.

Address

Spillway to Townline Road Trail Feasibility Study - Parcel Analysis

Private

Includes both Penn Central and B&LE

Excludes, adjoining

Purchase of 47.5’ of ROW in 1995.

Private

State Park

Includes

Includes/ Excludes

Private

Land Use

Several references to the Penn Central and B&LE corridors. Traces ownership transfers back to the B&LE.

Deed says: Beginning at a point on the easterly line of the ROW of the B&LE RR.

No mention of the ROW. See Deed. Val Maps show 45.5’ of corridor was purchased in 1997.

Property includes the ROW. Deed says Bounded on the east by the original certerline of the former Main Track of the Jamestown Branch.

Deed Research Results

Table 2 of 10

Spillway to Townline Road Trail

Pine Township

North

3012020-1

3012-023

3005-007 Corridor

3902-101

South

Linesville Borough / Pine Township

North

3012-020

Linesville Borough

North

Parcel No.

Project ID No.

Municipality

Location w. Respect to Corridor

Commonwealth of Pennsylvania - Money, GC

Linesville Municipal Authority

Urbanick, Frank S. & Karen E.

McClain, Howard & Loretta

Motter, Judy

Owner of Record

Box 2001 Elmerton Avenue, Harrisburg, PA 17110-797

103 Erie Street, Linesville, PA 16424

16225 Airport Road, Linesville, PA 16424

977 Willow Drive, Pittsburgh, PA 15237

P.O. Box 461, Linesville, PA 16424

Address

Spillway to Townline Road Trail Feasibility Study - Parcel Analysis

269/266

295/68

578/527

144/447

60/1012

Deed Volume / Page

Fish Hatchery

Comments

State Park

Institut.

Private

Land Use

Excludes, adjoining

Includes

Excludes, adjoining

Includes/ Excludes

Deed says: Beginning at the northwest corner at a point on the south line of the ROW of the PB&LE RR M&L Branch..

Property include the ROW. See deed.

Deed Says: Beginning at an iron pin on the east ROW of an abandoned spur owend by EP RR.

Deed says: Beginning at an iron pin on the east right of way of the... EP RW.

Deed Research Results

Table 3 0f 10

Spillway to Townline Road Trail

North

3902-110

North

3013-020

North

South

3902-099

3902110-1

South

3902-100

North

3012-024

Project Parcel No. ID No.

Location w. Respect to Corridor

Pine Township

Linesville Borough

Pine Township

Linesville Borough

Municipality

Box 2001 Elmerton Avenue, Harrisburg, PA 17110-797

103 Erie Street, Linesville, PA 16424

Address

Henry, Robert & Marie

Rodgers, Richard J. & Joan F.

193 Beech Street, Linesville, PA 16424

P.O. Box 26, 122 South Chestnut Street, Linesville, PA 16424

Conneaut School District 302 East Erie Street, Linesville, PA 16424

Commonwealth of Pennsylvania -Linesville State Bank

Commonwealth of Pennsylvania - Bradt, WH

Linesville Municipal Authority

Owner of Record

Spillway to Townline Road Trail Feasibility Study - Parcel Analysis

404/463

434/357

539/749

233/371

257/358

440/130

Deed Volume / Page

Alice Schafer El. Sch. Linesville H. Sch. Supportive of Trail

Pymatuning State Park

Fish Hatchery

Comments

Private

Institut.

State Park

Institut.

Excludes, adjoining

Unknown

Excludes, adjoining

Excludes

Deed says: Bounded on the south by the BLE RR.

Deed Says: Thence easterly with the north line of the former B&LE ROW.

No indication of RR.

Deed says: Beginning on the southerly line of the ROW of the B&LE RR.

Deed says: West along the northerly line of said B&LE abandoned ROW.

Land Use Includes/ Deed Research Excludes Results

Table 4 of 10

Spillway to Townline Road Trail

Location w. Respect to Corridor

South

North

South

Parcel No.

3903-038

3902-055

3902-056

3903-028

3903-037

Project ID No.

26 27

David and Melissa Ray

Molded Fiberglass Companies

Beitz, Kevin P. & Trina

Commonwealth of Pennsylvania - Terrill, B. A.

Owner of Record

6800 US Highway 6, Linesville, PA 16424

Not Used

6175 US Highway 6, Linesville, PA 16424

123 Chestnut Street, Linesville, PA 16424

Box 2001 Elmerton Avenue, Harrisburg, PA 17110-797

Address

Pine Township Commonwealth of Box 2001 Elmerton Pennsylvania - Bates, R. R. Avenue, Harrisburg, PA 17110-797

Pine Township

Municipality

Spillway to Townline Road Trail Feasibility Study - Parcel Analysis

276/507

493/430

Same deed as #24

Deed Research Results

Excludes, adjoining

Is not immediatley adjacent to the corridor.

Deed says: thence north… along the land now or formerlay owned by the PGC (former Linesville RR)

Deed says: Thence a distance of … to an iron pin on the northerly ROW of the BLE RR.

Thence a distance of … to an iron pin on the northerly ROW of the BLE RR.

Deed says: Along the northerly ROW of the BLE RR.

Unknown, No mention of see note the ROW. See Deed. State Park Boundary maps shoiws the ROW is not included.

Includes/ Excludes

State Park Excludes

Private

683/241

Land Use State Park

Same deed as #25

Comments

233/480

Deed Volume / Page

Table 5 of 10

Spillway to Townline Road Trail

Location w. Respect to Corridor

Corridor East / West

East

Project Parcel No. ID No.

3903-30A

3903-036

3903033-2

3903033-8

Pine Township

Municipality

Splitstone, Don & David K.

Commonwealth of Pennsylvania - Game Commission - Carrier

Commonwealth of Pennsylvania - McNutt, David

Commonwealth of Pennsylvania - Game Commission - McNutt

Owner of Record

6897 US Highway 6, Linesville, PA 16424

559/1303

407/258

262/558

Box 2001 Elmerton Avenue, Harrisburg, PA 17110-797

403/309

Deed Comments Volume / Page

Box 2001 Elmerton Avenue, Harrisburg, PA 17110-797

Address

Spillway to Townline Road Trail Feasibility Study - Parcel Analysis

Private

Game Commission

State Park

Game Commission

Land Use

Deed is for acquisition of two parcels by condemnation, one of which is the corridor.

Deed mentions crossing abandoned railroad ROW. Excludes, Bounds SGL adjoining parcel 3903033-2 to the west. The SGL is said to include the RR corridor.

Includes

Excludes, Parcel map adjoining shows the parcel crossing the ROW but the Deed Says: Beginning at a point in the westerly line of the ROW of the BLE RR. State Park Boundary map shows it does not include the ROW.

Includes

Includes/ Deed Research Excludes Results

Table 6 of 10

Spillway to Townline Road Trail

Location w. Respect to Corridor

East

West

Corridor

East

West

Corridor

Parcel No.

3903033-11

3903-032

3903-039

3904-006

3904-005

3903029A

No parcel #

Project ID No.

Pine Township

Municipality

Commonwealth of Pennsylvania - B&LE RR

Commonwealth of Pennsylvania - Game Commission Zickefooe

Smith, Hugh Chatley

Commonwealth of Pennsylvania - Game Commission Dearment

Commonwealth of Pennsylvania - Game Commission Spiltstone

Vernier, Debra D.

Owner of Record

Box 2001 Elmerton Avenue, Harrisburg, PA 17110-797

50 Ashton Street, Carlisle, PA 17013

Box 2001 Elmerton Avenue, Harrisburg, PA 17110-797

13029 South Townline Road, Linesville, PA 16424

Address

399/438

403/309

396/237

528/256

407/35

559/1313

Deed Volume / Page

Spillway to Townline Road Trail Feasibility Study - Parcel Analysis Comments

Deed Research Results

Excludes, Bounds SGL adjoining parcel 3903-0332 to the west. The SGL is said to include the RR corridor.

Includes/ Excludes

State Park

Game Commission

Private

Game Commission

Corridor description shows it is owned by the Gane Commission.

Includes

Excludes

See Deed. Transfer of rail corridor to Commonwealth of PA

See Deed.

Does not abut the corridor.

Excludes, Abuts the adjoining corridor property owned by the PA Game Commission.

Includes

Game Unknown No deed found Commission but it borders the SGL owned portion of the RR corridor 3303038. See #35 below.

Private

Land Use

Table 7 of 10

Spillway to Townline Road Trail

East

West

3903 030-9

3903 035

3018 049-1

3903029B

East

3903-041

3903 030

East

Parcel No.

Project ID No.

Location w. Respect to Corridor

Linesville Borough

Pine Township

Municipality

6655 US Highway 6, Linesville, PA 16424

6845 Gehrton Road, Linesville, PA 16424

12439 South Townline Road, Linesville, PA 16424

12545 South Townline Road, Linesville, PA, 16424

Address

none shown 32 acres

273/252

HEB Bair Limited Partnership

319 Franklin Street, Linesville, PA 16424

No info received on owner name 840/827 1.43 ac & bldg

Private

State Park

Private

929/1256

559/766 14.31 acres

Private

Land Use

267/682

Deed Volume / Page

Properties north of wye in former rail corridor

Comm of PA

Scott A. & Jodie L. Smith

David C. Avis A. Smith

Krachkowski, Pete & Shirley A., Co-Trust

Miller, Douglas L. & Amy M.

Owner of Record

Spillway to Townline Road Trail Feasibility Study - Parcel Analysis

Excludes

Excludes, adjoining

Includes/ Excludes

Described as abutting PA Game Commission property. There is no mention of the RR. Adjacent to parcel 309329A owned by the Game Commission and referencing RR ROW.

Described as abutting PA Game Commission property, which is the corridor.

Deed Research Results

Table 8 of 10

Spillway to Townline Road Trail

East

West

Corridor

West

3012 - 019

3012 - 018

3012 018-1

3018 - 048

3005-7

3018 - 0251A

3018 - 046

3018 - 045

3018 - 044

3018 - 043

3018 - 042

Project Parcel No. ID No.

Location w. Respect to Corridor

Scott A. Godsave

James J. Heim etal

George R. Pierce

Frank S. & Karen E. Urbanick

Owner of Record

Linesville Borough

Scott Godsave

Ginny L. Shelatz

Keith A. Norris

David E. Pachuk

Mark A. & Connie S. Fletcher

Scott A. & Donna Godsave

Pine Township Linesville Municipal Authority

Linesville Borough

Municipality

578/527 lot

Deed Comments Volume / Page

295/68 Shown as 6.41 acres 3005-7 & 3902-112

252/1202 Includes parcel 3018-47

898/674 2 acres & trailer

805/519 Lot & Bldg.

P.O. Box 735, Linesville, PA 918/257 16424

P.O. Box 724, Linesville, PA 579/537 16424

P.O. Box 548, Linesville, PA 356/1008 16424

6590 Rt. 85, Andover, OH 44003

P.O. Box 102, Harmonsburg, 118/340 PA 16422 Lot & Bldg

P.O. Box 735, Linesville, PA 580/212 16424

P.O. Box 22, Linesville, PA 16424

c/o 247 Fifield Avenue, Conneaut, OH 44030

P.O. Box 752, Linesville, PA 287/428 16424 4 acres & bldg

16225 Airport Road, Linesville, PA 16424

Address

Spillway to Townline Road Trail Feasibility Study - Parcel Analysis

Private

Institut.

Private

Land Use

Includes/ Deed Research Excludes Results

Table 9 of 10

Spillway to Townline Road Trail

Location w. Respect to Corridor

West

East

Parcel No.

3018 041

3018 040

3018 050-2

Project ID No.

Linesville Borough

Municipality

Daren & Lilie Urquhart

Samuel Wright Post 462 American Legion, Legion Dept. of PA

Dale E. Gillette etal

Owner of Record

Private

943/683 Lot & Bldg.

P.O. Box 537, Linesville, PA 16424

Institut.

731/1145 Lot & Bldg.

Private

Land Use

P.O. Box 601, Linesville, PA 16424

Comments

687/1020 Lot

Deed Volume / Page

P.O. Bos 143, Linesville, PA 16424

Address

Spillway to Townline Road Trail Feasibility Study - Parcel Analysis Includes/ Excludes

Deed Research Results

Table 10 of 10

The initial review of the parcel map indicated that the following parcels (by ID #) appear to include the former rail corridor: #10, 14, 29, 30, 31, 35, 39, and 41. Upon research and review of the tax maps and deeds for the parcels the following was determined: •

ID No. 10 (Tax Map Parcel No. 3012-025 (also shown as Parcel No. 3902-112), Deed Book Volume and Page 331/253) describes this “Y” shaped parcel as being privately owned by Daniel A. and Dottie Mae McClain; having been purchased from Jeffrey Lane Tillia and Jerry Wayne Tillia (General Warranty Deed) December 30, 1996. Deed book 282 page 691describes a quit claim deed transfer from Penn Central Properties and American Premier Underwriters, Inc. to the Tillia’s dated June 30, 1995. Deed Book 368 Page describes the transfer of the property from the B&LE Railroad to Erie and Pittsburgh Railroad Company on January 6, 1954. Erie to Pittsburgh eventually transferred the property to Penn Central Railroad before it was conveyed to Tillia’s.

•

ID No. 14 (Tax Map Parcel No. 3005-7, Deed Book Volume and Page 295/68) transferred from Penn Central Properties, Inc. to the Linesville Municipal Authority via Quit Claim Deed on December 18, 1995.

•

ID No. 29 (Tax Map Parcel No. 3903-30A, Deed Book Volume and Page 403/309): A review of this deed indicates the acquisition of two parcels by condemnation, one of which is the former rail corridor. A plot of the meets and bounds of these parcels indicates the boundaries of this parcel encompass the former corridor, not parcel no. 30 as assumed by a review of the parcel maps. This conclusion appears to be validated as the Boundary Inventory and corresponding Boundary Inventory Forms, dated June 16, 1994, as contained in the Pymatuning State Park Resource Management Plan indicates the park does not extend over the rail corridor.

•

ID No. 30 (Tax Map Parcel No. 3903-036, Deed Book Volume and Page 262/558): A review of the Pine Township Tax Map appears to indicate the rail corridor extends through this property. The deed for this parcel states “Beginning at a point in the westerly line of the right-of-way of the Bessemer & Lake Erie Railroad.” The Pymatuning State Park Boundary map, on file in the Pymatuning State Park Office, also does not show the inclusion of the former rail corridor.

•

ID No. 31 (Tax Map Parcel No. 3903-033-2, Deed Book Volume and Page 407/258): Deed indicates rail corridor is included in this parcel, owned by the Commonwealth of Pennsylvania and managed by the Pennsylvania Game Commission as part of State Game Land 214.

•

ID No. 35 (Tax Map Parcel No. 3903-039, Deed Book Volume and Page 407/35): Deed indicates rail corridor is included in this parcel, owned by the Commonwealth of Pennsylvania and managed by the Pennsylvania Game Commission as part of State Game Land 214.

•

ID No. 38 (Tax Parcel No. 3903-029A, Deed Book Volume and Page 403/309): This parcel adjoins ID No. 41(Tax Map Parcel No. 3903-029B). A review of the deed describes the property as containing the rail road right-of-way. Based on this finding one can conclude the former rail corridor is included in ID No. 38 (Tax Parcel No. 3903029A), not ID No. 41 (Tax Map Parcel No. 3903-029B) as originally assumed based on the review if the Pine Township Tax Map.

•

ID No. 39: A review of the Pine Township Tax Map indicates that no parcel number has been assigned to this section of the former rail corridor. Given rail property is tax exempt by Federal State Regulations, the assessment office indicated parcel numbers often were not assigned to tax exempt parcels.

•

During the course of conducting property and deed research in the Crawford County Assessment Office, a deed, Deed Book Volume 399, page 438, was discovered which conveyed this section of corridor to the Commonwealth of Pennsylvania, for Pymatuning State Park. This was determined by reviewing the Pymatuning Reservoir

Spillway to Townline Road Trail

Project Index Map of Properties, a copy which is on file in the Pymatuning State Park Office. This Index Map of Properties is referenced in the deed. This transaction was recorded in the County’s Assessment Office on May 11, 1961. The Boundary Inventory and corresponding Boundary Inventory Forms, dated June 16, 1994, as contained in the Pymatuning State Park Resource Management Plan appears not to reflect the acquisition of the rail corridor as described here. •

ID No. 41 (Tax Map Parcel No. 3903-029B, Deed Book Volume and Page 929/1256): A review of the Pine Township Parcel Map indicates the rail corridor extends through this property. A review of the deed describes the property as abutting PA Game Commission property, ID No. 38 (Tax Map Parcel No. 3903-029A). There is no mention of the railroad corridor being associated with this property. The Pymatuning State Park Boundary map, on file in the Pymatuning State Park Office, also does not indicate inclusion of the former rail corridor. ID No. 38 (Tax Map Parcel No. 3903-029A, Deed Book Volume and Page 403/309): Deed indicates rail corridor is included in this parcel, owned by the Commonwealth of Pennsylvania and managed by the Pennsylvania Game Commission as part of State Game Land 214. This parcel is adjoins ID No. 41 (Tax Map Parcel No. 3903-029B). A review of the deed describes the property as containing the rail road right-of-way. Based on this finding one can conclude the former rail corridor is included in ID No. 38 (Tax Parcel No. 3903-029A), not ID No. 41 (Tax Map Parcel No. 3903-029B) as originally assumed based on the review if the Pine Township Tax Map.

Valuation Map Descriptions The valuation maps (maps V.8.-10 and V.8-11) that were eventually obtained from the National Archives in College Park, Maryland, show the Right-of-Way and Track Map for the Meadville, Conneaut & Linesville Railroad, operated by the Bessemer & Lake Erie Railroad. They are dated June 30, 1916. Maps V.8.-7 through V.8.-9, which were also obtained, show the addition rail line from Shermansville to Conneaut Lake. These maps are on file at the office of Envision Linesville, Inc. A review of these maps provided the following information: •

List of grantor, grantee, instrument of title transfer, date for all properties. All property transfers within the study corridor were completed by obtaining releases except for one deed, and one C.P. (condemnation proceeding).

•

Locations of cattle crossings, culverts, bridges, private crossings, and State Highways.

•

The grantee who acquired the property was the Meadville Railway Company in all cases except for one. Interest in these properties was conveyed between 1880 and 1900. R.A. Franks purchased, via deed, property from Mary Heron and the map notes that this property was subsequently conveyed to the Meadville, Conneaut Lake, and Linesville Railroad on 6-1-(19)14.

These maps indicate the total width of the corridor, from the junction property described earlier, to Townline Road, was 60 feet. This research concludes that the former railroad corridor east of the former rail road wye, paralleling the northern portion of Pymatuning State Park and extending to Townline Road is owned by the Commonwealth of Pennsylvania and is under the management of Pymatuning State Park or Pennsylvania State Game Land No. 214. 40

Spillway to Townline Road Trail

Through past research efforts, Pashek Associates knew that upon consolidation and liquidation of Penn Central Railroad assets that the American Premier Underwriters has retained Penn Central real estate. An internet search determined that the American Financial Group, a Cincinnati-based insurance holding company, retained Equis Corporation to systematically evaluate, manage and dispose of real estate held by its wholly owned subsidiary American Premier Underwriters. The web site indicated that Equis will liquidate approximately 2,200 properties and rights of way, which were the original assets of Penn Central Corporation. Pashek Associates contacted UGL-Equis and obtained valuation maps for the Pennsylvania Railroad Co. Lake Division Linesville Junction, from Hartstown Road to the junction with the Erie & Bessemer Railroad. This information was obtained through:

Ms. Erin Woods, Portfolio Asset Coordinator UGL-Equis 600 Vine Street, Suite 1900 Cincinnati, OH 45202 • Direct 513.361.8502 • Cell 513.218.8925 • Fax 513.361.8501 Erin.Woods@ugl-equis.com

The valuation maps for this area are the Jamestown Branch (Line Code: 2434), maps: 130-8474-0-54-5 and 130-8474-055-5. A review of these maps and corresponding property transactions indicate the following: •

Parcel ID No. 7 (Tax Parcel No. 2012-075, Deed Book Volume and Page 934/996): Transaction records provided by UGL-Equis indicate the property was transferred by Quit Claim Deed on June 6, 1996, to Arthur J. and Diane M. Furman. Further the property was again transferred on July 18, 2008, to Aaron and Susan Baker. Based on a review of the valuation maps, it appears these transactions were for 47.5 feet of the corridor, leaving 35 feet of the eastern portion of the corridor. The Baker Deed (934/996) indicates a property width of 47.5 feet.

•

Parcel ID No. 8 (Tax Parcel No. 3902-074, Deed Book Volume and Page 98/65): Transaction records provided by UGL-Equis indicate the property was transferred by Quit Claim Deed on March 17, 1997, to The Most Reverend Donald Troutman. Based on a review of the valuation maps, it appears these transactions were for 47.5 feet of the corridor, leaving 35 feet of the eastern portion of the corridor. This property is associated with St. Phillips Catholic Church. Father John Walsh, pastor of the church, indicated they are supportive of the trail, and would provide an easement for public access through this property.

•

Parcel ID No. 10 (Tax Parcel No. 3012-025, Deed Book Volume and Page 331/253): Transaction records provided by UGL-Equis indicate the property was transferred by Quit Claim Deed on September 30, 1995, to Jeffrey Lane and Jerry Lane Tilla. Further the property was again transferred on December 30, 1996, to Daniel A. and Dottie May McClain. Based on a review of the valuation maps, a review of the deed description, and a review of the “Pennsylvania Railroad Co. Lake Division Central Region E&P RR Proposed Purchase of Land and Track from the Bessemer & Lake Erie Railroad Co. by the Erie and Pittsburgh Railroad Company, dated 11-5-53 indicates this property includes that shown on the referenced railroad drawing. It includes the land that contains the former railroad junction, and contains approximately 3.614 acres.

In discussing the corridor with Ms. Woods, according to the UGL-Equis records, no other portions of the corridor, between Hartstown Road and extending north to Parcel ID. No. 7, were sold or transferred due to the fact the railroad’s interest in the remaining sections of the corridor were unknown. This includes the corridor which is bound to the west by Parcel ID Nos. 2, 5, and 6, and bound on the west by the Commonwealth of Pennsylvania’s property which is managed as Pymatuning State Park. The valuation maps indicate that the width of the former corridor, from Hartstown Road to the Junction is 82.5 feet.

Spillway to Townline Road Trail

Quality of Title The title search concluded that the quality of title along the length of the railroad corridor varies. There are several types of property interests that a railroad may hold or convey: •

Warranty Deed - The best title a railroad can have. The seller warranties or guarantees that the title is without conflicts.

•

Quit Claim Deed - The next best title for a railroad. The seller quits any claims they may have to the property but does not guarantee that others do not.

•

Right-of-Way Deed - Only conveys a parcel “for right-of-way uses.” This may be for a railroad or driveway access. These documents either explicitly or implicitly state that if the right-of-way use is discontinued, the property reverts back to the original owner.

•

Easements and Right-of-Way Agreements - Similar to reversion but may not convey title and simply allow the use of the land for passage or access.

•

“Source of Title is Unknown” – These are cases where the railroad was built and in use when the title summaries were compiled but no record documents show how it was acquired.

Several deeds document the conveyance of portions of the rail corridor by Quit Claim Deed. These parcels include: •

ID No. 14, beginning in the northwestern portion of the corridor this includes the entire corridor from north of

West Erie Street (U.S. Route 6) to and including a portion of the Linesville Junction, a distance of approximately 3, 160 feet. This property was conveyed on December 18, 1995, from American Premier Underwriters (successor of the Penn Central Railroad) to the Linesville Municipal Authority. It appears these properties include those referenced as ID Nos. 14 and 49 on the Parcel Analysis Map. •

ID Nos. 29, 31, 34, and 38 as shown on the Parcel Analysis Map, from Townline Road heading northwest along the former rail corridor to Parcel ID No. 14, was conveyed to the Commonwealth of Pennsylvania in a series of conveyances from private individuals from inclusion into Pymatuning State Park and Game Land No. 214. Each of these conveyances indicates the parcels include the former railroad corridor.

•

ID No. 39 as shown on the Parcel Analysis Map, from Townline Road heading northwest along the former rail corridor from Parcel ID No. 14 to Parcel ID No. 29, was conveyed from the Bessemer & Lake Erie Railroad to the Commonwealth of Pennsylvania (Deed Book 399 page 438) via Quit Claim Deed. Pymatuning State Park Boundary Maps correspond to this deed Book entry. The Map is on file with Envision Linesville and the Crawford County Planning Office.

•

Spillway to Townline Road Trail

review of the valuation maps, it appears these transactions were for 47.5 feet of the corridor, leaving 35 feet of the eastern portion of the corridor. The Baker Deed (934/996) indicates a property width of 47.5 feet. •

Parcel ID No. 8 (Tax Parcel No. 3902-074, Deed Book Volume and Page 98/65): Transaction records provided by UGL-Equis indicate the property was transferred by Quit Claim Deed on March 17, 1997, to The Most Reverend Donald Troutman. Based on a review of the valuation maps, it appears these transactions were for 47.5 feet of Spillway to Townline Road Trail 27 the corridor, leaving 35 feet of the eastern portion of the corridor. This property is associated with St. Phillips Catholic Church. Father John Walsh, pastor of the church, indicated they are supportive of the trail, and would provide an easement for public access through this property.

•

Parcel ID No. 10 (Tax Parcel No. 3012-025, Deed Book Volume and Page 331/253): Transaction records provided by UGL-Equis indicate the property was transferred by Quit Claim Deed on September 30, 1995, to Jeffrey Lane and Jerry Lane Tilla. The property was again transferred on December 30, 1996, to Daniel A. and Dottie May McClain. Based on a review of the valuation maps, a review of the deed description, and a review of the “Pennsylvania Railroad Co. Lake Division Central Region E&P RR Proposed Purchase of Land and Track from the Bessemer & Lake Erie Railroad Co. by the Erie and Pittsburgh Railroad Company, dated 11-5-53 indicates this property includes that shown on the referenced railroad drawing. It includes the land of the former railroad junction, and contains approximately 3.614 acres.

Spillway to Townline Road Trail

Legal Opinion Richard C. Wilson, P.C. conducted a legal review of the property research conducted for the corridor. The purpose of this analysis is to assess the ownership status of the former rail corridor which is proposed to be acquired and/or utilized for he Spillway Trail Extension Project between Townline Road and Hartstown Road in Crawford County, Pennsylvania. For purposes of this analysis, the deed and right of way information which was collected was relied upon. Further the Parcel Analysis and Adjacent Land Use Map as well as the underlying deeds obtained from the Crawford County Recorder of Deeds Office and the railroad right of way maps and transactional information provided by the Bessemer & Lake Erie Railroad Company and Penn Central Properties, Inc./American Premier Underwriters Inc. was utilized. For purposes of this analysis we will we use the numerical references contained on the Parcel Analysis and Adjacent Land Use Map and the notations contained thereon to reference the parcels comprising the proposed Spillway Trail Extension and parcels adjacent to the proposed trail corridor. This analysis will begin with the eastern end of the proposed Spillway Trail Extension at Townline Road and proceed in a westerly direction along the proposed trail corridor. Based on our review of the deeds for Parcels 29 through and including Parcel 41 and Parcel 39, we concur in your assessment that the proposed trail would extend over property which is currently owned by the Pennsylvania Game Commission or the Commonwealth of Pennsylvania. The track charts provided by the Bessemer & Lake Erie Railroad (B&LE) indicate that the Meadville Railway Company acquired the entire length of this rail line to the former Erie and Pittsburgh Railroad (E&P) line in Linesville in 1880 by means of agreements with adjacent owners for a release of condemnation damages. A release of damages was an agreement by the railroad to pay the property owner a negotiated damage settlement amount in lieu of the appointment of a Board of View to value the property to be condemned. In 1884 under 67 P.S. §421 railroads were able to condemn only an easement for railroad purposes which reverted to adjacent land owners upon the cessation of railroad use. On December 30, 1930, the B&LE’s predecessor in title, the Meadville, Conneaut Lake and Linesville Railroad, entered into an agreement with the Commonwealth which confirmed and granted to the railroad its preexisting right of way over seven parcels of land acquired by the state for the Pymatuning Reservoir Project. While it is difficult without a copy of this agreement to ascertain why this was necessary, the parties must have determined that there was a need to reconfirm the railroad’s interest in its right of way subsequent to the Commonwealth’s acquisition of fee title to the properties underlying the rail line. This agreement gave the railroad the right to use the right of way for so long as it was “desirable, useful or used to or by it for a railroad right of way. Based on this agreement, the Commonwealth insured that it would retain title to all of the property underlying the right of way upon the cessation of railroad use. This may have been a device for extinguishing any reversionary claims on the part of adjacent property owners on the northern side of the right of way whose property was not acquired for the Reservoir project. The Bessemer & Lake Erie Railroad obtained ICC abandonment authority for its Linesville Branch on January 26, 1953 and thereafter upon removal of its track, reconveyed that portion of its right of way subject to the December 24, 1930 agreement to the Commonwealth of Pennsylvania by deed dated November 22, 1960. In 1962, the Pennsylvania Game Commission by general warranty deeds and condemnation acquired various parcels of property which encompassed the B&LE abandoned rail right of way from Townline Road north to that section of the right of way reacquired by the Commonwealth in 1960. While the legal description contained in the deeds and affidavits of condemnation which you have provided, are difficult to correlate with the Game Commission parcels on the Parcel Analysis and Adjacent Land Use Map, you have advised that the Game Commission has been using the former B&LE railroad right of way as an access road since 1962 when it acquired title to the various parcels which included the abandoned rail line. This open and public use of the abandoned rail corridor by the Commission under color of title for a period in excess of forty-five years would be deemed to extinguish any adverse claims to the abandoned B&LE right of way by adjacent owners under the doctrines of adverse possession and laches.

Spillway to Townline Road Trail

Excluded from the conveyance by the Bessemer & Lake Erie Railroad Company to the Commonwealth of Pennsylvania in the 1960 deed were two small parcels of property comprising a 30 foot wide right of way extending from the western end of Parcel 39 to the former Erie & Pittsburgh Railroad right of way immediately north of and adjacent to Parcel 9 which had been acquired by the Bessemer & Lake Erie Railroad Company’s predecessor from the Commonwealth of Pennsylvania under the 1930 Agreement. This right of way was part of the Wye parcel which the Bessemer & Lake Erie Railroad Company sold to the Erie & Pittsburgh Railroad Company on December 23, 1953 which comprises the northern part of Parcel 10 on which the Wye Track was located which connected the Bessemer & Lake Erie Railroad Company track to the Erie & Pittsburgh Railroad Company track at Linesville, Pennsylvania. The Right of Way and Track Map for the Meadville, Conneaut Lake and Linesville Railroad dated June 30, 1916, Vol. 8, Page 11 indicates that the Wye parcel was acquired in four separate transactions from January 9, 1882 to June 1, 1914. See Exhibit A. Subparcel 1 is the northern most part of the north Wye Track and was acquired by the railroad on January 9, 1882 by a release from Hiram Shakely. Subparcel 2 comprises a 60 foot wide right of way extending from what is now Parcel 39 up the northern leg of the Wye Track to Subparcel 1 and was acquired by condemnation from James Hernon in February 1882. Subparcel 4 is the southern leg of the Wye Track and was acquired from James Hernon by condemnation proceeding also in February 1882. Subparcel 3 is the triangular center of the Wye Track bounded by the southern and northern legs of the Wye and the mainline of the Erie & Pittsburgh rail line. It was not acquired until October 2, 1900 by deed from RA Franks. That deed was recorded at Deed Book 153 at Pages 638 on June 1, 1914. In the Deed of Conveyance of the Wye Track parcel from Bessemer & Lake Erie Railroad to the Erie & Pittsburgh Railroad on December 23, 1953, the deed indicates that title to the Wye parcel was “obtained by Bessemer & Lake Erie Railroad Company by various and sundry instruments and mergers.” The deed from the Bessemer & Lake Erie Railroad Company to the Erie & Pittsburgh Railroad Company is not a quit claim deed; it is a special warranty deed. However, that special warranty is limited only to the parcel conveyed by Robert A. Franks and his wife to the Meadville, Conneaut Lake & Linesville Railroad Company on June 1, 1914. From this information, it is evident that the 60 foot width of the railroad right of way comprising both the north and south branches of the Wye Track as well as the right of way extending to the connection point with the balance of the Bessemer & Lake Erie right of way were acquired by condemnation in February 1882. As noted previously, in 1882 condemnation proceedings for railroad rights of way were governed by 67 P.S. §421. Under those provisions, Pennsylvania courts held that the interest acquired by a railroad company under the right of eminent domain while not a fee, was not a mere easement or right of way. It was more. It was the right to the actual and exclusive possession of a property at all time and for all purposes except where a way crosses it. Pittsburgh, Ft. Wayne and Chicago Railway v. Peet, 152 Pa. 488, 25 A. 612. Such title was sometimes called an easement but it was a right to exclusive possession, to fence in, to build over the whole surface, to raise and maintain any appropriate superstructures including necessary foundations and to deal with it within the limits of railroad uses as absolutely and as uncontrolled as an owner in fee… and the ultimate reversionary right of the owner of the fee arose only upon the cessation of the railroad company’s use of the land. In 1976, the track of the Erie and Pittsburgh Railroad, (which had become a division of the Penn Central Corporation) including the Wye Track parcel acquired in 1953 from the Bessemer & Lake Erie Railroad was identified in the U.S. Railway Association Final System Plan as U.S.R.A. Line No. 360. This section of the line extended from Jamestown, PA. to Linesville, PA a distance of 13.1 miles in Mercer and Crawford Counties, Pennsylvania. This section of track, referred to as the Jamestown Secondary Track, was not designated for transfer to Consolidated Rail Corporation and was made available for subsidy pursuant to §304 of the 3R Act. The Commonwealth of Pennsylvania declined to subsidize continued rail operations on this line and the line was ultimately designated as a potential candidate for recreational trail use at the request of the Pennsylvania Department of Environmental Resources. No such disposition was ever negotiated for this section of the line and that portion of the E&P line including Parcel 10 to and beyond the Hartstown Road crossing was abandoned.

Spillway to Townline Road Trail

Given this abandonment, those portions of the Wye Parcel which were acquired by condemnation reverted to the adjacent land owners by operation of law in 1976. Thus, the 30 foot strip of the southern Wye Track right of way adjacent to lands owned by the Commonwealth of Pennsylvania reverted to the Commonwealth extending from the former abandoned railroad right of way of the Bessemer & Lake Erie to the eastern boundary of the E&P line. The northern half of the southern Wye right of way reverted to the owner of the triangular parcel originally conveyed by R.A. Franks in 1914 to the Meadville, Conneaut Lake and Linesville Railroad Company. In 1976, this would have been the Penn Central Trustees. This triangular parcel was subsequently conveyed by Penn Central Properties, Inc./American Premier Underwriters, Inc. to Jeffrey and Jerry Tillia on September 30, 1995 by quit claim deed. However, that quit claim deed only conveyed such title as Penn Central Properties owned in the Wye parcel. Since the 30 foot strip right of way adjacent to the lands of the Commonwealth of Pennsylvania reverted to the Commonwealth in 1976 subsequent to the abandonment of this right of way parcel by Penn Central Corporation under the Final System Plan, Jeffrey and Jerry Tillia acquired no title from Penn Central Properties, Inc. to the 30 foot wide strip of property adjacent to Parcel No. 9 belonging to the Commonwealth and the current owner of the triangular parcel, the McClain’s, likewise do not own that 30 foot strip of property. Moving further down Parcel 10 from the Wye Track parcel onto the main line of the Erie & Pittsburgh Railroad Company, the records provided by Penn Central Properties, Inc./American Premier Underwriters, Inc. indicate that they sold to Arthur and Diane Furman by a quit claim deed on June 6, 1996 the western half of the E&P right of way which was adjacent to the Furman property. Railroad rights of way which are not owned in fee simple by the railroad carrier and are subject to past abandonment reversion, revert from the center line of the right of way to the adjacent property owners on either side of the line. Since the E&P right of way had been abandoned by Penn Central in 1976, the Furmans purchased from United Railroad Corp./American Premier Underwriters, Inc. property which under operation of state law they already owned. Note that United Railroad Corp./American Premier Underwriters, Inc. did not sell the Formans the eastern half of the right of way which is adjacent to state park lands owned by the Commonwealth of Pennsylvania. No deed or title information was provided for the E&P line from Linesville to the Hartstown Road crossing which as abandoned in 1976. However, one may infer from the fact that Penn Central Properties/American Premier Underwriters has conveyed parcels from only the western half of E&P right of way by quit claim deed to the owners of Parcels 7 and 8, that Penn Central Properties/American Premier Underwriters do not claim title to the eastern half of the E&P right of way that is adjacent to state owned Parcel 9. This suggests that the E&P did not own this section of its right of way in fee. Under the legal principals noted above, it therefore appears that the eastern half of the right of way from the Wye to Hartstown Road reverted to the Commonwealth of Pennsylvania in 1976 and the western half of the right of way reverted to the owners of Parcels 6, 5 and 2. Based on the foregoing analysis, it appears that the proposed rail corridor for the Spillway Trail Extension is owned in its entirety from Townline Road to the end of Parcel 39 by the State Game Commission or the Commonwealth of Pennsylvania and that the Commonwealth of Pennsylvania owns by reversion, a 30 foot wide strip of the former E&P right of way from the point of connection with the former Bessemer & Lake Erie line to the crossing at Hartstown Road. The most likely section of the proposed trail corridor which might be subject to dispute would be the former Wye parcel which was sold by United Railroad Corp./American Premier Underwriters, Inc. to the Tillia’s and by the Tillia’s to the McClains. If a 30 foot wide right of way is sufficient for design and use as a recreational trail to reach Hartstown Road, the appropriate course of action would be to advise the McClains that a portion of the property they acquired from the Tillia’s appears to have previously reverted to the Commonwealth of Pennsylvania in 1976 and that the Spillway Trail Extension will be utilizing that right of way for recreational trail purposes. If this assertion is contested, we recommend the Commonwealth request documentation from the McClain’s justifying their position. As a last resort the alternative would be to condemn that portion of the McClain property and to tender into court the fair market value of the additional property to be acquired beyond the 30 foot right of way and let the McCains attempt to establish their title to the 30 foot strip immediately adjacent to Pymatuning State Park.

Spillway to Townline Road Trail

Additional legal research, which would require locating and reviewing of the condemnation orders issued by the Crawford County Common Pleas Court in February 1882 Record No. 124 and in Condemnation Proceeding of September Term 1881, File 13 to 15 sho. Alternatively, if a right of way width greater than 30 feet is required between the Wye parcel and Hartstown Road, the landowners of Parcels 10, 8, 7, 6, 5 and 2 should be approached to determine whether or not they would be willing to convey a recreational trail easement to the Commonwealth across those portions of the former E&P line which appears to have reverted to those adjacent property owners. If one or more of those owners were to refuse to grant such an easement, then the Commonwealth has the option of pursuing condemnation to acquire the requisite additional width for recreational trail.

Adjacent Residential Properties

Spillway to Townline Road Trail

Demand for and Potential Use

Demand for and Potential Trail Use In order to help us better understand the demand and potential use for the Spillway Trail to Townline Road Trail, this section will: • • • • • •

Define a reasonable project service area Describe the community character Review project area population and demographic patterns Develop profiles of potential trail users and project future use levels Evaluate the demand for equestrian trail use Evaluate the demand for motorized trail use

Projected Service Area We expect the project service area to cover a 15 mile radius around the proposed Spillway to Townline Road Trail corridor. Therefore, the local project service area is identified by townships located within or partially within the 15 mile radius. The impact of the trail to this region is significant. Utilizing the U.S. Census Bureau’s 2004 projected census block data for the block groups within 15 miles of the trail the estimated population is 97,320 residents. In addition to the service area coverage in Pennsylvania, it also extends into the State of Ohio. This service area includes two states, five counties, and fifty-three municipalities. In Pennsylvania the following counties and municipalities are within the 15 mile radius: •

Mercer County: Green, Hempfield, Otter Creek, Salem, Sandy Creek, Sugar Grove, and West Salem Townships as well as Greenville and Jamestown Boroughs.

•

Crawford County: Beaver, Conneaut, Cussewago, East Fairfield, East Fallowfield, Fairfield, Greenwood, Hayfield, North Shenango, Pine, Sadsbury, South Shenango, Spring, Summerhill, Summit, Union, Vernon, West Fallowfield, West Mead, West Shenango, and Woodcock Townships as well as Conneaut Lake, Conneautville, Linesville, Saegertown, and Springboro Boroughs. Also situated within 15 miles is the City of Meadville.

•

Erie County: Conneaut and Elk Creek Townships

In Ohio the following counties and municipalities are within the 15 mile radius: •

Ashtabula County: Andover, Cherry Valley, Colebrook, Denmark, Dorset, Lenox, Monroe, New Lyme, Pierpont, Richmond, Wayne, and Williamsfield Townships

•

Trumbull County: Gustavus, Kinsman, and Vernon Townships

Spillway to Townline Road Trail

Figure 6: Spillway to Townline Road Trail 15 Mile Service Area

Spillway to Townline Road Trail

Trail User Profiles In trail planning, walker, joggers, inline skaters, and bicyclists are generally defined as follows: • • • • • • • • • •

Recreational Walkers Fitness Walkers Recreational Joggers Fitness Joggers Recreational Inline Skaters Fitness Inline Skaters Family Bicyclists Recreational Bicyclists Fitness Bicyclists Transportation Bicyclists

Each user has different patterns, recreation setting preferences, and motivation / activity style elements. Recreational and Fitness Walker and Joggers Range: Walker - strolling: 2 - 3 miles Walker - casual: 3 - 6 miles Walker - fitness: 6 - 9 miles Jogger - fitness: 3 - 15 miles Average Speed: Walker - strolling: 1 - 2 mph Walker - casual: 2 - 3 mph Walker - fitness: 3 - 4 mph Jogger - fitness: 6 - 7 mph

Trail Use Pattern Will use the same trails on a daily basis or several times/week basis if they are convenient to place of residence and easy access (most live within 3 miles of the trail they are using) Recreational users want trails that provide social interaction, scenic beauty, or both Will use sidewalks along local streets to get to a trail system in urban and suburban settings Will use trails year-round basis, although spring, summer and fall are most popular Recreation Setting Preferences Recreation walkers find sense of place, natural setting, scenery, and being away from traffic as being important (less so with fitness walkers) Looped configurations are preferred in all settings, with 2-4 miles suitable for beginners and 5-9 miles for fitness Strong desire for safety and security with the lack of this being a major reason that a trail would not be used Motivations / Activity Style Elements Wide ranging for recreational users, with a desire for social interaction being important to some and solitude to others Exercise for health benefits is a prime motivator for fitness walks and joggers, although the health aspects of walking are of growing importance to recreational walkers as well Walkers and joggers of all types will go out with friends, family, or alone

Spillway to Townline Road Trail

Recreational Inline Skater Range: Inline Skater - casual: 6 - 10 miles Inline Skater - recreational: 10 - 15 miles Average Speed: Inline Skater - casual: 5 - 10 mph Inline Skater - recreational: 10 - 12 mph

Trail Use Pattern Seeks out trails nearby for daily recreation,, but will travel to a specific trail on weekends Prefer loop system, with 10 to 15 miles being minimum distance needed for recreational level skaters (will use out and back if no other choice) Recreation Setting Preferences Seeks trails that are not heavily used to give them more maneuvering space Technically difficult trails with sharp turns too many steep hills or poor stopping conditions are not desired Trails designed similar to bike trails tend to meet the needs of skaters, especially with they are 10 or more feet wide Routine sweeping of the trail is important Motivations / Activity Style Elements Smooth, wide trails are highly valued, with rough trails being especially troublesome for beginners Primarily motivated by getting exercise, enjoying skating, being outdoors, and socializing Will skate alone, with friends, and occasionally family

Fitness Inline Skater Range: Inline Skater - fitness: 10 - 25 miles Inline Skater - elite: 20 - 30 miles Average Speed: Inline Skater - fitness: 10 - 15 mph Inline Skater - elite: 15 - 22 mph

Trail Use Pattern Use routes that are challenging with enough distance to get in a good workout (1025 miles) May go out daily or several times/ week and will routinely use the same trails close to home Prefer loop system Recreation Settings Preferences Primarily use a series of streets, roads, and trails to create a long enough route Technically difficult trails with sharp turns, too many steep hills, or poor stopping conditions are not desired Facility needs are consistent with bicyclists Motivations / Activity Style Elements Smooth, wide trails are highly valued, with rough trails being especially troublesome for beginners Primarily motivated by getting exercise and enjoying skating Will skate alone, in couples or small groups

Spillway to Townline Road Trail

Commuting Inline Skater Trail Use Pattern Use skating as a form of transportation Use trails where available, but will also use streets and roads as well to get from point to point Other preferences are similar to bicycle commuters Motivation / Activity Style Elements Need traffic enforcement, security, skate-friendly routes to and from work sites Need accommodations at work, such as lockers, changing areas, showers, etc.

Family Bicyclist Trail Use Pattern Prefers bike trails and quite streets (to avoid heavy traffic) with preference for trails if conveniently located. Most activity happens close to home, but will also use trails extensively while on vacation Recreation Setting Preferences Controlled, traffic free access to trails is most important consideration Quality of the riding experience is of primary importance, with length being secondary (20 miles maximum) Connections to parks and playgrounds important to keeping children engaged. Motivations / Activity Style Elements Ride in family groups, often small children Need good information for planning trips and access to support facilities and preferable restrooms Scenic areas preferred, although challenging terrain is not.

Spillway to Townline Road Trail

Recreational Bicyclist Range: Bicyclist - casual: 5 - 10 miles Bicyclist - recreational: 10 - 20 miles Average Speed: Bicyclist - casual: 6 - 10 mph Bicyclist - recreational: 10 - 15 mph

Trail Use Pattern Seeks out and travels to trails and bicycle friendly areas away from home, either as a day or overnight trip. Prefers trails, but will also use roads that are safe, convenient, and not too busy Recreation Setting Preferences Trails shorter than 10 miles are not very viable for repeat use, with 20 miles being the desired minimum Looped configurations of varying lengths are preferred over out and back systems Sense of place and an interesting experience are important, with riders seeking places with scenic quality and interesting natural or built forms (if in urban setting) Motivations / Activity Style Elements Large percentage seek escape from motorized traffic and value experiencing nature Regard bicycling as an important recreational interest and willing to make significant investments in equipment Often use amenities such as parks and rest areas along the trail for relaxation As a group, interested in varying levels of trail difficulty Destinations at reasonable distances are important to maintaining interest in a given trail

Fitness Bicyclist Range: Bicyclist - fitness: 20 - 40 miles Bicyclist - elite: 40 - 60 miles Average Speed: Bicyclist - fitness: 15 - 20 mph Bicyclist - elite: 20 - 25 mph

Trail Use Pattern Will use a combination of roads and trails that are long and/or challenging enough for a good workout Prefer trails if they are long enough (20 or more miles) and allow for faster speeds with minimal user conflicts Will routinely use the same routes for challenges and timing, often on a daily basis Recreation Setting Preferences Trails need to offer varying difficulty and lengths, with interconnected loops highly preferred Not primarily motivated by experiencing natural setting, but will select this type of trail if other requirements are met Motivations / Activity Style Elements Uses bicycle as primary form of exercise to maintain and improve health Primarily rides along or in small groups and often rides multiple times per week Frequently extends the season by riding earlier in spring and later in the fall than recreational riders

Spillway to Townline Road Trail

Transportation Bicyclist Trail Use Pattern Not dependent on trails, but will use them if convenient, safe and direct Motivations / Activity Style Elements Bicycle is used as a form of transportation and motivated by fitness, environmental values, and economy Lack of a safe â&#x20AC;&#x153;systemâ&#x20AC;? of roads (with bike lanes or routes) and trails is a major barrier to this group Trail design is critical, with ability to go fast with good sight distances and directness being most important

Spillway to Townline Road Trail

Analysis of Potential Demand Determining usage feasibility is based on projections of potential future use of a proposed trail. An understanding of the volume of users may influence the design and implementation of a trail system. Several groups contribute to the user base of a trail system. • • •

current local trail users who welcome an additional recreation opportunity; new local trail users who start using trails as momentum builds around the development of a new trail system; non-local trail users will often travel from outside the local service area of a trail to take advantage of a unique recreation opportunity.

It is impossible to generate an exact total of these three user groups to determine the future use of a proposed trail system. However, examination of the core users (those living within the typical service area) aids in determining the demand for new trails. One of the best ways to determine the potential future use of a recreational trail is to survey every resident that may use the trail. The results of the random sample citizen survey do aid in gauging support for new trails. , However, both of these surveys were deemed cost prohibitive and not included in this study’s scope of work. Therefore, we looked to national surveys serve as a for this project. The United States Bureau of Transportation Statistics conducts the Omnibus Survey of 1,000 households each month to collect input on transportation issues, including recreational trail use. Utilizing the Omnibus survey results, we were able to conclude there is sufficient demand to justify the need for the proposed Spillway to Townline Road Trail. Our analysis was conducted in the following manner. The Study Area population was estimated to be 97,320 in 2004. To project a rough estimate of annual trail use, the Omnibus survey results were applied to these population numbers for the study area. While the resulting figures are not a specific projection of use, they begin to quantify the potential user base for trails in the Spillway to Townline Road Trail study area. The Omnibus percentages of those who ride bicycles and those who walk, jog, or run were used with the service area’s population figures to generate estimated number of trips. The Omnibus percentages for travel on shared use paths were used. The following is an example of how the Omnibus data was utilized to arrive at the projections presented herein. Month: February •

Population served by the trail system - 163-968

•

Did you ride a bicycle? Yes - 12.92% (21,185)

•

How many days did you ride? Mean - 5.8

•

Number of bicyclists - 21,185

•

Mean participation days per month - 5.8

•

Total Trips per month - 122,871

Spillway to Townline Road Trail

Facility Paved Roads Shoulder Bike Lanes Sidewalks Shared-Use Path Unpaved Roads Grass Other

Percent Use 50.38% 10.67% 5.71% 5.57% 22.03% 5.20% 0.00% 0.00%

Number of Trips 61,902 2,260 1,210 1,180 4,667 1,102 0 0

By completing this analysis we are able to project the anticipated pedestrian and bicycle use for the proposed Spillway to Townline Road Trail. The following table summarizes the monthly projections: Study Area Population: Mode January February March April May June July August September October November December Total

97,320 Pedestrian 96,803 77,064 80,053 78,494 90,400 91,558 32,790 No Data 141,193 101,691 70,757 94,965 781,902

Bicycle 3,207 2,770 2,416 3,753 3,657 4,715 5,059 No Data 4,782 3,390 2,555 2,230 32,557

Utilizing these projections we further estimate the following annual averages: Annual Averages Mode Monthly Average Daily Average Hourly Average

86,888 2,896 181

Bicycle 3,503 117 7

Biking Using the Omnibus use percentages for the study areaâ&#x20AC;&#x2122;s 2004 population, we projected the proposed trail will generate an average of 3,503 trips by bicycle per month (32,557 annually, 117 per day). Assuming the proposed trail will be used during the daylight hours, we project there will be an average of seven bicyclists per hour using the trail.

Spillway to Townline Road Trail

Walking, Jogging and Running An even larger number of trips may be taken by pedestrians. According to the Omnibus percentages for the study area’s 2004 population we project the population will generate an average of 86,888 trips per month (761,902 annually, 2,896 per day). Assuming the proposed trail will be used during the daylight hours, we project there will be an average of 181 pedestrians per hour using the trail. Projected Seasonal Demand of Trail versus Year-Round Because the Omnibus survey was completed on a monthly basis, we are further able to project the seasonal usage of the proposed Spillway to Townline Road Trail. The following tables summarize the projected season usage of the proposed trail:

Winter Averages Mode Monthly Average Daily Average Hourly Average

Pedestrian 89,610 2,987 249

Bicycle 2,736 91 8

Spring Averages Mode Monthly Average Daily Average Hourly Average

Pedestrian 82,983 2,766 231

Bicycle 3,275 109 9

Summer Averages Mode Monthly Average Daily Average Hourly Average

Pedestrian 62,174 2,072 173

Bicycle 4,887 163 14

Fall Averages Mode Monthly Average Daily Average Hourly Average

Pedestrian 104,547 3,485 290

Bicycle 3,576 119 10

Projected Demand for Equine Use Just one century ago, life in Pennsylvania revolved around the use of horses: for agriculture, transportation, even warfare. Today the horse is less visible in daily life, but still a large part of our culture and economy. Pennsylvania’s equestrian events and breeders of competition horses are world-renowned, and Pennsylvania’s Amish communities still rely on horse power for daily transport and farming.

Spillway to Townline Road Trail

The importance of horses is also reflected in land preservation and recreation. It is these aspects of PA’s equine industry that should be considered during greenways planning. According to Pennsylvania’s Equine Industry Inventory, Basic Economic and Demographic Characteristics, a 2003 study by the Penn State Department of Dairy and Animal Science and the Pennsylvania Department of Agriculture, equine owners retain over 1,000,000 acres in Pennsylvania as farmland or recreational open space (trails, competition space, etc.). In addition, more than 27% of horses in Pennsylvania are used for recreational (26%) and tourism (1%) activities including trail riding, other recreational riding, and outfit hunts on horseback. Such pursuits have given rise to numerous bedn-breakfasts, guest farms, and working farms welcoming visitors. Interest in horse trails has seen significant recent growth in PA, and in some cases has even spurred formation of trail preservation organizations. During the study, 3,576 equine (horses and ponies) were inventoried in Crawford County. In terms of total equine population, the county ranked 10th among the 67 Pennsylvania counties. Using the statewide percentage of equine used in recreational and/or tourism activities (27%), this plan estimates 584 equine within the county being used for recreation or tourism. Given the county’s state rank and the number of equine used in recreation pursuits, the Community Advisory Committee for this project concludes that and equestrian trail within the proposed Spillway to Townline Road Trail corridor should only be accommodated if it sufficient width is available and if it can be developed at a limited expense. Therefore, this eliminates the construction of a separate tread for equestrian use. Furthermore, even if the additional expense could be offset, it becomes an issue of constructability as in many locations along the proposed Spillway to Townline Road Trail there isn’t sufficient width to provide a separate equestrian tread.

Good Practices for Equestrian Use Trails Generally sharing a single trail tread will always be cause for conflict. When one goes to a stable, a horse track, a horse show, the county fair, or a rodeo, they arrive expecting and accepting the atmosphere surrounding the activities. In particular the horse waste is an accepted nuisance. The attendee might not like it, they accept it as part of the activity. If one goes for a walk on an equestrian trail, they go knowing what they can expect along the way. However, tolerance wanes quickly if an urbanite or suburbanite goes for a bike ride or leisure walk on a public trail that welcomes horse traffic. If equestrian use is built into the trail from the beginning, and signs of this use, such as rest-stop areas with hitching posts, it would convey the message that the trail accommodates equine usage. This can be further emphasized with signage at trail access points, and along the trail reminding users of the trail expectations. Perhaps the trail’s name could incorporate the equestrian message, by including and equestrian reference in the name, such as The Pymatuning Rail and Equestrian Trail. Also, possibly horse shelters, small 3-sided pole buildings, at the beginning and at the end could be built into the plan. These types of equestrian amenities are common place in the Amish communities in Pennsylvania. These amenities, by their very nature establish expectations. People who see these amenities at places in the community are more accepting of the horses because they realize the business supports the presence of the equine element.

Therefore, Envision Linesville must determine whether it is acceptable to share one tread with equestrian uses. In the mind of the consultant, there are several issues that impact this decision. The first is the anticipated amount of equestrian use, and the resulting displacement of trail surface caused by this use. In areas with low horse populations, the amount of equestrian use is limited, and therefore, more acceptable in a shared use path situation. Where horse populations are greater, the greater extent of use further displaces the trail material, and increases the maintenance requirements along the trail. Another issue that needs to be resolved is that of horse waste. Many urban and suburban trail users cringe at the idea of walking around, over, or through horse waste that may be left of the trail, to an equestrian, its part of day to day life with a horse. Out of respect for all trail users we recommend that if an equestrian component is part of a shared use trail, we recommend that rules be posted specific to equestrian use of the trail. Should equestrian use of the trail be desired, this acceptance of this use must be conveyed to all users of the proposed trail from the onset. 62

Spillway to Townline Road Trail

Projection of Probable Demand for the Proposed Spillway to Townline Road Trail The results of our U.S. Department of Transportation Statistics analysis project that the proposed Spillway to Townline Road Trail will be visited eight hundred thousand times annually. In our opinion this projection appears to be quite liberal and may, in fact, overstate the actual reality that may be achieved. We believe this to be true as trail use estimates based on actual trail data, collected on existing trails in Pennsylvania, typically estimate trail visits for similar trails at about one third of the amount projected herein. Based on these assumptions, we estimate a more realistic project of annual trail use for the proposed Spillway to Townline Road Trail be approximately 150,000 visits per year. With trail users visiting the trail an average of 8.57 times per year, this means the trail will be visited by approximately 17,500 users per year. Given the proximity of the proposed trail to Pymatuning State Park, and the effort being undertaken by Envision Linesville to connect the Linesville Campground with this proposed trail, over time we expect these visitation rates will be achieved. Furthermore, of the proposed trail can be extended east, to Conneaut Lake, the Ernst Trail, and Meadville beyond, then the trail will achieve a regionally significant status and visitation should increase even further. Based on this analysis we believe the demand for this proposed trail is sufficient to warrant an investment in the development, management, operation, and maintenance of this trail corridor.

Projected Economic Benefits The economic benefits of greenway development are well-documented by several studies completed along developed rail trails. In 2007, the Oil Region Alliance and Allegheny Valley Trails Association published a study of the trail system within the Oil Heritage Region. The study, Trail Utilization Study: Analysis of the Trail Systems within the Oil Heritage Region 2006 concluded that trail users were having a measurable, positive impact on the Oil Region’s economy. Specifically, the report stated: •

It is estimated that 160,792 trail users frequented the trail system, within the Oil Heritage Region in 2006, creating an overall estimated economic impact of roughly $4.31 million.

•

Approximately seventy-five percent of surveyed trail users cited the trails as their main reason for visiting the Region. The majority of the trail users visit the trails a few times a year. Seventy-seven percent of the users are day trip users who prefer to visit in the autumn and summer seasons. The users who do stay overnight tend to stay for two nights on average and often in campgrounds.

•

Trail users surveyed were predominantly from Pennsylvania. Only twenty-three percent of in-state users were categorized as living in the Oil Heritage Region.

•

Trail users typically access the trails with at least one other person and travel, on average, a distance of 33.25 miles to get to the trail system.

•

Non-local trail users spent an average of $32.93 per person per day, while those users categorized as living in the Oil Heritage region spent an average of $3.71 per person per day.

•

During the time period of this study, between July and October of 2006, trail users created an economic benefit of $2.22 million within the Oil Heritage Region.

In 2007 the York County Rail Trail Authority published the “Heritage Rail Trail County Park 2007 User Survey and Economic Impact Analysis. This study was conducted eight years after the opening of the York County Heritage Rail

Spillway to Townline Road Trail

Trail Park, a 21 mile rail trail located in York County, Pennsylvania. This study confirmed the results and validated three other similar surveys that were completed for the trail in 1999, 2001, and 2004. The study, concluded that trail users were having a measurable, positive impact on the York County economy. Specifically, the report stated: •

In terms of economic impact, 85% of the respondents indicated they had purchased “hard goods” in the past year in conjunction with their use of the trail. The majority of these purchases were bicycles and bike supplies that resulted in an average purchase amount of $367.12. While these types of purchases are not annually recurring, even with the most conservative usage estimate they amount to millions of dollars in sales. Hard Goods

•

Bikes Bike Supplies Auto Accessories Running / Walking / Hiking Shoes Clothing Camping Gear Nothing

1999 29.60% 31.20% n/a 6.00% 13.40% n/a 17.20%

2001 27.34% 32.31% n/a 7.46% 12.43% n/a 20.46%

2004 26.03% 26.76% 15.28% 1.07% 15.45% n/a 14.23%

2007 27.40% 25.50% 25.50% 9.50% 13.70% 10.40% 10.40%

Average Hard Goods Purchase

$337.14

$367.12

$347.11

$367.77

Even more significant is the purchase of “soft goods” (water, soda, candy, ice cream, lunches, etc.). 72% of the respondents indicated that they purchased these types of items on their most recent trip to the trail. The average purchase amount per person was $12.66. Considering that the average user makes several trips to the trail on an annual basis, at the minimum these types of purchases are contributing several hundred thousand dollars to the York County economy. And, these types of purchases are recurring trip after trip, and year after year. Soft Goods Bottled Water / Soft Drinks Candy / Snack Foods Sandwiches Ice Cream Lunch at Restaurant along trail Film Fuel None of the Above

1999 27.20% 16.20% 8.40% 8.90% 19.10% 2.70% n/a 20.20%

2001 29.46% 16.67% 8.91% 9.88% 13.76% 2.71% n/a 18.60%

2004 26.46% 12.46% 8.46% 8.46% 17.23% 1.23% n/a 25.69%

2007 25.80% 9.70% 9.50% 11.50% 17.50% 4.30% 4.30% 20.90%

Average Soft Goods Purchase

$6.47

$8.33

$13.97

$12.86

12% of respondents indicated their visit to the trail involved an overnight stay. On average they spent $51 on accommodations, per night, that ranged from $100 per night in a hotel to $20 per night at a campground.

To cater to the needs of recreational users, new service businesses, such as bike shops, canoe & kayak rentals, restaurants, campsites, and bed and breakfasts often spring up around recreational greenways. These new businesses bring new jobs and additional tax dollars to the host municipalities.

Spillway to Townline Road Trail

In 2006 the Rails to Trail Conservancy published the “Pine Creek Trail 2006 User Survey and Economic Impact Analysis”. This study utilized was conducted with the same methodology that was developed and used for the York County Heritage Rail Trail Park study. The Pine Creek Trail is a 62 mile long rail trail located in north central Pennsylvania from Ansonia in Tioga County to Jersey Shore in Lycoming County. The study, concluded that trail users were having a measurable, positive impact on the region’s economy. Specifically, the report stated: •

In terms of economic impact, 85% of the respondents indicated they had purchased “hard goods” in the past year in conjunction with their use of the trail. The majority of these purchases were bicycles and bike supplies that resulted in an average purchase amount of $354.07. While these types of purchases are not annually recurring, even with the most conservative usage estimate they amount to millions of dollars in sales. Hard Goods

•

Bikes Bike Supplies Auto Accessories Running / Walking / Hiking Shoes Clothing Camping Gear Nothing

2007 23.00% 26.00% 7.00% 9.00% 13.00% 4.00% 18.00%

Average Hard Goods Purchase

$354.97

Even more significant is the purchase of “soft goods” (water, soda, candy, ice cream, lunches, etc.). The average purchase amount per person was $30.30. Considering that the average user makes several trips to the trail on an annual basis, at the minimum these types of purchases are contributing several hundred thousand dollars to the trail region’s economy. Soft Goods Bottled Water / Soft Drinks Candy / Snack Foods Sandwiches Ice Cream Lunch at Restaurant along trail Horse Rental Other None of the Above Average Soft Goods Purchase

Spillway to Townline Road Trail

2007 24.00% 14.00% 11.00% 16.00% 17.00% 0.30% 3.00% 14.00% $30.30

•

Given its location and the overall trail length, the Pine Creek Trail is considered a destination trail. As such 57% of survey respondents indicated their visit to the trail involved an overnight stay. On average they spent $69.08, per night, on accommodations and the average length of stay was 3.34 nights.

The Allegheny Trail Alliance conducted a user survey of their trail system, including 100 of the 150 continuous miles of the Great Allegheny Passage, between Pittsburgh, PA and Cumberland, MD as well as the Montour Trail near Pittsburgh International Airport. Their study, the 2002 User Survey, asked collected and analyzed data on trail use, distances traveled, spending in local communities, and spending on bikes and equipment. Highlights of the survey results include: • • • • •

59% of trail users made some type of small item purchase, such as food, clothing, and gas, at businesses in local trail-related communities. The average person spent $8.84 per trip on small purchases. Per-trip spending varied at different trailheads surveyed, ranging from $2.87 per person at the Montour Trail to $15.61 at the Confluence trailhead of the Great Allegheny Passage. Spending varied substantially with distances traveled, ranging from $4.03 per person per trip for those traveling less than 10 miles (one way) to a trailhead; to $15.44 per person per trip for those traveling more than 60 miles. 13.3% of trail users stayed overnight during their trail visit, and the average number of nights stayed among those users was 2.4 nights.

According to DCNR, tourism is the second largest industry in the Commonwealth and nearly one-fifth of Pennsylvania’s tourists travel to enjoy its outdoor amenities. A recent Pennsylvania study noted that in 2002, recreational tourism accounted for 459,000 jobs statewide, an increase of 100,000 from 1998. In addition, the report noted that “there is also evidence to demonstrate that communities with recreational greenways have witnessed significant increases in real estate values.” Moreover, greenways can encourage new residents to settle in an area. Young people and families are attracted to places that provide opportunities for easy access to outdoor recreation. Greenway trails provide such accessibility since they connect population centers to parks and other natural amenities. Economic Development Potential of the Proposed Spillway to Townline Road Trail Three studies have been completed by the Rails to Trail Conservancy to collect data regarding trail use. These studies were conducted using the methodology described in the “Trail Users Survey Workbook”, published by the Rails to Trail Conservancy. The three trails surveyed include: • • •

Pine Creek Rail Trail, a destination trail York County Heritage Trail, a suburban trail Northern Central Railroad Trail, an urban trail

The survey asked respondents several questions related to expenses incurred for the trip. Respondents were asked to identify their hard costs, and soft costs related to their current trip. Hard costs are those associated with the purchase of bikes, bike racks, bike accessories, running shoes, rain gear, etc. Hard cost expenses generally occur in or near the hometown of the survey respondent. Soft good expenses include those associated with the purchase of consumable goods such as snacks, water, meals, ice cream, etc. Soft good purchases generally are made by the trail user within the trail corridor. Because the three trails surveyed represent different trail types, the results of the most similar type of trail, the York County Heritage Trail, are utilized in this projection. Pine Creek, being a destination trail, showed substantially higher soft good expenditures at $30.97, and the Northern Central Railroad Trail showed lower soft good expenditures at $9.97. Soft good expenses related to the Heritage Trail users averaged $13.97 per person. Approximately 70% of the Heritage Trail trail users that were surveyed indicated they made a soft goods purchase along the trail. 66

Spillway to Townline Road Trail

Assuming a conservative estimate of 150,000 trips being made on the proposed Spillway to Townline Road Trail, one third of the amount projected with the Omnibus Survey results, we project the following soft and hard good expenditures will be made in relationship to the trail: Projected Soft Good Expenditures within the Corridor

Soft Goods

Projected Annual Trips

Percent Making Purchase

150,000

Average Expenses

74%

Total

$12.76

$1,416,360

Projected Annual Hard Good Expenses

Hard Goods

Projected Annual Trips

Percent Making Purchase

150,000

85%

Average Average Expenses Life (Years) $367

Ave. No. of Trips 7.97

Total

$978,513

Utilizing the data from the York County Heritage Trail survey, we conservatively project the proposed Spillway to Townline Road Trail will generate over $1.4 million in soft good purchases in the northwest Pennsylvania region which encompasses the trail. In addition, another $970,000 million will be spent to purchase hard goods. We estimate a small portion of the hard good purchases will be made in the vicinity of the trail while the bulk of hard good purchases will be made near the trail usersâ&#x20AC;&#x2122; hometowns, primarily in Pennsylvania, and a small percent will be made out of state, on line, or through mail order purchases.

Spillway to Townline Road Trail

Physical Inventory and Assessment

Physical Inventory and Assessment Detailed mapping of the proposed Spillway to Townline Road Trail corridor was prepared, at a scale of 1” = 300’, using the following data: • • • • • • • •

Parcel data digitized from Crawford County Assessment Maps Topographic data, two foot contours, from the PAMap LIDAR PAMap Aerial Photography, dated 2006 United States Department of Agriculture, National Resource Conservation Services, Digital Soils Survey Crawford County Natural Heritage Area Inventory prepared by the Pennsylvania Natural Heritage Partnership Pennsylvania Department of Environmental Resources Chapter 93 Streams Federal Emergency Management Agency Flood Plain Mapping U.S. Fish and Wildlife National Wetland Inventory Mapping

Each of these data sources were overlaid in a geographic information system (GIS) to prepare the base map for this project.

Existing Corridor Roadway Right-of-Ways A review of the Pennsylvania Department of Transportation’s (PennDOT) General Highway Map, Crawford County, 2008, indicates PennDOT holds the right-of-ways and jurisdiction over the following roads within the study area: • •

State Route 3011, Hartstown Road U.S. Route 6

Should the proposed trail be located within or cross a PennDOT right-of-way the proposed improvements must: • •

Meet PennDOT Standards Be reviewed and approved by PennDOT through their Highway Occupancy Permit process Bill Petit, District Executive PennDOT District 1-0 255 Elm Street Oil City, PA 16301 (814) 678-7085

wpetit@state.pa.us

A review of the “Right of-Way and Track Map, Meadville, Conneaut Lake, & Linesville Railroad, operated by the Bessemer & Lake Erie Railroad” valuation maps V.8-9, V8-10, and V8-11, dated June 30, 1916, document the location and width of the former rail corridor. The corridor is typically six feet wide east of the wye with the Pennsylvania Railroad Erie & Pittsburgh Division line.

Spillway to Townline Road Trail

Natural Features Inventory Natural features of a given corridor provide opportunities and constraints to trail development. The following natural features were inventoried during the planning process to determine their impact on the proposed trail: • • • • • • • • • • • •

Natural History Geology Soils Topography Biological Diversity Areas Important Bird Areas Floodplains Hydrology Wetlands Existing Vegetation Wildlife

Natural History Pymatuning State Park is located in a region of North America that has been shaped and reshaped by continental glaciers more than one time. Some geologists believe the swamp, before the glaciers, was a deep tropical valley covered by a salt lake with no outlet. Between the advances and retreats, surface water and runoff drained into, what we know today as, Lake Erie until the last glaciers retreated. Ice from the Wisconsinan glacier, as much as a mile thick, is thought to have covered the entire area and as it retreated some evidence leads us to believe that a large freshwater lake was created. Drainage of the area shifted to flowing southward into the tributaries of what is now the Ohio River. Over thousands of years, sedimentation and natural erosion eventually silted in that lake and the area became a vast swamp and wetland complex. The swamps, springs, seeps and streams collected and drained into the now named Shenango River. The great swamp covering as much as 23,000 acres was surrounded by thick forests of mixed pine and deciduous tree composition. White pine, oak, hickory, maple and beech were dominant trees at times. The habitation by humans, and the eventual historic records, revel that the swamps and wetlands were noted for the medicinal properties of many of the herbaceous plants. Erosion, sedimentation, infiltration, and natural succession of the flora communities influenced the composition and variety of the fauna. Lakes and waterways were populated by fish and turtles, wetlands, bogs and swamps provided for a myriad of reptiles, amphibians and birds while the thick forests provided food, cover, and habitats for the varied forms of wildlife. Energy exchange, nutrient cycling and recycling were carried out by all of these ecosystems. The area, in the earliest times was home to elk, deer, bear, mountain lion, wolves, otters, bobcat, beaver, and many other creatures that are still here today. The first human inhabitants are recorded to be in the area around 900 AD. The swamp and surrounding forests presented them with a bounty of game to hunt and berries, seeds, and roots to gather. As the Native Americans became less of the hunter gatherer nomads, the swamp and forests provided all of the necessities for their transition into settling permanent villages and family groups.

Spillway to Townline Road Trail

Geology Geology is the science that deals with the study of the earth and its history, and is the name of the natural features of our planet. The modern landscape reflects millions of years of natural events. The different events that took place in various parts of the states are reflected in the vast array of landscapes. Because forces acting on the land had different effects, Pennsylvania is divided into six physiographic provinces, and Ohio into five physiographic provinces. Each province has a particular type of landscape and geology. The Shenango River watershed is located in the Appalachian Plateaus Province, extending from Greene and Somerset counties in the southwest to Wayne, Pike, and Erie counties in the north. The Appalachian Plateaus Province covers the greatest area of Pennsylvania and the eastern portion of Ohio. Figure 2-1 shows the surface geology of the watershed. The Northwestern Glaciated Pittsburgh Plateau section, a portion of the Appalachian Plateaus Province, consists of broad, rounded uplands cut by long, linear valleys. Within the Shenango River watershed, upland linearity is obscure to absent. Uplands are cut by flat-floored, narrow to wide valleys that are separated from adjacent uplands by steep slopes on one or both sides of the valley. For the most part, valleys are very linear and oriented northwest to southeast. The valley floors are often wetlands. Local relief between valley floor and the top of an adjacent upland may be up to 600 feet, but is generally less. Local relief on the valley floors and the uplands is less than 100 feet. Elevation ranges from 900 to 2,200 feet. The drainage pattern of streams in this section is dendritic. Bedrock, which is covered largely by glacial deposits, consists of a variety of sandstone, siltstones, shales, conglomerates, and coal. Many of these rocks are relatively soft and were easily eroded into linear landforms by the continental glaciers. Two glaciers, the Illinoisan and Wisconsinan, changed the surface of the region. Glaciers smoothed off hilltops and ridges, gouged out valleys, and left thick deposits of glacial drift in valleys and thin mantles on uplands. As glaciers moved south, clay, silt, sand, gravel, cobblestones, and boulders were incorporated into the advancing ice. Some of these materials became glacial till when they became trapped and overridden by the ice. As glaciers retreated, more material was deposited in layers or pockets, known as outwash. Numerous knobs, mounds, and terraces along valley walls make up kame deposits of clean-sorted sand and gravel. It is estimated that the most recent glaciations occurred 10,000 to 15,000 years ago. Northwestern Pennsylvania is underlined with bedrock from the Late Devonian, Early Mississippian, and Early Pennsylvanian ages. The Devonian age bedrock, 365 to 405 million years old, is made up of red sandstone, gray shale, black shale, limestone, and chert. The Mississippian age bedrock, 330 to 365 million years old, is made up of red and gray sandstone, shale, and limestone. The Pennsylvanian age bedrock, 290 to 330 million years old, is made up of cyclic sequences of sandstone, red and gray shale, conglomerate, clay, coal, and limestone. The Upper Shenango River subwatershed contains sandstone and shale of the Pocono formation (Mississippian age). Devonian rocks underlie the Pymatuning Reservoir. Although Mississippian rocks are found along the lower valley sides, they generally underlie valley sides and upland areas between the north and south ends of Pymatuning State Park. A thin, isolated patch of Pennsylvanian rocks caps the summit to the east of Jamestown. Source: Shenango River Watershed Conservation Plan, July 2005

Spillway to Townline Road Trail

Soils The soils of Pymatuning State Park inherited many of their properties from those of geologic formations of the County. They formed in materials resulting from the effect of glaciation bedrock. Generally glacial drift includes deposits of till, outwash, and lucustrine material. The surface of the park was greatly changed during at least the period that two great glaciers advanced from the north. The ice of the Illinoian glacier covered the entire county, and later the Wisconsin glacier covered all but the southeastern corner of the County between Thompson Creek and Titusville. These glaciers planed off the hilltops and ridges, gouged valleys parallel to the ice movement and left a thick deposit of glacial drift in the valleys. The glacial till is a compact mixture of minerals that range from boulders to clay in the size of fragments and particles. It contains many fragments of the grassy, acid sandstone, siltstones, and shale. The till is made of materials deposited under advancing ice sheets, and ablation material dropped in place as stagnant ice melted. Valois, Hanover, Alvira, Shelmadine, and Aldin soils formed in Illinoian till. Because the later ice sheets reworked much of the Illinoian till, soils that formed in the Wisconsin till are similar. Valois, Cambridge, Venango, Frenchtown, and Alden soils formed in the Wisconsin till. In some areas the Wisconsin till is enriched with limestone and fragments of calcareous shale. Platea and Sheffield soils formed in these areas. Since glacial times, thick deposits of peat and muck have accumulated in many kettles, lakes, bogs, and swaps. Carlisle soils formed in these deposits. After the Wisconsin glaciers melted, about 15,000 years ago, land surfaces that had been depressed by great loads of ice began to rise or rebound. Cycles of upland and valley erosion were renewed, as shown by the high position of outwash terraces and two levels of post-glacial alluvial deposits on floodplains. Haven and Scio soils formed deposits on the older floodplains or high bottoms. Pope, Philo, and Holly soils formed in recent alluvium on the lower bottoms. The U.S. Department of Agriculture Natural Resource Conservation Service maintains soil data and mapping for the United States. Their soil survey information for Crawford County provides information on soil properties and their respective limitations. In addition to the soil survey data, Pashek Associates reviewed a list of hydric and prime agricultural soils for Crawford County. The following table depicts the study area’s soil characteristics and limitations to development. Based on this data the following conclusions can be made. • • •

Many of the soils in the corridor have a shallow depth to saturation. Several of the soils contain hydric components. This is expected in areas that contain floodplains or that are located within or are in close proximity to floodplains. If the proposed trail can be developed on the former railbed, these limiting conditions can be avoided. In several instances the drainage structures related to the railbed have failed, and therefore, washouts have occurred. This drainage structures will need to be rehabilitated if the trail will be developed.

Spillway to Townline Road Trail

Soil Name

Sym

Hydric

Prime Farm

Alden silt loam

Braceville gravelly loam, 0 to 3 percent slopes

BrA

Cambridge silt loam, 3 to 8 percent slopes

CaB

Cut Fill Carlisle muck

CF CM

Chenango, 0 to 3 percent slopes Chenango, 3 to 8 percent slopes Frenchtown silt loam, 0 to 3 percent slopes

CoA CoB FhA

Halsey silt loam

Haven silt loam Haven silt loam Holly silt loam

HvA HvB Hy

Holly silty clay loam

Red Hook loam

Scio silt loam, 3 to 8 percent slopes

ScB

Venango silt loam, 3 to 8 percent slopes

VnB

Wyoming gravelly sandy loam, 0 to 3 percent slopes Wyoming gravelly sandy loam, 3 to 8 percent slopes Wyoming gravelly sandy loam, 8 to 15 percent slopes Wyoming gravelly sandy loam, 15 to 25 percent slopes

WyA WyB WyC

Very - Depth to saturated zone Somewhat - Depth to saturated zone Somewhat - Depth to saturated zone Not Rated Very - Depth to saturated zone Not limited Not limited Very - Depth to saturated zone Very - Depth to saturated zone Not limited Not limited Very - Depth to saturated zone Very - Depth to saturated zone Somewhat - Depth to saturated zone Somewhat - Depth to saturated zone Somewhat - Depth to saturated zone Not limited Not limited Not limited

WyD

Not limited

9 9 9

Limitations to Trail Development

Source: http://soildatamart.nrcs.usda.gov/

Spillway to Townline Road Trail

Topography The corridor parallels the northern portion of the Pymatuning Reservoir. Therefore, the topography is characterized a gently sloping to flat land which contains poorly draining soils.

Biological Diversity Areas Pennsylvania Natural Heritage Program (PNHP) is responsible for collecting, tracking, and interpreting information regarding the Commonwealth’s biological diversity. The PNHP is a partnership between the Department of Conservation and Natural Resources (DCNR), the Pennsylvania Game Commission, and the Fish and Boat Commission, Western Pennsylvania Conservancy. In 2008, the PNHP published the Crawford County Natural Heritage Area Inventory. This document is designed to provide information about the biological diversity of the county. These natural heritage resources are defined as follows in the Natural Heritage Inventory report: Biological Diversity Area (BDA) BDAs are areas containing plants or animals of special concern at state or federal levels, exemplary natural communities, or exceptional native diversity. BDAs include both the immediate habitat and surrounding lands important in the support of these special elements and are mapped according to their sensitivity to human activities. “Core” areas delineate essential habitat that cannot absorb significant levels of activity without substantial impact to the elements of concern. “Supporting Natural Landscape” areas maintain vital ecological processes or secondary habitat that may be able to accommodate some types of low-impact activities. Landscape Conservation Area (LCA) LCAs are large contiguous areas that are important because of their size, open space, habitats, and/or inclusion of one or more BDAs. Although an LCA includes a variety of land uses, it typically has not been heavily disturbed and thus retains much of its natural character. These large regions can be viewed as regional assets. They improve quality of life by providing a landscape imbued with a sense of beauty and wilderness, they provide a sustainable economic base, and their high ecological integrity offers unique capacity to support biodiversity and human health. Planning and stewardship efforts can preserve these landscape functions by limiting the overall amount of land converted to other uses, thereby minimizing fragmentation of these areas.

Important Bird Area (IBA) The Pennsylvania Audubon Society administers the state’s IBA Program and defines an IBA as “a site that is part of a global network of places recognized for their outstanding value to bird conservation.” An IBA must meet one of several criteria developed by the Ornithological Technical Committee of the Pennsylvania Biological Survey (http://pa.audubon. org/Ibamain.htm). Planning for these areas should consider how best to maintain their value as bird habitat. The value of some large-scale IBAs may be due to the forest interior habitat contained within them. Natural communities that have a particular habitat value for birds (e.g., wetland) are typically the basis for smaller-scale IBAs, therefore, a high degree of protection should be given to these sites. Conservation plans are in the process of being completed for all IBAs in the state. A review of the proposed Spillway Trail to Townline Road trail corridor identifies the following biological and ecological resources within the study area. Pymatuning Reservoir Biological Diversity Area (BDA) Pymatuning Reservoir Biological Diversity Area located in Shenango and Pine Townships. This area includes the eastern portion of Pymatuning reservoir and marsh and supports several bird species of concern. When categorized among the other natural heritage areas located within Crawford County, this BDA received a designation of “Exceptional Significance.” 76

Spillway to Townline Road Trail

The damming of the Shenango River in the 1930â&#x20AC;&#x2122;s created Pymatuning Reservoir. Originally, this area contained one of the largest wetland complexes in the state, however, a substantial portion of this wetland was lost upon creation of the lake and reservoir. This BDA is designated around the northeastern portion of the Reservoir that serves as important breeding habitat for three species of concern including the marsh wren (Cistothorus palustris) and prothonotary warbler (Protonotaria citrea). Each of these species uses a different habitat within the greater ecosystem of the reservoir as it transitions to the extensive marsh that follows the Shenango River downstream. Marsh wrens prefer to nest in emergent marshes with a large cattail (Typha spp.) component. They use grasses and sedges to build nests that are typically secured to larger emergent plants such as cattail. Prothonotary warblers are a habitat-specific species, nesting in the trees of bottomland forests that are near to or over open water. Finally, the species of concern at this site uses large trees in forests that are near large bodies of water. Additionally, bog-mat (Wolffiella gladiata), an aquatic plant species of concern is common throughout the reservoir.

Threats and Stresses to the Pymatuning Reservoir BDA The bird habitats contained within this BDA are also within Pymatuning State Park and are therefore afforded protection from inappropriate development. However, these species can be extremely sensitive to human disturbance during the breeding season. Even the slightest human interference such as nest observers and hikers can disturb these species. Any activity that would influence the habitat and water quality, such as pollution and nutrients that may enter the system via runoff from upland agricultural areas would have a direct effect on these species. Recommendations for the Pymatuning Reservoir BDA These species should be considered when management plans for Pymatuning State Park are being established. Limiting human disturbance, such as hiking and boating, in nesting areas during the breeding season is highly recommended. Best management practices applied to upland agricultural fields will reduce the risk of water pollution and habitat degradation.

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Although there is a recommendation indicating human disturbance should be limited, this shouldnâ&#x20AC;&#x2122;t preclude the consideration of the proposed trail. Further analysis should be conducted to determine the locations and extent of the nesting habitat(s) to determine their proximity to the proposed trail. The Pymatuning Reservoir BDA is fairly large and supports a number of breeding birds, some of which may not be impacted by the trail because they exist in the middle of the marsh. Based on a discussion with the PNHP staff, some of the nesting site(s) in question are approximately two hundred meters off the rail bed. This particular species is deemed sensitive by the resource agencies, therefore the specifics of it cannot be named. The breeding season for this species lasts from January to September, with the most sensitive portion of the season being from approximately March to May. That said, the nesting site(s) may be out of the sight line of proposed trail (due to forests) and itâ&#x20AC;&#x2122;s not particularly feasible or desirable to close a trail for this length of time. The reservoir is ecologically valuable and provides habitat for <etc> and that the needs of the species should be taken into account as the proposed trail is advanced. Should it be desirable to close the proposed trail corridor for a period of time during the breeding season, there are examples of such closures in Presque Isle State Park. Pymatuning Marsh Landscape Conservation Area (LCA) The Pymatuning Marsh LCA is located in Conneaut, East Fallowfield, North Shenango, Pine, Sadsbury, South Shenango, Summit, and West Fallowfield Townships. It includes an extensive marsh complex that follows the Shenango River outlet from Pymatuning Reservoir that supports numerous plants, animals, and natural communities of conservation concern. Pymatuning-Hartstown Complex Important Bird Area Pine Township is located along the western border of Crawford County, not quite touching the Ohio border. The majority of this township is water, with Pymatuning Reservoir covering more than half of the township and a relatively large associated wetland complex in the southeast corner. Most of the Pymatuning shoreline is contained within Pymatuning State Park. Several small Islands, including Harris, Clark, Whaley, Ford, and Glenn Islands are within the part of the reservoir located in Pine Township. About twenty percent of the township is forested. The majority of forested areas are within the shoreline of Pymatuning and stream valley slopes of the Shenango River tributaries. Near the Borough of Linesville, which is largely residential, a small amount of the land is in agricultural production, primarily in the form of row crops. The Pymatuning, Hartstown Complex Important Bird Area (IBA) is located along the eastern side of the township, providing extensive habitat for waterfowl, shorebirds, and many other rare avian species. Special consideration will be given to protect and conserve these areas along the proposed Spillway to Townline Road Trail corridor during the planning and design process. At the same time, these areas provide opportunities for environmental interpretation of the corridor by providing locations for interpretative signage for school groups, biding clubs, environmental groups, and the general public.

Floodplains The FEMA 100 year Floodplain is shown on the Site Analysis. Given the function of the Pymatuning Reservoir is to provide flood control downstream, the 100 year floodplain is contained within the perimeter of the reservoir. The floodplain also extends northward along Linesville Creek to the vicinity of U.S. Route 6 (Erie Street).

Hydrology The Pymatuning lake basin encompasses an area of approximately 158 square miles in southeast Ashtabula County, Ohio and southwestern Crawford County, Pennsylvania. The lake is an artificial impoundment of the Shenango River, a tributary of the Beaver River. The main lake covers approximately 12,000 acres and the upper lake (in Pennsylvania) is about 2,600 acres. The main water courses which lie in the drainage basin are Gravel Run feeding the lake from the 78

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northwest, Black Creek which feeds the lake from the northeast, Paden Creek feeding from the north, the Shenango River and Bennett Run from the east, and McMichael Creek from the west. The remainders of the water courses flowing into the reservoir are classified as unnamed and/or intermittent streams. At least nine small ponds and lakes under private ownership are located on several of the streams outside the park boundaries. The Pymatuning Reservoir is approximately 17 miles long, averages 1.6 miles across, is 35 feet at its deepest and has a capacity of 64,275,000,000 gallons of water. The headwaters of the Shenango River begin about eight miles to the west within the Hartstown Swamp in Hartstown, Pennsylvania. Part of the old river channel is an underwater feature of the reservoir and reemerges below the dam as the Shenango River at the southern most end. The park land is primarily woodlots of varying sizes, the largest an estimated 328 acres, and most have locations that will fall in the classification of wetlands. The most significant and larger wetlands are located in the northern sections of Padanaram and in the Beaver Dam Trail woodlot. Non-point source pollution occurs as run-off from parking lots, roadways and boat launches within the park. Additional pollution (trash and litter and water run off) occurs from drain ditches along township, county and state roadways and their intersections of the approximate 22 named, unnamed intermittent streams, and storm drains. Water quality of discharged water from the treatment plant is excellent and contributed to the plants sophisticated treatments. Water quality of the approximately 22 named and unnamed intermittent streams is unknown at this time. It is likely that most will be affected by agricultural run-off and/or conditions related to seasonal and year around residential and recreational activities. Linesville Creek enters the northern portion of the Pymatuning Reservoir, in the vicinity of South Chestnut Street, in Pine Township. The proposed trail corridor crosses the creek in a perpendicular fashion. Linesville Creek is classified in the Pennsylvania Code, Chapter 93 , as a warm water fishery. The Pennsylvania Game Commission has established special fishing regulations for the portion of the creek, between the railroad crossing parallel to U.S. Route 6 in Linesville, south to its confluence with the reservoir. These nursery waters closed to all fishing March 1 through April 15. There are several other unnamed tributaries that flow across the corridor. All of these tributaries were piped through the rail bed to preserve the functionality of the railbed during rail operations. Many of these structures have failed due to lack of maintenance and should be rehabilitated before construction of a trail is considered.

Wetlands Locations of wetlands as obtained from the U.S. Fish and Wildlife Serviceâ&#x20AC;&#x2122;s National Wetland Inventory mapping is shown on the site analysis. Typically, these locations are not a comprehensive identification of all jurisdictional wetlands. Furthermore, their boundaries can be broad based and may include non-wetland areas within the designation. An inventory of wetlands and jurisdictional determination will be required during the final design of the various segments of the trail. The U.S. Army Corps of Engineers and the Pennsylvania Department of Environmental Projection regulate impacts to jurisdictional wetlands. Wetlands should be viewed as an essential component of the trail corridor and protected accordingly. For those wetlands contained within the trail corridor, the municipality having jurisdiction must not allow any use that might adversely impact the wetlands.

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Existing Vegetation The Pymatuning State Park Resource Management Plan indicates the vegetative composition of the Propagation Low Density Management Area Unit of the park consists of grasses, northern hardwoods, mixed conifers, pine plantations in the south, wetlands, and associated vegetation and agricultural plantings rotated for wildlife. The Vegetation Maps contained in the Resource Management Plan indicate the proposed trail is located in three specific vegetation units. They include: -

Unit G1 (located around the Linesville Fish Hatchery): Regularly maintained grasses. Unit 03 (across the northern boundary of the park): Upland open area, old field meadows, natural herbaceous vegetation. Unit U4 (eastern marsh / wetland): Marsh and wet meadow, characterized by emerging herbaceous vegetation and saturated to surface or flooded with water.

A complete inventory of vegetation present in Pymatuning State Park in contained in the appendix of the Pymatuning State Park Management Plan. Invasive Species Invasive species that have been identified within the park are garlic mustard (Alliaria officinalis), narrow-leaved cattail (Typha angustifolia), Japanese honeysuckle (Lonicera japonica), reed grass (Phragmites communis), dandelion (Taraxacum officinale), Russian olive (Elaeagnus angustifolia), multiflora rose (Rosa multiflora), Canada thistle (Cirsium arvense), European starling (Sturnus vulgaris), and the European house sparrow (Passer domesticus). Noxious Plants should take into consideration the above mentioned Invasive species and should be managed accordingly. Poison ivy (Rhus radicans) grows throughout the park, however growth within the cabin/cottage and campground areas are the only locations where this noxious plant may be considered a problem. American lotus (Nelumbo lutea) has become a nuisance aquatic plant for boaters and the docking facility located in the Padanaram Livery bay. Nuisance Animals include the Canada goose (Branta Canadensis). There have been complaints about the amount of goose droppings that are present on the Main beach and the beach located in the campground. In addition to the droppings of the geese, the grass that is managed as lawns surrounding the beaches has been extensively grazed by the geese. This problem is compounded by the feeding of the geese by visitors that are both unaware and unconcerned with the problems.

Wildlife - Significant Species (Known) • • • • • • • • • •

Bald eagle (Haliaeetus leucocephalus) Black bear (Ursus americanus) Beaver (Castor canadensis) Yellow-bellied sapsucker (Sphyrapicus varius) Common tern (Sterna hirundo) Osprey (Pandion haliaetus) Broad-wing hawk (Buteo platypterus) Barred owl (Strix varia) Scarlet Tanager (Piranga olivacea) American Larch a.k.a. Tamarack (Larix laricina)

A complete inventory of wildlife present in Pymatuning State Park in contained in the appendix of the Pymatuning State Park Management Plan.

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U.S. Fish and Wildlife Service National Bald Eagle Management Guidelines In 2007 the U.S. Fish and Wildlife Service published the “National Bald Eagle Management Guidelines” to provide guidelines with respect the avoiding disturbance of the species during the periods which they are most sensitive. The following information has been excerpted from this publication.

U.S. Fish and Wildlife Service 315 S Allen St # 322 State College, PA 16801 (814) 234-4090

The bald eagle (Haliaeetus leucocephalus) is protected by the Bald and Golden Eagle Protection Act (Eagle Act) and the Migratory Bird Treaty Act (MBTA). The MBTA and the Eagle Act protect bald eagles from a variety of harmful actions and impacts. The U.S. Fish and Wildlife Service developed these National Bald Eagle Management Guidelines to advise landowners, land managers, and others who share public and private lands with bald eagles when and under what circumstances the protective provisions of the Eagle Act may apply to their activities. A variety of human activities can potentially interfere with bald eagles, affecting their ability to forage, nest, roost, breed, or raise young. The Guidelines are intended to help people minimize such impacts to bald eagles, particularly where they may constitute “disturbance,” which is prohibited by the Eagle Act. The Guidelines are intended to: 1. Publicize the provisions of the Eagle Act that continue to protect bald eagles, in order to reduce the possibility that people will violate the law, 2. Advise landowners, land managers and the general public of the potential for various human activities to disturb bald eagles, and 3. Encourage additional nonbinding land management practices that benefit bald eagles (see Additional Recommendations section). While the Guidelines include general recommendations for land management practices that will benefit bald eagles, the document is intended primarily as a tool for landowners and planners who seek information and recommendations regarding how to avoid disturbing bald eagles. Many States and some tribal entities have developed state specific management plans, regulations, and/or guidance for landowners and land managers to protect and enhance bald eagle habitat, and we encourage the continued development and use of these planning tools to benefit bald eagles. Adherence to the Guidelines herein will benefit individuals, agencies, organizations, and companies by helping them avoid violations of the law. However, the Guidelines themselves are not law. Rather, they are recommendations based on several decades of behavioral observations, science, and conservation measures to avoid or minimize adverse impacts to bald eagles. The U.S. Fish and Wildlife Service strongly encourages adherence to these guidelines to ensure that bald and golden eagle populations will continue to be sustained. The Service realizes there may be impacts to some birds even if all reasonable measures are taken to avoid such impacts. Although it is not possible to absolve individuals and entities from liability under the Eagle Act or the MBTA, the Service exercises enforcement discretion to focus on those individuals, companies, or agencies that take migratory birds without regard for the consequences of their actions and the law, especially when conservation measures, such as these Guidelines, are available, but have not been implemented. The Service will prioritize its enforcement efforts to focus on those individuals or entities who take bald eagles or their parts, eggs, or nests without implementing appropriate measures recommended by the Guidelines. This document provides comprehensive information of the bald eagle, including: • • • • •

A discussion on the legal protections for the bald eagle. Where do bald eagles nest? When do bald eagles nest? Chronology of typical reproductive activities of bald eagles in the United States. How many chicks do bald eagles raise?

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• • • • • • •

What do bald eagles eat? The impact of human activity on nesting bald eagles. The impact of human activity on foraging and roosting bald eagles. Recommendations for avoiding disturbances at nest sites. Activity Specific Guidelines Recommendations for avoiding disturbance at foraging areas and communal roosting sites. Additional recommendations to benefit bald eagles.

These guidelines provide a wealth of information on bald eagles, their habitat, the impact of human activity on them, and recommendations for avoiding disturbance of bald eagles. Therefore this document has been included in the appendix of this study. Given there is a bald eagle nest located in the vicinity of the corridor, the portions of this document that are significant to this study are the problems associated with disturbance of bald eagles, and the recommendations for avoiding disturbance of nesting sites. The Impact of Human Activity on Nesting Bald Eagles During the breeding season, bald eagles are sensitive to a variety of human activities. However, not all bald eagle pairs react to human activities in the same way. Some pairs nest successfully just dozens of yards from human activity, while others abandon nest sites in response to activities much farther away. This variability may be related to a number of factors, including visibility, duration, noise levels, extent of the area affected by the activity, prior experiences with humans, and tolerance of the individual nesting pair. The relative sensitivity of bald eagles during various stages of the breeding season is outlined in the following table: Chronology of Typical Activities of Bald Eagle Reproduction* Activity Sept

Oct

Nov

Dec

Northern U.S. Jan Feb March April May June July Aug

Nest Building Egg Laying / Incubation Hatching / Rearing Young Fledgling Young * National Bald Eagle Management Guidelines, U.S. Fish and Wildlife Service, 2007

If agitated by human activities, eagles may inadequately construct or repair their nest, may expend energy defending the nest rather than tending to their young, or may abandon the nest altogether. Activities that cause prolonged absences of adults from their nests can jeopardize eggs or young. Depending on weather conditions, eggs may overheat or cool too much and fail to hatch. Unattended eggs and nestlings are subject to predation. Young nestlings are particularly vulnerable because they rely on their parents to provide warmth or shade, without which they may die as a result of hypothermia or heat stress. If food delivery schedules are interrupted, the young may not develop healthy plumage, which can affect their survival. In addition, adults startled while incubating or brooding young may damage eggs or injure their young as they abruptly leave the nest. Older nestlings no longer require constant attention from the adults, but they may be startled by loud or intrusive human activities and prematurely jump from the nest before they are able to fly or care for themselves. Once fledged, juveniles range up to ¼ mile from the nest site, often to a site with minimal human activity. During this period, until about six weeks after departure from the nest, the juveniles still depend on the adults to feed them.

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Nesting Bald Eagle Sensitivity to Human Activities Phase I

Activity

Sensitivity to Human Comments Activity Courtship and Nest Building Most sensitive period; Most critical period. Disturbance is likely to respond negatively manifested in nest abandonment. Bald eagles in newly established territories are more prone to abandon nest sites.

Egg Laying

Very sensitive period

III

Incubation and Early Nestling (up to 4 weeks)

Very sensitive period

Nestling Period, 4 to 8 weeks

Nestlings, 8 weeks through fledgling

Human activity of even limited duration may cause nest desertion and abandonment of territory for the breeding season.

Adults are less likely to abandon nest near and after hatching. However, flushed adults leave eggs and young unattended; eggs are susceptible to cooling, loss of moisture, overheating, and predation; young are vulnerable to elements. Moderately sensitive period Likelihood of next abandonment and venerability of the nestlings to elements somewhat decreases. However, nestlings, may miss feedings, affecting their survival. Very sensitive period Gaining flight capability nestlings 8 weeks and older may flush from nest prematurely due to disruption and die.

* National Bald Eagle Management Guidelines, U.S. Fish and Wildlife Service, 2007

The Impact of Human Activity on Foraging and Roosting Bald Eagles Disruption, destruction, or obstruction of roosting and foraging areas can also negatively affect bald eagles. Disruptive activities in or near eagle foraging areas can interfere with feeding, reducing chances of survival. Interference with feeding can also result in reduced productivity (number of young successfully fledged). Migrating and wintering bald eagles often congregate at specific sites for purposes of feeding and sheltering. Bald eagles rely on established roost sites because of their proximity to sufficient food sources. Roost sites are usually in mature trees where the eagles are somewhat sheltered from the wind and weather. Human activities near or within communal roost sites may prevent eagles from feeding or taking shelter, especially if there are not other undisturbed and productive feeding and roosting sites available. Activities that permanently alter communal roost sites and important foraging areas can altogether eliminate the elements that are essential for feeding and sheltering eagles. Where a human activity agitates or bothers roosting or foraging bald eagles to the degree that causes injury or substantially interferes with breeding, feeding, or sheltering behavior and causes, or is likely to cause, a loss of productivity or nest abandonment, the conduct of the activity constitutes a violation of the Eagle Actâ&#x20AC;&#x2122;s prohibition against disturbing eagles. The circumstances that might result in such an outcome are difficult to predict without detailed sitespecific information. If your activities may disturb roosting or foraging bald eagles, you should contact your local Fish and Wildlife Service Field Office (see page 16) for advice and recommendations for how to avoid such disturbance. Recommendations for Avoiding Disturbance of Nest Sites In developing these Guidelines, the U.S. Fish and Wildlife Service relied on existing state and regional bald eagle guidelines, scientific literature on bald eagle disturbance, and recommendations of state and Federal biologists who

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monitor the impacts of human activity on eagles. Despite these resources, uncertainties remain regarding the effects of many activities on eagles and how eagles in different situations may or may not respond to certain human activities. The Service recognizes this uncertainty and views the collection of better biological data on the response of eagles to disturbance as a high priority. To the extent that resources allow, the Service will continue to collect data on responses of bald eagles to human activities conducted according to the recommendations within these Guidelines to ensure that adequate protection from disturbance is being afforded, and to identify circumstances where the Guidelines might be modified. These data will be used to make future adjustments to the Guidelines. To avoid disturbing nesting bald eagles, the U.S. Fish and Wildlife Service recommends: 1. Keeping a distance between the activity and the nest (distance buffers) 2. Maintaining preferably forested (or natural) areas between the activity and around nest trees (landscape buffers) 3. Avoiding certain activities during the breeding season. The buffer areas serve to minimize visual and auditory impacts associated with human activities near nest sites. Ideally, buffers would be large enough to protect existing nest trees and provide for alternative or replacement nest trees. The size and shape of effective buffers vary depending on the topography and other ecological characteristics surrounding the nest site. In open areas where there are little or no forested or topographical buffers, such as in many western states, distance alone must serve as the buffer. Consequently, in open areas, the distance between the activity and the nest may need to be larger than the distances recommended under Categories A and B of these guidelines if no landscape buffers are present. The height of the nest above the ground may also ameliorate effects of human activities; eagles at higher nests may be less prone to disturbance. In addition to the physical features of the landscape and nest site, the appropriate size for the distance buffer may vary according to the historical tolerances of eagles to human activities in particular localities, and may also depend on the location of the nest in relation to feeding and roosting areas used by the eagles. Increased competition for nest sites may lead bald eagles to nest closer to human activity (and other eagles). Seasonal restrictions can prevent the potential impacts of many shorter-term, obtrusive activities that do not entail landscape alterations (e.g. fireworks, outdoor concerts). In proximity to the nest, these kinds of activities should be conducted only outside the breeding season. For activities that entail both short-term, obtrusive characteristics and more permanent impacts (e.g., building construction), the Service recommends a combination of both approaches: retaining a landscape buffer and observing seasonal restrictions. For assistance in determining the appropriate size and configuration of buffers or the timing of activities in the vicinity of a bald eagle nest, the Service encourages one to contact the U.S. Fish and Wildlife Service Field Office. Existing Uses Eagles are unlikely to be disturbed by routine use of roads, homes, and other facilities where such use pre-dates the eaglesâ&#x20AC;&#x2122; successful nesting activity in a given area. Therefore, in most cases ongoing existing uses may proceed with the same intensity with little risk of disturbing bald eagles. However, some intermittent, occasional, or irregular uses that pre-date eagle nesting in an area may disturb bald eagles. For example: a pair of eagles may begin nesting in an area and subsequently be disturbed by activities associated with an annual outdoor flea market, even though the flea market has been held annually at the same location. In such situations, human activity should be adjusted or relocated to minimize potential impacts on the nesting pair. Activity Specific Guidelines The U.S. Fish and Wildlife Service provides the following management recommendations for avoiding bald eagle disturbance as a result of new or intermittent activities proposed in the vicinity of bald eagle nests.

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Activities are separated into 8 categories (A – H) based on the nature and magnitude of impacts to bald eagles that usually result from the type of activity. Activities with similar or comparable impacts are grouped together. In most cases, impacts will vary based on the visibility of the activity from the eagle nest and the degree to which similar activities are already occurring in proximity to the nest site. Visibility is a factor because, in general, eagles are more prone to disturbance when an activity occurs in full view. For this reason, it is recommended that people locate activities farther from the nest structure in areas with open vistas, in contrast to areas where the view is shielded by rolling topography, trees, or other screening factors. The recommendations also take into account the existence of similar activities in the area because the continued presence of nesting bald eagles in the vicinity of the existing activities indicates that the eagles in that area can tolerate a greater degree of human activity than generally expected from eagles in areas that experience fewer human impacts. To illustrate how these factors affect the likelihood of disturbing eagles, the service has incorporated the recommendations for some activities into a table (categories A and B). First, determine which category which the activity falls into (between categories A – H). If the activity is not specifically addressed in these guidelines, follow the recommendations for the most similar activity represented. Category A: • Building construction, 1 or 2 story, with project footprint of ½ acre or less. • Construction of roads, trails, canals, power lines, and other linear utilities. • Agriculture and aquaculture – new or expanded operations. • Alteration of shorelines or wetlands. • Installation of docks or moorings. • Water impoundment. Category B: • Building construction, 3 or more stories. • Building construction, 1 or 2 story, with project footprint of more than ½ acre. • Installation or expansion of marinas with a capacity of 6 or more boats. • Mining and associated activities. • Oil and natural gas drilling and refining and associated activities. Category A and B Activities Location

If there is no similar activity within one mile of the nest

If the activity will 660 feet, Landscape buffers be visible from recommended. the nest If the activity will Category A: not be visible 330 feet. Clearing, external from the nest construction, and landscaping, between 330 and 660 feet should be done outside breeding season.

If there is similar activity closer than 1 mile from the nest 660 feet, or as close as existing tolerated activity of similar scope. Landscape buffers are recommended.

330 feet, or as close as existing tolerated activity of similar scope. Clearing, external construction, and landscaping within 660 feet should be done outside the breeding season.

Category B: 660 feet.

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Category C: Timber Operations and Forestry Practices • Avoid clear cutting or removal of overstory trees within 330 feet of the nest at any time. • Avoid timber harvesting operations, including road construction and chain saw and yarding operations, during the breeding season within 660 feet of the nest. The distance may be decreased to 330 feet around alternate nests within a particular territory, including nests that were attended during the current breeding season but not used to raise young, after eggs laid in another nest within the territory have hatched. • Selective thinning and other silviculture management practices designed to conserve or enhance habitat, including prescribed burning close to the nest tree, should be undertaken outside the breeding season. Precautions such as raking leaves and woody debris from around the nest tree should be taken to prevent crown fire or fire climbing the nest tree. If it is determined that a burn during the breeding season would be beneficial, then, to ensure that no take or disturbance will occur, these activities should be conducted only when neither adult eagles nor young are present at the nest tree (i.e., at the beginning of, or end of, the breeding season, either before the particular nest is active or after the young have fledged from that nest). Appropriate Federal and state biologists should be consulted before any prescribed burning is conducted during the breeding season. • Avoid construction of log transfer facilities and in-water log storage areas within 330 feet of the nest. Category D: Off-road vehicle use (including snowmobiles) • •

No buffer is necessary around nest sites outside the breeding season. During the breeding season, do not operate off-road vehicles within 330 feet of the nest. In open areas, where there is increased visibility and exposure to noise, this distance should be extended to 660 feet.

Category E: Motorized Watercraft use (including jet skis/personal watercraft) • No buffer is necessary around nest sites outside the breeding season. During the breeding season, within 330 feet of the nest, (1) do not operate jet skis (personal watercraft), and (2) avoid concentrations of noisy vessels (e.g., commercial fishing boats and tour boats), except where eagles have demonstrated tolerance for such activity. Other motorized boat traffic passing within 330 feet of the nest should attempt to minimize trips and avoid stopping in the area where feasible, particularly where eagles are unaccustomed to boat traffic. Buffers for airboats should be larger than 330 feet due to the increased noise they generate, combined with their speed, maneuverability, and visibility. Category F: Non-motorized recreation and human entry (e.g., hiking, camping, fishing, hunting, birdwatching, kayaking, canoeing) • No buffer is necessary around nest sites outside the breeding season. If the activity will be visible or highly audible from the nest, maintain a 330-foot buffer during the breeding season, particularly where eagles are unaccustomed to such activity. Category G: Helicopters and fixed-wing aircraft • Except for authorized biologists trained in survey techniques, avoid operating aircraft within 1,000 feet of the nest during the breeding season, except where eagles have demonstrated tolerance for such activity. Category H. Blasting and other loud, intermittent noises • Avoid blasting and other activities that produce extremely loud noises within 1/2 mile of active nests, unless greater tolerance to the activity (or similar activity) has been demonstrated by the eagles in the nesting area. This recommendation applies to the use of fireworks classified by the Federal Department of Transportation as Class B explosives, which includes the larger fireworks that are intended for licensed public display. During this planning process, the Pennsylvania Game Commission reviewed the alignment of the proposed trail to determine whether there would be any negative impacts to bald eagle nests located within Pymatuning State Park. Based on that review, the Commission recommends, that to avoid potential impacts, that trail construction activities be performed between August 15th and December 31st.

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Existing Structures Inventory This section provides a description and preliminary site assessment of each structure. Bridges, culverts, and canals have been evaluated within the study area as shown in the following table. Their locations are shown on the Site Analysis as identified by the corresponding waypoint nos. Waypoint No.

Structure No.

Structure Type

Condition

Description

Bridge

Proposed

Railroad Bridge crossing Linesville Creek has been removed, abutments remain crossing is approximately 61’ long

Culvert Pipe

Proposed

Needed to pass drainageway under rail bed, approximately 24”

Culvert Pipes

Proposed

Needed to pass drainageway under rail bed, series of pipes required, 4’ span

French Mattress

Proposed

Needed to raise trail above elevation of adjacent beaver pond that inundates approximately 1/2 of bed width (5’)

Bridge

Proposed

Approximately 30’ long

Culvert

Existing

24” corrugated metal pipe, condition - fair

Culvert

Existing

24” corrugated metal pipe, condition - poor

Bridge

Proposed

Approximately 30’ long

Bridge

Proposed

Approximately 30’ long

Culvert

Existing

24” corrugated metal pipe, condition - fair

Culvert

Existing

24” corrugated metal pipe, condition - fair

Culvert

Existing

24” corrugated metal pipe, condition - fair

Culvert

Existing

Large, size unknown

Bridge

Proposed

Approximately 30’ long

Permitting Requirements It is anticipated that Linesville Creek crossing will require a Hydrological and Hydraulic (H & H) report and a Chapter 105 stream encroachment permit from the Pennsylvania Department of Environmental Protection (PADEP). It is not anticipated that the stream channel or jurisdictional wetlands will be impacted. However, if final design determines they will be impacted then an Individual Section 404 Permit, from the U.S. Army Corps of Engineers, will also be required. A new bridge structure and deck, which spans the stream, without a new pier, is likely to be eligible for a single “joint “ permit from both PADEP and the Corps (total review time: about 130 days). A rehabilitation or replacement of an existing structure may have very little impact and may be eligible for a General Permit from PADEP and may not require a Corps permit at all (total review time: 60 days.) Factors also influencing the type of permit needed and may affect review times include the presence of threatened/endangered species.

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Linesville Creek

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Physiographic Analysis of the Corridor Pashek Associates staff completed the physical inventory and assessment of the rail corridor in the early spring of 2009. Pashek Associates staff bicycled the corridor and documented the existing conditions. Mileage was tracked utilizing an odometer mounted to a bicycle. The odometer is accurate to one thousandth (0.000) of a mile. Landmarks, opportunities, constraints, or other conditions that may impact the feasibility of the proposed trail were logged, and a description of the particular feature was noted. In most cases, photographs were also taken at these locations. The Spillway to Townline Road Corridor is 3.838 miles long. This report divides this corridor into eight segments for analysis purposes, and is as follows: 1. The Spillway north to the south side crossing-intersection on Hartstown Road across from the Spillway Inn 2. The north side crossing of the Hartstown Road at the Spillway Inn to the easterly turn behind the St. Phillips Cemetery 3. The easterly turn at the St. Phillips Cemetery to the concrete bridge abutment on the west side of the Linesville Creek 4. The concrete bridge abutment on the east side of the Linesville Creek to the intersection of South Chestnut Street/East Pine Street 5. The intersection of South Chestnut Street/East Pine Street to the intersection at the split of the “overgrown rail bed” section and the “switchback trail” section 6. The overgrown rail bed section 7. The switchback trail section 8. The point where the overgrown and switchback sections confluence - to Townline Road Corridor Segment 1 - Existing Trail in Pymatuning State Park from Spillway parking area to Hartstown Road The Spillway north to the south side crossing-intersection on Hartstown Road across from the Spillway Inn – Distance approximately 1.370 miles.

Pymatuning State Park Spillway Facilities

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Mile 00.00 • Spillway Trail Access • Spillway area parking lots east (110 car, 5 accessible, 8 bus), and west side of Hartstown Road (43 car) • Spillway concession/accessible restroom building on east side of Hartstown Road • Area known for “Ducks walk on the Back’s of Fish” • Five accessible parking spaces located on east side • Ample parking on both sides of the Hartstown Road • Trail is ten feet wide • At this point north to 0.159 the trail would pass through the westerly parking lot across from the Spillway Concession area • Trail surface is gravel and limestone stockpiles are stored on the northern section of the parking lot.

Photo: Mile 0.590

Photo: Mile 0.733

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•

Mile 0.199 At this point the parking lot ends and the rail bed continues north. • The trail is level and well maintained • Trail surface consists of ballast dust and rock/dirt-mix composition; short grasses and mosses growing over the composition from 0.199 to 1.081

Photo: Mile 0.428 Mile 0.428 • On the east side of Hartstown Road is a parking area with picnic tables, shade tree grove, and an accessible restroom Photo: Mile 0.483

Mile 0.483 • On the east side of Hartstown Road is the entrance to the Pennsylvania Game Commission’s Wildlife Learning Center • Ample parking • Two accessible parking spaces • 0.25 mile asphalt walking trail loop through the Wildlife Learning Center • Bald eagle and waterfowl viewing areas

Spillway to Townline Road Trail

• •

Air conditioned building with educational displays and wildlife interpretive programming Accessible restrooms and building

Mile 0.733 • East side of Hartstown Road is a parking area with picnic tables, limited shade trees • No restrooms Mile 1.081 • Rail bed splits from its parallel travel with the Hartstown Road • Located across from Pennsylvania Fish and Boat Commission Fish Hatchery property • Trail is level and maintained • Trail surface consists of ballast dust and rock composition Mile 1.235 • Trail corridor leads into a large gravel/dirt-mix parking area • Will need proper safety signage • Located across from Pennsylvania Fish and Boat Commission (PAFBC) Fish Hatchery property Photos: Mile 1.397

Mile 1.370 • Arrival at major intersection onto Hartstown Road • Can see Hartstown Road at 300’ prior to coming to it • On-coming vehicle traffic from the north of Hartstown Road would have a limited view of trail crossing • Will need proper safety signage • East across the Hartstown Road is the entrance to the Pennsylvania Fish and Boat Commission (PAFBC) Fish Hatchery • Accessible restrooms and building • Air conditioned building with educational displays and interpretive programming • Can see the Spillway Inn to the north across Hartstown Road • Trail surface consists of ballast dust and rock composition from parking area to this point

Spillway to Townline Road Trail

Photo: Mile 1.370

Photo: Mile 1.468 Corridor Segment 2 - The north side crossing of the Hartstown Road at the Spillway Inn to the easterly turn behind the St. Phillips Cemetery – Distance 0.377 miles Mile 1.397 • Corridor continues on the east side of intersection with Hartstown Road • Can see Hartstown Road at 300’ prior to coming to it • Good line of site of Hartstown Road traffic to the south and north • Will need proper safety signage • Bed consists of ballast dust and rock/dirt-mix composition; short grasses and mosses growing over the rail bed from Hartstown Road to the Spillway Inn parking lot Mile 1.468 • Spillway Inn parking lot begins • Spillway Inn property

Spillway to Townline Road Trail

• •

Rail bed goes through the back side of the parking lot, but is still apparent Garbage dumpster located on rail bed

Mile 1.500 • Rail bed enters a residential and commercial area to the west, and (PAFBC) fenced area to the east • Rail bed narrows to 6’ wide then reopens to 10’ wide • Residential area back yards are fenced twenty yards to the west of the rail bed • Bed consists of ballast dust and rock/dirt-mix composition; short grasses growing over the composition

Photo: Mile 1.690 Mile 1.690 • St. Phillips Catholic Church property-line of sight begins from the rail bed • Church and church social hall and cemetery immediately to the west • Bed consists of ballast dust and rock/dirt-mix composition

Photo: Mile 1.760

Spillway to Townline Road Trail

Mile 1.760 • Rail bed goes behind cemetery before splitting to the east and continuing through Segment 3 • Rail bed at this point had gone to the north into Linesville/Erie Street, but now it is consumed by residential and commercial properties that have sheds and junk piles stationed upon it. • Bed consists of ballast dust and rock/dirt-mix composition; short grasses growing over the bed Corridor Segment 3 - The easterly turn at the St. Phillips Cemetery to the concrete bridge abutment on the west side of the Linesville Creek – Distance 0.246 miles

Photo: Mile 1.774 Mile 1.774 • Rail bed splits its direction to the east and goes up a small grade (20 yards) to level ground • Bed consists of ballast dust and rock/dirt-mix composition; short grasses growing over the composition • Rail bed narrows to 6’ wide

Photo: Mile 1.808

Photo: Mile 1.853

Mile 1.808 • Rail bed parallels the (PAFBC) fence line to the south, all the way to the Linesville Creek • Fence and property drops down below rail bed surface all the way to the Linesville Creek • Rail bed is elevated along this stretch approximately 20’ on each side all the way to the creek

Spillway to Townline Road Trail

•

Bed consists of ballast dust and rock/dirt-mix composition; short grasses growing over the bed

Mile 1.853 • Rail bed meets residential property to the north • Residential structures begin 20 yards north of rail bed • Housing, garage and trash piles are apparent to view • Consider natural fencing through this area

Photo: Mile 1.900

Photo: Mile 2.020

Mile 1.900 • Rail bed is straight and level to the creek • ATV use apparent to the north side, down in low land • ATV trail comes up and onto the rail bed, slight wear of rail bed here due to ATV use • Bed consists of ballast dust and rock/dirt-mix composition; short grasses growing over the bed to the concrete bridge abutment Mile 2.020 • Rail bed meets concrete bridge abutment on the west side of the Linesville Creek • PAFBC property ends fencing at the creek • Fill and retainer would be needed to build the rail bed surface up to the level of the top of the bridge abutment, approximately 10’L.x 20’W.x.5’D. • Approximate span length across Linesville Creek is 75 feet. • According to previous structural engineering evaluations supplied to the Study Committee, “the existing abutments, with minor modifications, could be used for the trail superstructure.” Corridor Segment 4 - The concrete bridge abutment on the east side of the Linesville Creek to the intersection of S. Chestnut St./E. Pine St. – Distance 0.277 miles Mile 2.035 • Rail bed begins on east side of creek • Fill and retainer would be needed to build the rail bed surface up to the level of the top of the bridge abutment, approximately 20’L.x 20’W.x.5’D. • This stretch of the red bed is used occasionally for vehicular traffic, and is wide enough close to the 96

Spillway to Townline Road Trail

• • • • •

abutment area for vehicles to do a 3-point turn around Appears to be a “party” location, lots of beer can and bottle litter, and food-wrapper-trash Pennsylvania Game Commission propagated are begins immediately on the south side of the rail bed Propagated area is a beautiful pine forested area Linesville School District property appears to begin immediately to the north side of the rail bed. Sports fields and cut grass areas are apparent up to within 20 yards of the rail bed Bed consists of ballast dust and rock/dirt-mix composition all the way from this point to S. Chestnut St./E. Pine St.

Photo: Mile 2.035

Photo: Mile 2.057

Mile 2.057 to 2.319 • There are many wet areas along the stretch to S. Chestnut St./E. Pine St.(large-puddles, pot holes, erosion areas) on the rail bed surface • Waterfowl hunting takes place in this section as is evidenced by numerous spent shotgun shell casings littered throughout

Photo: Mile 2.118 Mile 2.118 • Canal area is evident along the south side of the rail bed • Four deep erosion areas in this location. Able to drive a vehicle through it with out bottoming-out

Spillway to Townline Road Trail

Mile 2.236 • Rusted metal shed structure, 10’x 8’, to the north; has graffiti on it

Photo: Mile 2.288

Mile 2.288 • Possible environmental hazard area: Fifty-five gallon dump area hillside to the north side of rail bed; covered with soil, debris, and moss; strange-fungus growth throughout dump site • Drainage into canal water directly across from dump site has bright rust-colored water accumulating A review of the PA Cleanways Illegal Dump Survey, published in 2008, indicates this site is not one of the eighty-two sites documented in the survey. The Pennsylvania Department of Environmental Protection was notified of this site upon its discovery. Further investigation is required to determine the level of environmental hazard that may be present do to the fluid contained and leaking from the drums. A member of the study committee indicated that when the school district was considering expansion of the Linesville High School so time ago, they has completed geotechnical tests on the southern portion of the property. Those tests, according to the committee member, indicated the rear of the high school property was formerly used as a dump site. It is unknown whether the 55 gallon drums are remnants of the dump, or if this is a separate instance of dumping in the area.

Photo: Mile 2.312 98

Spillway to Townline Road Trail

Mile 2.312 • Rail bed meets west side of S. Chestnut St./E. Pine St., and entry into Pennsylvania Game Commission parking lot to the south • Roadway and parking lot surface is dirt and gravel • Line of site to the north is very limited • Area is littered with bottles, cans, and food wrapper trash • Illegal dumping of deer carcasses has taken place along both sides of this intersection, as evidenced by present multiple carcasses and multiple skeletons Corridor Segment 5 - The intersection of S. Chestnut St./E. Pine St. to the intersection at the split of the “overgrown rail bed” section and the “switchback trail” section – Distance 1.031 miles Mile 2.319 • Rail bed begins on east side of S. Chestnut St./E. Pine St., • Looking back to the west, line of sight is open to the north and south of S. Chestnut St./E. Pine St • Large puddle immediately on east side of roadway at entry onto the rail bed due to drainage ditch erosion; culvert and fill would be needed to route water under the rail bed surface • All along this segment to the south side is propagated and regulated Pennsylvania Game Commission property • Rail bed is mostly 6’ to 8’ wide throughout this segment • Bed consists of Ballast dust and rock/dirt-mix composition all the way from this point to the split of the “round-about trail” section and the “overgrown” trail section

Photo: Mile 2.319

Photo: Mile 2.417

Mile 2.417 • Stream crosses rail bed, rail bed washed out; would need culvert and fill, approximately 30’L.x 10’W.x 2’D.of fill Mile 2.492 • Beaver area • Beaver dam has been removed (to date) • Rail bed needs fill and leveled due to slight surface wash over

Spillway to Townline Road Trail

Photo: Mile 2.492 Mile 2.538 • Rail bed needs fill and leveling; one location is washed out approximately 15’L.x 2’D. • This area needs leveled for the next 70’

Photo: Mile 2.590 Mile 2.590 • Pond and maintained block out building to the north side; access road apparent from the property to the rail bed for limited use Mile 2.602 • Fill and leveling needed here to bring up rail bed surface approximately 20’L.x 1’D. Mile 2.647 • Stream cross rail bed. • Need culvert and fill graded to level, approximately 20’L.x 3’D.

100

Spillway to Townline Road Trail

Photo: Mile 2.647

Photo: Mile 2.716

Mile 2.716 • Earthen-wood bridge, and culverts presently in functional condition, but will need replaced eventually Mile 2.831 • Rail bed dips down and will need culvert, fill, and graded to level. • Presently in usable condition, but will need replace eventually

Photo: Mile 2.897 Mile 2.897 • Rail bed dips into a slight valley. Will need culvert and fill • If considered, the area could be graded to level. To level this area would require approximately fill of 30’L.x 4’D. Mile 2.980 to 3.087 • This is a very wet area, and will need fill • Steep banks to the north and south keeps water retained in this pocket • Two large deer hunting stands are located within this stretch, 15’off of rail bed, on the north bank

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101

Photos: Mile 2.980 to 3.110 Mile 3.110 • Stream crosses rail bed, will need culvert, and fill. • If considered, the area could be graded to level. To level this area would require approximate fill of 60’L.x 3’D. Mile 3.165 • Small moist area, will need fill, approximately 10’L.x 1’D.

Photo: Mile 3.235 Mile 3.235 • Sink hole on northeast side of rail bed, will need fill and leveled for about 20 yards • One large deer hunting stand to northeast side in pine tree, approximately 4 yards from rail bed Mile 3.350 • Rail bed comes to an intersection • Location is eroded due to ATV use and will need graded • At this intersection, straight ahead is the “overgrown rail bed” segment, which stretches from Mile

102

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• •

3.353 to 3.500. Also at this intersection, to the southwest, a switchback, or round-about trail spur follows a fence line of the Pennsylvania Game Commission along the boundary between a propagated area that is know as Area “L” and Area “J”. Also at this intersection a trail spur to the immediate northeast leads to active farm field and a residential area. A “No Trespassing” sign is mounted at the entrance to this property

Photo: Mile 3.350 Corridor Segment 6 - The overgrown rail bed section – Distance 0.147 miles.

Photos: Mile 3.353 to 3.500 Mile 3.353 to 3.500 • This straight section is a wet area that is clogged with raspberry, blackberry and multi-flora rose bushes, and small tree growth such as sumac. It would need to be brush-hogged, drainage provided, and fill added. (see photographs 3.353 to 3.500) • There is no apparent evidence of ballast dust and rock/dirt-mix composition here; it may have sunk in and/or is covered with farm soil runoff.

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103

Corridor Segment 7 - The switchback trail section. This section is approximately 250’ longer than the overgrown rail bed section. – Distance**.** miles.

Photos: Switchback Trail Mile 3.353 and back to 3.500 • This crescent-shaped trail spur presently gets the most use as it eventually leads to a re-intersecting with the original rail bed at Mile 3.500 that leads to Townline Road. This segment is grass and dirt, and has many wet area issues that would need drainage, and firm base, and fill. (see photographs 3.353 to 3.500- switchback trail) Corridor Segment 8 - The point where the overgrown rail bed and switchback sections confluence - to Townline Road – Distance 0.338 miles. Mile 3.500 • The rail bed intersects once again with the switchback trail. Photos: Mile 3.513

104

Spillway to Townline Road Trail

Mile 3.513 • Rail bed needs a bridge replacement here over a small stream • Need culvert and fill, or replacement structure; approximately 20’ L.x 9’ D. • Presently has three sheet metal-type of planks over the expanse • From 3.513 to 3.600 the rail bed is in good condition with ballast dust and rock/dirt-mix composition; short grasses growing over the bed

Photos: Mile 3.600 to 3.730 Mile 3.600 to 3.730 • Rail bed become very wet and low in this stretch • Slight side banks on both sides retains water on rail bed • Tree roots are exposed of bed surface • This stretch will need build up with fill Mile 3.620 • Residential buildings coming into close view to the northeast

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105

Mile 3.733 • Rail bed becomes flat, dry, and grass cover again Mile 3.770 • Dump area to northeast side behind residential buildings • Building approximately 25 yards from rail bed • Consider natural fencing through this area Mile 3.838 • Rail bed comes to a hinged metal pole gate, and to its end at Townline Road • Rail bed continues east on other side of Townline Road; however it is posted with numerous “No Trespassing” signs, has logs and boulders on it, and is elevated up on a hillside

Photos: Mile 3.838 A second field view of the corridor was conducted on May 27, 2009. This field view was conducted with Brian Pilarcik, and Maria Anderson, from the Crawford County Conservation District, as well as Barry Chapin of Envision Linesville, Inc. The purpose of this field visit was to review the existing stormwater controls along the corridor, and as a result, discuss potential solutions, as well as permitting requirements. During the course of the field view it became evident that trail improvements most likely will require a joint permit, Pennsylvania Department of Environmental Protection Chapter 105 Water Obstruction and Encroachment Program, and United States Army Corps of Engineers Section 404 Permit, for encroachment on waters of the Commonwealth as well as a Pennsylvania Department of Environmental Protection National Pollutant Discharge Elimination System (NPDES) General Permit for stormwater discharges associated with construction activities. These permits can be obtained simultaneously. To apply for the permits, detailed construction documents, including erosion and sedimentation control plans and narrative, grading plans, pre-construction stormwater management plans, and post construction stormwater management plans and corresponding calculations must be prepared. The review and permit approval process typically takes approximately one hundred and thirty days, from the time permit application is filed with the required supporting documentation, until an official action is taken on the permit.

106

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During the May 27, 2009 field visit locations of existing drainage structures, areas impacted with stormwater, locations of rogue ATV trail access points, and other features were located with a handheld GPS unit. These items and their locations are noted on the Site Analysis Map. The following table documents these features and their associated waypoints that were collected. Waypoint

Description

01 02 03 04 05 06

Beginning of Proposed Trail - Northside of Hartstown Road Rail bed intersection with Spillway Inn parking lot Rail bed leaves Spillway Inn parking lot Rail bed on bluff - Immediately adjacent to rear yard of houses Unauthorized ATV trail access West side of Linesville Creek - Bridge abutment, 61’ span across creek - top of abutment 13’-6” above water

07a

Unauthorized ATV trail access behind high school - near east bridge abutment

07b

Old dump area - fifty-five gallon drums exposed, glass, appliances, etc. visible in spring before leaf out

PA Game Commission access road enters rail bed from east side of trail - culvert needed

Culvert needed

10 11

Unauthorized ATV trail, from rail bed to adjacent wetland Beaver pond along trail - water level raised 1/2 trail inundated, need french mattress over bed for approximately 30’

Low spot on rail bed, no water

Stream follows gravel road, perpendicular to rail bed, water ponding on rail bed - adjacent beaver dam raised water

Well pump house, presumed to be private, serving Molded Fiberglass, Inc.

15 16

Water ponding on rail bed, source of water is described in 13 above Water ponding on rail bed, source 4’ wide drainageway, northern side of trail, need culvert / bridge to cross

17 18

Unauthorized ATV trail access on north side of rail bed Existing culvert, 24” corrugated metal pipe

Existing culvert, 24” corrugated metal pipe

Water ponding on rail bed - low spot - grade needs to be raised

21 22 23 24 25

Not used Rail bed in cut - bed is soggy Unauthorized ATV trail access Water ponding on rail bed - rail bed in cut - 50’ long Rail bed still in cut - tread dries out due to opening in tree canopy

26 27 28 29 30

PA Game Commission access around propagation area 3’ wide drainageway crossing - culvert out Unauthorized ATV trail access - Rail bed high, on fill Agricultural activity on north side of trail - consider fencing Existing culvert - five feet below rail bed

Existing culvert

33 34 35 36

Existing culvert, large concrete end walls, size unknown Rail bed enters thicket, existing trail diverts from rail bed Wet area along existing trail, 100’ soggy rail bed Existing trail continues along fence

Spillway to Townline Road Trail

107

Waypoint

Description

37 38

Existing trail returns to rail bed 8â&#x20AC;&#x2122; drainageway crossing - metal planks, bridge needed

Unauthorized ATV trail access - from adjacent field - need fence along perimeter of game land

40 41

Unauthorized ATV trail access - from north side of rail bed Unauthorized ATV trail access - into Game Land Propagation Area J

42 43

Dump along trail - appears to be recent activity PA Game Commission gate at Townline Road

108

Spillway to Townline Road Trail

110

Spillway to Townline Road Trail

Trail Concept Plan

Trail Concept Plan The Spillway to Townline Road Trail Concept Plan has been developed with assistance and advice from the project steering committee which included representatives of the following agencies and organizations: • • • • • • • • •

Envision Linesville, Inc.; Crawford County Planning Commission; Crawford County Commissioners; Linesville Borough; Pymatuning State Park; Pennsylvania Game Commission; Pennsylvania Department of Conservation and Natural Resources; Adjacent Land Owners; and those who attended and provided input during the public input sessions held for this planning effort.

As indicated in the demand and potential use analysis, the proposed Spillway to Townline Road Trail will be an asset to the local communities and the Northwest Pennsylvania Region as it will: • • • • • •

Extend the existing Spillway Trail which exists from Jamestown through Pymatuning State Park. Connect Jamestown with Linesville Borough. Connect Pymatuning State Park’s Jamestown Campground, and Spillway area to Linesville Borough. Connect to the proposed Shenango River Water Trail in Jamestown. Complete a portion of the gap between the Spillway Trail and the Ernst Trail in Meadville. Attract trail users to Linesville Borough’s main street, East Erie Street, to obtain the goods and services they desire, thereby enhancing local economic development.

Each section of the proposed Spillway to Townline Road Trail is further described here.

Hartstown Road Trail Access Concept Plan 1 The terminus of the existing Spillway Trail, located in Pymatuning State Park, ends at its intersection with Hartstown Road. Near the trail’s intersection with Hartstown Road, we propose the development of the Hartstown Road trail access point. This access should be located on the west side of Hartstown Road. We recommend this trail access be developed to include parking for approximately 20 cars, a 20’ x 30’ laminated beam picnic shelter, a bicycle rack, a small split-face block restroom to match the style of the existing restroom located at the Spillway in Pymatuning State Park, and a trail information kiosk.

Spillway to Townline Road Trail

113

Hartstown Road Crossing Concept Plan 1 As noted above the terminus of the existing Spillway Trail, located in Pymatuning State Park, ends at its intersection with Hartstown Road. This former rail crossing of Hartstown Road crossed the road at a skewed angle. A perpendicular crossing of the roadway, for the trail, is preferred. Therefore, we recommend the roadway crossing be realigned to cross perpendicular to the road, that vehicular barriers be installed on both the east and west sides of the trail (to prevent motorized access to the trail from the road), a pedestrian crosswalk be installed across Hartstown Road, that warning signs and stop signs be located on both the west and east side trail approaches to Hartstown Road, vehicular warning signs be installed on the northbound and southbound approach to the trail crossing, and consideration be given to install cobra-head lighting at this intersection.

Hartstown Road Crossing

Hartstown Road to Meadville Linesville Railroad Junction (subsequently Bessemer & Lake Erie Railroad) Concept Plan 1 Upon crossing Hartstown Road the trail begins to head northward, and continues parallel along the former rail corridor. On the eastern side of the proposed trail is the portion of Pymatuning State Park which is managed by the Pennsylvania Fish and Boat Commission as the Linesville Fish Hatchery. This facility is fenced with an eight foot tall fence topped with barbed wire. This barrier is sufficient to prevent trail users from trespassing on to the hatchery property. Approximately two hundred and fifty feet north from the proposed Hartstown Road trail crossing one commercial and several residential properties are located on the western side of the proposed trail. The first property is the Spillway Inn, a popular restaurant and bar. We recommend that vehicular barriers be installed along the trail to prevent restaurant patrons and other motorized vehicles from entering onto the trail, from the restaurant parking lot.

114

Spillway to Townline Road Trail

The next three properties are residential, and the fourth property, before reaching the former wye in the rail corridor, is St. Philips Catholic Church. We recommend a split rail fence be installed along the west side of the trail, beginning at the first residential property, and extending to the St. Philips Catholic Church property. This fence will establish a visual cue, and signage, such as â&#x20AC;&#x153;Please Respect Private Propertyâ&#x20AC;?, will deter trail users from trespassing onto the adjacent residential properties. We also recommend an interpretive sign be located in this vicinity, on the eastern side of the trail, to provide information on the Linesville Fish Hatchery. The graphics and information for the panel should be developed in conjunction with the Pennsylvania Fish and Boat Commission.

Corridor behind Spillway Inn

Residential Property Near Corridor The proposed split rail fence can be extended along the St. Philips property, should the church desire to prevent access from their adjacent parking lot to the trail. We recommend a boulder barrier along the northern edge of the trail, near the church parking lot to prevent motorized vehicles from entering the trail at this location. At the northern end of the St. Philips Catholic Church property the proposed trail reaches the former railroad junction between the Pennsylvania Railroad, which extended north and south, and the Meadville Linesville Railroad, which extended to the east. The rails and ballast have been salvaged from this section of the corridor and the remaining base of the former rail line is in good condition. Therefore, minor remediation will be required to remove vegetation before constructing the recommended trail cross section. Further, the existing side swales should be graded to reestablish their functionality.

Spillway to Townline Road Trail

115

Corridor behind St. Philips Property

Meadville Linesville Railroad (subsequently Bessemer & Lake Erie Railroad) Junction to Linesville Creek Crossing Concept Plan 1 From the junction described above, we recommend the proposed trail follow the former Meadville Linesville Railroad corridor, heading east. At the junction of the two former railroads we recommend an interpretative sign be erected. This sign should describe the significance of these former rail corridors to Linesville, and the region. As the proposed trail rounds the junction to head east, we recommend the split rail fence continue along the residential property located immediately to the north. Upon reaching the edge of this property the split rail fence should be discontinued.

View Along Corridor Heading east from the former junction the proposed trail continues approximately one-half mile to Linesville Creek. The property on the southern side of the trail continues to be owned by the Commonwealth of Pennsylvania and managed as Pymatuning State Park, while the majority of the property along the northern side of the proposed trail corridor, between the junction and the Linesville Creek, is owned by the Conneaut Lake School District. Their property contains the Alice L. Schafer Elementary School, Linesville High School, and the Districtâ&#x20AC;&#x2122;s administrative offices. Along the school district property there are several informal existing access points to the former rail corridor. We recommend vehicular barriers be placed at these locations to eliminate motorized vehicle access to the proposed trail. At this point the proposed trail reaches the west bank of Linesville Creek. 116

Spillway to Townline Road Trail

Rogue ATV Trail Access The rails and ballast have been salvaged from this section of the corridor and the remaining base of the former rail line is in good condition. Therefore, minor remediation will be required to remove vegetation before constructing the recommended trail cross section. Further, the existing side swales should be graded to reestablish their functionality. The approaches to the abutments of the Linesville Creek Crossing will need to be graded and built up to allow the corridor to reach the elevation of the proposed bridge crossing.

Linesville Creek Crossing Concept Plan 1 The decking and structural beams from the former railroad crossing over Linesville Creek are gone. This is referred to as Structure No. 1 on the drawings and in the analysis text of this study. All that remains are the stone abutments on the west and east banks of the creek. The crossing, from abutment to abutment is approximately six one feet in length. The abutments appear to be structurally sound and may be re-used as abutments for a new structure to allow the trail to cross Linesville Creek. We propose a fiberglass reinforced polymer (FRP) bridge for this crossing. The advantages of an FRP bridge include: •

High Strength: Standard FRP components have strengths that range between 30,000 psi and 100,000 psi. Post-tensioned systems include Kevlar cables that have strengths approaching 400,000 psi.

•

Light Weight: The components are easily carried because a typical member weighs less than 90 lbs. No longer are bridge sites inaccessible. Bridge spans can be erected in almost any location.

•

Component Construction: Bridge spans are usually shipped in component parts, which can be easily carried to the site. Bridges can also be shipped partially assembled or fully assembled depending on your site or project requirements. Most spans can be built by hand, without need for heavy construction equipment or helicopter lifts.

Spillway to Townline Road Trail

117

•

Easy Installation: Unassembled and partially assembled bridge spans are designed for quick and easy installation using standard hand tools. A typical bridge spanning less than 50’-0” can usually be installed by three people in less than a day. Longer spans usually require additional workers and 2 to 3 days depending on the span length of the bridge and site conditions.

•

Low Maintenance: FRP excels in harsh environments that will quickly deteriorate more traditional materials. Wet locations, termites, salt, and most chemical environments have little or no effect on the material. FRP composites are electrically non-conductive and easy to clean.

•

Attractive Appearance: The bridge system can be specified in any color. The color is already in the composite, so it does not require any painting. For park and trail applications, olive green is recommended as it blends into the landscape.

The bridge should provide ten feet clear, from protective barrier to protective barrier, to permit maintenance and emergency vehicle access. The bridge should be designed to accommodate an AASHTO H10 vehicular load (20,000 pounds). The protective barriers along the outside edges of the structure should meet the recommendations of the AASHTO Guide for the Development of Bicycle Facilities, fifty-four inches in height. Continuous horizontal midrails shall be located on the inside of the trusses. Maximum opening between the midrails shall be available as required, but should not be greater than 9”. If preferred, vertical pickets can be provided. Decking should be pressure treated 3” x12” lumber planks, placed parallel to the bridge structure. Traditional perpendicular placement may result in a shorter lifespan of the decking if snowmobile travel is permitted on the structure. An alternative to the FRP bridge would be to re-locate a historic bridge structure to this location through the PennDOT Cultural Resources Specialist, Bureau of Design. This process is further described in the Trail Development Standards section of this study. Due to the level of permitting required to address issues along this corridor, we recommend the bridge be permitted in the PA DEP U.S. Army Corps of Engineers Joint Permit process for the entire trail corridor. It is anticipated this permit may take up to one hundred and twenty days to obtain, beginning after the permit application is deemed administratively complete.

118

Spillway to Townline Road Trail

Conceptual Design of Linesville Creek Crossing

Spillway to Townline Road Trail

119

120

Spillway to Townline Road Trail

Split Rail Fence

sw duck alk o n

Pymatuning 1.50 M I L E Trails

sw duck alk o n

Trail Barriers - To prevent motorized access to trail

Pymatuning 1.75 M I L E Trails

sw duck alk o n

the

fish”

“Wher et

fish”

- To prev prevent ATV access to trail

TRAIL ACCESS he

Trail B Barriers

the

- Describing fish hatchery and associated activities.

fish”

Linesville Hatchery Interpretive Sign

the

TRAIL BARRIER PROPOSED SPLIT-RAIL FENCE PROPOSED LANDSCAPE BUFFER CULVERT

“Wher et

EXISTING TRAIL PROPOSED TRAIL PHASE I PROPOSED TRAIL, PHASE II

School Complex Main Street Connector Trail

- To define trail corridor - To keep users on trail

“Wher et

L EGEND

TRAIL MILE MARKER

Meadvill Meadville Linesville Railroad Interpretive terpretive Sign

Pymatuning 1.25 M I L E Trails

PROPOSED BRIDGE CROSSING

EXISTING RESTROOMS / PARKING

Linesville Stream Crossing Structure No. 1

Trail Gates

- Construct fiberglass reinforced bridge, or relocated historic bridge, on existing abutments.

- To prevent vehicular access to trail

sw duck alk o n

the

Landscape Buffer

fish”

“Wher et

- Linesville Creek / Hydrology.

- Railroad History of the area.

PROPOSED INTERPRETIVE SIGNAGE

Interpretive Sign

Pymatuning 1.25 M I L E Trails

Hartstown Road Crossing - Realign crossing perpendicular to road - Install trail gates - Install signs on trail - Install Pedestrian crossing pavement markings and signage - Improve lighting

Hartstown Road Trail Access - Construct parking lot for 20 vehicles - Construct restroom and kiosk - Provide trail access signage and information

- Between trail and adjacent properties - Install signage, Private property, stay on trail, no trespassing off trail

Trail Barriers - To prevent ATV access to trail

122

Spillway to Townline Road Trail

Linesville Creek Crossing to East Pine Street Trail Access Concept Plan 2 As with the majority of the Meadville Linesville Railroad Junction to Linesville Creek Crossing section described earlier, the property from Linesville Creek to East Pine Street adjacent to the northern side of the proposed trail, continues to be owned by the Conneaut Lake School District for the school facilities noted above. Along the school district property there continues to be informal existing access points to the former rail corridor. We recommend vehicular barriers be placed at these locations to eliminate motorized vehicle access to the proposed trail. This section extends approximately one thousand and five hundred feet, from the abutment of Linesville Creek to East Pine Street.

Conneaut Lake School District Facilities We recommend the proposed School to Main Street Trail as described and shown on Concept Plan 5. The Pennsylvania Game Commission maintains a Game land access point on the southern side of the former rail corridor, where East Pine Street intersects with the corridor. The access point provides parking for approximately ten vehicles, and is maintained as a compacted aggregate and earth surface. There are currently no other facilities at this access point. State Game Land No. 214 is adjacent to much of the southern edge of the former rail corridor as it extends from this point eastward to Townline Road. Refer to the Parcel Analysis and Land Use Map in the Legal Feasibility Chapter of this study. We recommend an interpretive sign be placed on the southern side of this corridor midway along this section. This interpretive sign can provide information on State Game Land 214, their propagation areas and efforts, and text setting form etiquette for hiking and hunting use of the proposed trail, as described in further detail in the Management, Maintenance, Operation, and Security Chapter of this study. This sign should be developed in conjunction with the Pennsylvania Game Commission. Near the intersection of the proposed corridor with East Pine Street there is a dump area, on the southern side of the proposed corridor, which contains several dozen fifty-five gallon drums. The drums appear to be leaking fluid, therefore, the PA DEP Emergency Response Coordinator was notified of this site. To date an official response has not been received. Although the dump does not physically impede the proposed trail corridor, it is in sufficient proximity to proposed trail which warrants further inquiry before this segment of trail is developed.

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123

We recommend this dump be remediated in accordance with PA DEP requirements.

Fifty-Five Gallon Dump Area and Associated Drainage We recommend the existing Game Commission Access Point be improved by constructing a defined compacted aggregate parking area for approximately 10 cars, and a trail information kiosk. Further, we recommend vehicle barriers be installed as the trail approaches and leaves this trail access point to prevent vehicular access to the proposed trail. The rails and ballast have been salvaged from this section of the corridor and the remaining base of the former rail line is in good condition. Therefore, minor remediation will be required to remove vegetation before constructing the recommended trail cross section. Further, the existing side swales should be graded to reestablish their functionality.

East Pine Street Game Commission Access

124

Spillway to Townline Road Trail

L EGEND

Habitat Interpretive Sign

East Pine Street Trail Access

- Canal route - Signifcance to region

Private Well Pump House

Trail Barriers

T REE E ST

Erie Canal Interpretive Sign

T PIN

TRAIL BARRIER PROPOSED SPLIT-RAIL FENCE PROPOSED LANDSCAPE BUFFER CULVERT

- Habitat - Waterfowl - Bald Eagle

- Existing parking - Install kiosk - Hunting / Trail Use Etiquitte

EAS

EXISTING TRAIL PROPOSED TRAIL PHASE I PROPOSED TRAIL, PHASE II

- To prevent ATV access to trail

Trail Barriers - To prevent vehicular access to trail

TRAIL ACCESS TRAIL MILE MARKER

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Pymatuning 1.25 M I L E Trails

PROPOSED BRIDGE CROSSING “Wher et

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Pymatuning 2.00 M I L E Trails

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EXISTING RESTROOMS / PARKING

the

PROPOSED INTERPRETIVE SIGNAGE

Pymatuning 2.50 M I L E Trails

Pymatuning 2.25 M I L E Trails

Structure No. 4 Drainageway - Install culvert

Trail Barriers - To prevent ATV access to trail

Beaver Dam

Environmental Cleanup

- Corridor inundated ted with water due to adjacent beaver er pond - Remove beaver er dam

- Remove 55 gallon drums, potential hazardous waste

Structure No. 3 Drainageway Structure No. 2 Drainageway - Install culvert

Trail Barriers

- Install culvert

Structure No. 5 Drainageway - Install small bridge

- To prevent ATV access to trail

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Spillway to Townline Road Trail

East Pine Street Trail Access to Townline Road Concept Plans 2, 3, and 4 Between East Pine Street and Townline Road there are a number of unnamed tributaries which flow into Pymatuning reservoir. During the operation of the railroad, each of the tributary crossings had functioning drainage structures, primarily in the form of cross pipes. Many of these pipes have deteriorated since the railroad ceased operations on this portion of the line, between Linesville and Shermansville in 1953. We recommend an interpretive sign be placed on the southern side of this corridor to interpretive the history and adjacent remnants of the Erie Canal, which connected to Conneaut Lake.

Erie Canal Remants Parallel to Corridor The railroad valuation maps, referenced earlier in this study, indicate the majority of the drainage structures were constructed as timber box culverts. Based on field observations those culverts were replaced with corrugated metal pipe at some point in time. Many of the corrugated metal pipes have deteriorated and are no longer functioning. Furthermore, a beaver dam has been constructed, just east of East Pine Street, which has raised the water level of the existing pond located on the north side of the corridor. This beaver dam has caused the water to inundate the trail for a small stretch in the vicinity of the beaver dam. Last, a large portion of this segment of the former rail grade is located in cut, meaning land is high on either side of the former rail bed. At the time of construction swales were constructed on either side of the trail to allow the water to drain from the corridor to the reservoir. With the removal of the rails and ballast, the grades of these swales has been lost, therefore, the majority of the segments of the former corridor which are in cut are very wet and take some time to dry out after a storm event. Each of these drainage issues must be addressed as the proposed trail is extended through the respective areas. The rails and ballast have been salvaged from this section of the corridor and the remaining base of the former rail line is in fair to poor condition depending on location. The drainage issues, described above, will need to be addressed in order to successfully construct this section of trail. In addition to these efforts, minor remediation will be required to remove vegetation before constructing the recommended trail cross section. Further, the existing side swales should be graded to reestablish their functionality.

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127

Property to the north of the corridor is privately held, and is generally being used for agricultural purposes. This section of the corridor is owned by the Commonwealth of Pennsylvania, and managed by either as Pymatuning State Park or State Game Land No. 214 depending on the specific location. These land uses are indicated on the Parcel Analysis and Adjacent Land Use Map as presented earlier in this study. This section of the corridor is described in further detail here. Immediately east of East Pine Street drainage from a swale located along the eastern side of East Pine Street crosses over the corridor. We recommend a pipe culvert be installed in this location to convey the water beneath the proposed trail corridor. This is identified as Structure No. 2 on the Concept Plans. Approximately five hundred and eighty feet from the corridorâ&#x20AC;&#x2122;s intersection with East Pine Street is an unnamed tributary that crosses through the proposed trail corridor. The railroad valuation maps indicate an underground cattle pass was constructed in this location of the former rail corridor. There is no evidence of this underground cattle pass remaining. Therefore, we recommend a pipe culvert be install in this location to convey the water beneath the trail corridor. This is identified as Structure No. 3 on the Concept Plans. Approximately three hundred and seventy feet east of proposed Structure No. 3 the railroad valuation maps indicate an eighteen inch tile pipe has been installed during the construction of the rail line. There is no evidence of this pipe remaining. Therefore, we recommend a pipe culvert be installed in this location to convey the water beneath the trail corridor. This is identified as Structure No. 4 on the Concept Plans. Between proposed drainage Structures Nos. 3 & 4, on the northern side of the corridor, is a rogue ATV trail access. We recommend vehicular barriers be installed in this location to prevent motorized vehicle access to the trail corridor.

Rogue ATV Trail Access We recommend an interpretive sign be placed on the southern side of this corridor midway along this section. The focus of this panel should be habitat, waterfowl, and bald eagles. The panel should be developed in conjunction with Pymatuning State Park and Pennsylvania Game Commission representatives. Approximately five hundred and ten feet east of proposed Structure No. 4 there is a small pond and associated wetlands located on the northern side of the former rail corridor. Beavers have recently arrived to this 128

Spillway to Townline Road Trail

pond to make it their home. They have constructed a dam in the pond which has raised the water level. The corresponding change in water level inundates the former rail corridor in this location for a stretch of approximately fifty to one hundred feet in length. We recommend either a French mattress or boardwalk be installed in this location to raise the trail above the current water level. Fiberglass Reinforced Polymer (FRP) boardwalks are available to span this type of area. They have the same properties of the FRP bridge described in the Linesville Crossing section earlier. Should FRP boardwalks be selected to span this area, they should meet the same requirements as specified for the proposed FRP bridge.

Existing Beaver Dam

Corridor Inundation Near Beaver Dam Approximately eight hundred and ninety-five feet north of Structure No. 4 the railroad valuation maps indicate a three feet by three feet wood box culvert had been installed in this location to convey an unnamed tributary beneath the former rail bed. There is no evidence of this box culvert remaining. We recommend a FRP bridge be installed in this location to carry the proposed trail over the existing drainageway. This is identified as proposed Structure No.5 on the Concept Plans.

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129

Immediately east of proposed Structure No. 5, on the north side of the proposed corridor, is a rogue ATV trail access. We recommend vehicular barriers be installed in this location to prevent motorized vehicle access to the trail corridor. Approximately three hundred and seventy-five feet east of proposed Structure No. 5 the railroad valuation maps indicate another three feet by three feet wood box culvert had been installed in this location to convey an unnamed tributary beneath the former rail bed. There is currently a twenty-four inch diameter pipe which is in poor condition in this location. Therefore, we recommend the pipe culvert be replaced in this location to convey the unnamed tributary beneath the trail corridor. This is identified as proposed Structure No.6 on the Concept Plans. Approximately seven hundred and fifteen feet east of proposed Structure No. 6 the railroad valuation maps indicate a two feet by two feet timber culvert had been installed to convey an unnamed tributary beneath the former rail corridor. There is currently a twenty-four inch diameter pipe which is in poor condition in this location. The pipe appears to be undersized and water flow has eroded the tributary channel. Therefore we recommend a FRP bridge be installed in this location to convey proposed trail over the unnamed tributary. This is identified as proposed Structure No.7 on the Concept Plans. In the vicinity of Structure No.7 we recommend an interpretive sign be placed on the southern side of this corridor to interpretive the history of the native American Mound Builders who originally occupied this region. Approximately two hundred and twenty-five feet east of proposed Structure No. 7 the former rail corridor was constructed in cut, meaning land is high on either side of the former rail bed. At the time of construction swales were constructed on either side of the trail to allow the water to drain from the corridor to the reservoir. With the removal of the rails and ballast, the grades of these swales has been lost, therefore, the majority of the segments of the former corridor which are in cut are very wet and take some time to dry out after a storm event. We recommend the swales be reconstructed to drain the water that collects in this area to daylight. Further, given the removal of the ballast, fill material may be required to raise the level of the proposed trail bed to provide sufficient fall to allow the swales to drain properly. The section of corridor in cut is approximately one thousand two hundred and fifty feet in length.

Corridor in Area of Cut

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Spillway to Townline Road Trail

Approximately one thousand four hundred and eight feet east of proposed Structure No. 7 the railroad valuation maps indicate a wooden bridge had been constructed. There is no evidence of the bridge remaining, other than an unnamed tributary that flows through the former rail corridor. We recommend a FRP bridge be installed in this location to convey proposed trail over the unnamed tributary. This is identified as Structure No. 8 on the Concept Plans. Approximately four hundred and seventy feet east of proposed Structure No. 8 the railroad valuation maps indicate a twenty inch tile pipe was installed to convey water beneath the former rail corridor. There is an existing corrugated metal pipe culvert installed in this location and it appears to be in fair condition therefore we recommend the structure remain. This is identified as Structure No. 9 on the Concept Plans. Approximately two hundred and forty feet east of existing Structure No. 9 the railroad valuation maps indicate an 18â&#x20AC;? terracotta pipe had been installed. There is an existing corrugated metal pipe installed in this location and it appears to be fair condition, therefore we recommend this structure remain. This is identified as Structure No. 10 on the Concept Plans. Approximately three hundred and fourteen feet east of Structure No. 10 the railroad valuation maps indicate an twenty inch tile pipe had been installed. There is an existing corrugated metal pipe installed in this location and it appears to be in good condition, therefore we recommend this structure remain. This is identified as Structure No. 11 on the Concept Plans. Approximately five hundred and fifty feet east of Structure No. 11 the railroad valuation maps indicate an eighteen inch tile pipe had been installed. There is an existing corrugated metal pipe installed in this location and it appears to be in good condition, therefore we recommend this structure remain. This is identified as Structure No. 11 on the Concept Plans. Approximately one hundred and eight feet east of Structure No. 12 the railroad valuation maps indicate a four feet by five feet box timber culvert had been constructed. The timber culvert and associated crossing is in disrepair. We recommend a FRP bridge be installed in this location to convey proposed trail over the unnamed tributary. This is identified as Structure No. 13 on the Concept Plans.

Existing Timber Box Culvert

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131

Between the East Pine Street Access and Townline Road, the proposed trail corridor passes along a number of properties, both private and commonwealth owned, that are managed for agricultural purposes. These areas provide easy access to the corridor for motorized vehicles, particularly all terrain vehicles. Therefore, we recommend a split rail fence be constructed in the locations shown on the concept plans to discourage motorized use of the corridor. In the vicinity of proposed Townline Trail Access Point we recommend an interpretive sign be placed on the southern side of the proposed trail corridor to interpretive the propagation efforts of the Pennsylvania Game Commission, and to provide information on State Game Land 214 and text establishing etiquette for hiking and hunting use of the proposed trail, as described in further detail in the Management, Maintenance, Operation, and Security Chapter of this study. This sign should be developed in conjunction with the Pennsylvania Game Commission.

Existing Game Commission Access Gate at Townline Road The proposed trail will terminate at its intersection with Townline Road. Near this intersection we propose the development of the Townline Road trail access point. This access should be located on the east side of Townline Road. We recommend this trail access be developed to include parking for approximately 10 cars, and a trail information kiosk. This proposed access point can also serve the Pennsylvania Game Commission by providing an additional access point for hunting. Approximately four hundred feet west of the proposed Townline Road Access, on the southern side of the proposed trail, there is a rogue dump containing primarily appliances. We recommend this dump be remediated in accordance with Pennsylvania Department of Environmental Protection requirements.

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L EGEND EXISTING TRAIL PROPOSED TRAIL PHASE I PROPOSED TRAIL, PHASE II

TRAIL BARRIER PROPOSED SPLIT-RAIL FENCE PROPOSED LANDSCAPE BUFFER CULVERT

Mound Builders Interpretive Sign - Native Americans - History and culture

TRAIL ACCESS

Split Rail Fence sw duck alk o n

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Pymatuning 1.25 M I L E Trails

- To define trail corridor - To keep users on trail

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TRAIL MILE MARKER

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PROPOSED BRIDGE CROSSING

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“Wher et

Pymatuning 2.75 M I L E Trails

PROPOSED INTERPRETIVE SIGNAGE

Pymatuning 3.00 M I L E Trails

EXISTING RESTROOMS / PARKING

Structure No. 8 Drainageway - Construct small bridge

Structure No. 7 Drainageway - Existing 24” culvert

Structure No. 9 Drainageway - Existing culvert

Low Spot - Corridor needs graded to improve drainage

Corridor in Cut - Bed is soggy due to ponding water - Construct swales to daylight water

Structure No. 6 Drainageway - Replace existing 24” culvert

Structure No.10 Drainageway - Existing culvert

Structure No.11 Drainageway - Existing culvert

Structure No.12 Drainageway - Existing culvert

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Trail Access

Structure No.12 Drainageway

- Proposed parking - Install kiosk - Hunting / Trail Use Etiquitte

- Existing culvert

Split Rail Fence - To define trail corridor - To keep users on trail - To eliminate ATV access to trail and Game Lands

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“Wher et

L EGEND

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TRAIL MILE MARKER

Pymatuning 1.25 M I L E Trails

PROPOSED BRIDGE CROSSING PROPOSED INTERPRETIVE SIGNAGE EXISTING RESTROOMS / PARKING

Structure No. 13 Drainageway - Construct small bridge

“Wher et

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- To define trail corridor - To keep users on trail

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TRAIL ACCESS

Split Rail Fence

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TRAIL BARRIER PROPOSED SPLIT-RAIL FENCE PROPOSED LANDSCAPE BUFFER CULVERT

Pymatuning 3.25 M I L E Trails

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EXISTING TRAIL PROPOSED TRAIL PHASE I PROPOSED TRAIL, PHASE II

Pymatuning 3.50 M I L E Trails Pymatuning 3.75 M I L E Trails

Split Rail Fence - To define trail corridor - To keep users on trail & out of Propagation Area ‘J’ field - To eliminate ATV access to trail and Game Lands

Environmental Cleanup - Remove appliances and other waster

Trail Gate - To prevent vehicular access to trail

136

Spillway to Townline Road Trail

School Complex / Linesville Business District Concept Plan 5 Immediately east of the Linesville Creek crossing, as shown on Concept Plan 1, we recommend a trail be developed to connect the main trail corridor, that is being proposed herein, with the adjacent Conneaut Lake School District property and the Linesville Business District located on Erie Street. This trail is important as it provides users of the proposed trail with the opportunity to obtain goods and services in Linesville Borough business district. Further, it can connect the schools to the proposed trail as well.

Existing Bike Rack at Alice L. Schafer Elementary School We recommend this connector trail extend from the main corridor, northward paralleling Linesville Creek, on the School District property, to Alice L. Schafer Elementary School, where sidewalks and the internal vehicular circulation provide access to Erie Street. A wayfinding sign should be installed along the main trail indicating the connector trail leads to the school complex and the business district. A wayfinding sign should also be located at school drive, indicating the main trail can be accessed from the school complex. And, we recommend wayfinding signs be located at the Erie Street and Hartstown Road intersection. These signs should be located on the southern approach from Hartstown Road to Erie Street, at the western approach on Erie Street, and at the northern approach from Hartstown Road to Erie Street.

Sidewalk Along Erie Street

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137

Both Hartstown Road and Erie Street are under the jurisdiction of the Pennsylvania Department of Transportation and therefore, installation of these signs will require a Highway Occupancy Permit from PennDOT. Typically these permits take sixty days to receive, from the date the application is delivered to the PennDOT District office. These wayfinding signs will need to meet PennDOTâ&#x20AC;&#x2122;s Tourist Oriented Destination Signage Policy.

Linesville Business District

Linesville Bicycle Shop

138

Spillway to Townline Road Trail

L EGEND

Main Street Business District

EAST ERIE STREET

RIVE DRIVE OOL D OO WEST SCHOOL

EXISTING TRAIL PROPOSED TRAIL PHASE I PROPOSED TRAIL, PHASE II

TRAIL BARRIER PROPOSED SPLIT-RAIL FENCE PROPOSED LANDSCAPE BUFFER CULVERT TRAIL ACCESS

- To connect to Schools and Main Street a

Existing Sidewalks

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Linesville High School

- To connect to Schools and Main Street

Pymatuning 1.25 M I L E Trails

PROPOSED BRIDGE CROSSING

Alice L. Schafer Elementary School

PROPOSED INTERPRETIVE SIGNAGE

STO

EXISTING RESTROOMS / PARKING

School Complex Main Street Connector Trail

Existing Sidewalks - To connect to Schools and Main Street

140

Spillway to Townline Road Trail

Permitting Requirements As noted throughout this study a number of permits will be required in order to construct the improvements identified in this plan. In addition to the PennDOT Highway Occupancy Permits, for the Hartstown Road Crossing, and Wayfinding Signage, a number of Pennsylvania Department of Environmental Protection permits will be required. NPDES Permits for Discharges Of Stormwater From Construction Activities Pennsylvania Department of Environmental Protection, Watershed Management Division, (814) 332-6945 For all earth disturbance activities exceeding 5000 square feet, an adequate erosion and sediment control (E&SC) plan must be properly designed and implemented, and it must be available on site. The plan must show how the land is to be protected against accelerated erosion through the use E&SC Best Management Practices (BMPs). Examples of E&SC BMPs include: silt fence, mulch, diversion ditches, sediment traps and basins, and the planting of grasses or similar vegetation. The plan must show the site, location of the BMPs, and timing and sequence of their installation for maximum erosion control. The county conservation district can provide guidance to anyone developing a Plan. Once completed, the plan is submitted to the conservation district for review. For earth disturbance activities less than 5000 square feet, a plan is normally not required, but the appropriate BMPs are still required to be implemented. Projects disturbing one or more acres must obtain authorization through a National Pollutant Discharge Elimination System (NPDES) Permit for Stormwater Discharges Associated with Construction Activities before beginning any earth disturbance activity. Possible exceptions to these permitting requirements include activities for agricultural plowing and tilling, timber harvesting, roadway maintenance activities and projects with less than 5 acres of disturbance which can clearly demonstrate that there will not be a point source discharge to a surface water. There are two levels of NPDES Construction Permitting: (1) A PAG-2 General NPDES permit and (2) An Individual NPDES Permit. An Individual Permit is required whenever the site drains to a high quality (HQ) or exceptional value (EV) stream, as defined by Chapter 93 of DEPâ&#x20AC;&#x2122;s regulations, or if the project has the potential to discharge toxic substances into waters of the Commonwealth (i.e. Superfund sites, brownfields, etc.) or if the applicant has a history of non-compliance. In most other circumstances, a General Permit is suitable. Agricultural plowing and tilling activities are exempt from permit requirements, but still require the development of a conservation plan, which specifies the implementation/maintenance of BMPs. Post-Construction Stormwater Management Pennsylvania Department of Environmental Protection, Watershed Management Division, (814) 332-6945 In addition to an erosion and sedimentation control plan, a Post-Construction Stormwater Management (PCSWM) Plan is required for all construction activities requiring an NPDES Permit. The PCSWM Plan will need to include PCSWM BMPs designed to maximize infiltration technologies, minimize point source discharges to surface waters, preserve the integrity of stream channels and protect the physical, biological and chemical qualities of the receiving waters. Contact the regional office or local county conservation district for more details. This plan will need to be submitted with the permit package and will be reviewed in some capacity

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141

Water Obstructions and Encroachments Pennsylvania Department of Environmental Protection, Watershed Management Division, (814) 332-6945 Water Obstructions and Encroachments are regulated under Chapter 105 and Chapter 106 relating to Dam Safety and Waterway Management and Flood Plain Management, respectively. Regulated activities include bridges, culverts, headwalls, utility crossings, stream relocations, channel changes, stream bank stabilization, and other actions which affect a stream, watercourse, or wetlands. The Department currently implements a Joint Permitting Program with the U.S. Army Corps of Engineers for many of these activities. A Joint Water Obstructions and Encroachment Permit is needed if the proposed work will change, expand, or diminish the course, current or cross-section of a stream, or if the work is located in, along, or projecting into any stream, watercourse, floodway, body of water or wetland. Discussions with representatives of the Crawford County Conservation District indicate a Joint Permit will most likely be required for this project. It is anticipated that Linesville Creek crossing will require a Hydrological and Hydraulic (H & H) report and a Chapter 105 stream encroachment permit from the Pennsylvania Department of Environmental Protection (PADEP). It is not anticipated that the stream channel or jurisdictional wetlands will be impacted. However, if final design determines they will be impacted then an Individual Section 404 Permit, from the U.S. Army Corps of Engineers, will also be required. A new bridge structure and deck, which spans the stream, without a new pier, is likely to be eligible for a single â&#x20AC;&#x153;joint â&#x20AC;&#x153; permit from both PADEP and the Corps (total review time: about 130 days). A rehabilitation or replacement of an existing structure may have very little impact and may be eligible for a General Permit from PADEP and may not require a Corps permit at all (total review time: 60 days.) Factors also influencing the type of permit needed and may affect review times include the presence of threatened/endangered species.

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Spillway to Townline Road Trail

Immediate Implementation Strategies: These tasks should be completed in the first zero to twelve months.

•

Short Term Implementation Strategies: These tasks should be completed in years one through three.

•

Mid Term Implementation Stratgies: These tasks should be completed in years three through five.

•

Long Term Implementation Strategies: Theres tasks should be completed in years five through ten.

The identified timeframes should be considered guidelines. There may be valid reasons to delay or expedite various tasks given certain conditions, resources, or other issues. Adjustments to the timeframes can and should be made as necessary to accommodate the implementation of the projects.

Spillway to Townline Road Trail

143

Task

Responsibility Priority Immediate Implementation Strategies - one to twelve months

Cost

Adopt Feasibility Study as the guide for implementation of the Spillway to Townline Road Trail.

Envision Linesville, Inc.

Immediate

Envision Linesville, Inc.

Immediate

Meet with Pymatuning State Park Manager and Game Commission Land Manager to formalize corridor for the proposed trail.

Envision Linesville, Inc., Pymatuning State Park Manager (PSP), & Game Commission Land Manager (GC)

Immediate

Meet with PSP and GC to formalize management, operations, maintenance, and security policies for the proposed trail. Review Pennsylvania Land Trust Associationâ&#x20AC;&#x2122;s Model Trail Easement Agreement in preparation for discussions with property owners. Meet with owners of parcels 3902-078, 3902-077, 3902-076, 2012-075, and 3902-074 to confirm results of legal feasibility analysis

Envision Linesville, Inc., PSP, & GC

Immediate and On-Going

Envisions Linesville, Inc. / Attorney

Immediate

$1,500

Pymatuning State Park, & Envision Linesville, Inc.

Immediate

Celebrate successes, prepare press release announcing corridor for trail is publicly owned.

Envision Linesville, Inc., Pymatuning State Park & NPGTC.

Immediate

$500

Fundraise / secure funding for development of Phase I - Spillway Trail to East Pine Street

Envision Linesville, Inc., PSP, & NPGTC.

Short Term

in-kind services

Meet with local hospitals, doctors, and associated health organzations to discuss wellness benefits of proposed trail, and discuss potential for future contributions to capital development costs.

Envision Linesville, Inc., & NPGTC.

Immediate

Status

Short Term Implementation Strategies - one to three years 10. Begin public relations campaign to promote the proposed trail.

Envision Linesville, Inc., Pymatuning State Park, & Crawford County Convention and Visitors Bureau (CCCVB), NPGTC.

Short Term

$500

11.

Envision Linesville, Inc., PSP, & NPGTC.

Short Term

Envision Linesville, Inc., Pymatuning State Park, &NPGTC. Consultant

Short Term

in-kind services

Short Term

$100,000

Consultant

Short Term

$50,000

Envision Linesville, Inc., PSP, &NPGTC.

Short Term

in-kind services

Discuss possibility of obtaining PennDOT Transporation Enhancements funding for historic bridge relocation to cross Linesville Creek. 12. Apply for and secure grants for development of Phase I - Spillway Trail to East Pine Street. 13. Prepare final design and construction documents proposed trail, Phases I & II. 14. Prepare and apply for required permits for the proposed trail - Phases I & II. 15. Fundraise / secure funding for Phase II - East Pine Street to Townline Road Trail Development.

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Spillway to Townline Road Trail

Mid Term Implementation Strategies - three to five years 16. Conduct groundbreaking ceremony for Phase I trail improvements - Spillway Trail to East Pine Street. 17. Continue public relations campaign to promote trail. 18. Complete construction of Phase I trail segment, Hartstown Road to East Pine Street. 19. Celebrate successes, prepare press release announcing completion of Phase I - Spillway Trail to East Pine Street. 20. Complete construction of Phase II trail segment, Hartstown Road to East Pine Street.

Envision Linesville, Inc., PSP, & NPGTC.

Mid Term

in-kind services

Envision Linesville, Inc., PSP, CCCVB, & NPGTC.

on-going

$500

Envision Linesville, Inc., PSP, & NPGTC. Envision Linesville, Inc., PSP & NPGTC.

Mid Term

$660,800

Mid Term

$500

Mid Term

$1,460,000

Mid Term

$500

Mid Term

in-kind services $0

Envision Linesville, Inc., Pymatuning State Park, & NPGTC. 21. Celebrate successes, prepare press release, perform Envision Linesville, Inc., ribbon cutting ceromony announcing completion CCCVB, PSP & NPGTC. of Phase II - East Pine Street to Townline Road. 22. Fundraise / secure funding for Phase III - East Pine Envision Linesville, Inc., Street Trail Access Improvements. PSP, NPGTC, & GC. 23. Meet with Pymatuning State Park Manager and Envision Linesville, Inc., Game Commission Land Manager to discuss PSP, & GC management, operations, maintenance, and security policies and modify as necessary.

On-Going

Long Term Implementation Strategies - five to ten years 24. Continue grass roots fundraising campaign through non-profit to raise funds for on-going operations and maintenance activities. 25. Complete construction of East Pine Street Trail Access improvements. 26. Celebrate successes, prepare press release, perform ribbon cutting ceromony announcing completion of East Pine Street Trail Access improvements. 27. Continue public relations campaign to promote trail.

Envision Linesville, Inc., PSP, CCCVB, & NPGTC.

on-going

Envision Linesville, Inc., PSP, NPGTC, GC. Envision Linesville, Inc., PSP, GC, & NPGTC.

Long Term

$170,000

Long Term

in kind services

Envision Linesville, Inc., PSP, CCCVB, & NPGTC.

On-Going

$1,500

28. Meet with Pymatuning State Park Manager and Game Commission Land Manager to discuss management, operations, maintenance, and security policies and modify as necessary.

Envision Linesville, Inc., PSP, & GC.

On-Going

29. Fundraise / secure funding for Phase IV - School Complex / Main Street Connector Trail.

Conneaut Lake School District &Envision Linesville, Inc.

Long Term

30. Complete construction of Phase IV trail segment, School Complex / Main Street Connector Trail.

Conneaut Lake School District &Envision Linesville, Inc.

Long Term

$100,000

Long Term

$500

31. Celebrate successes, prepare press release, perform Envision Linesville, Inc., ribbon cutting ceromony announcing completion PSP, GC, & NPGTC. of School Complex / Main Street Connector Trail.

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Many of the tasks identified in the table are general in nature, and can further be subdivided as required into manageable components. For Example, where raise and secure funding for final design and construction is the task it can further broken down as follows: • • • • •

Step One: Contact potential funder(s) to determine eligiblity and interest in funding the proposed project. Step Two: Attend funder(s) pre-application seminar / request pre-application meeting with potential funder. Step Three: Identify whether outside suppoert / influenace will be beneficial given potential funder(s) background, make contacts as required. Step Four: Complete and submit grant applications(s). Step Five: Follow-up with grantor to deterine if they have questions or need additional information.

Subdivision of implementation tasks is often a function of the resources that are available to follow through with a particular task, or a task can be subdivided based on assigning portions of the task to those who have expertise in a particular category.

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Trail Development Standards Pedestrian and bicycle facility guidelines and standards should be jointly adopted by participating municipalities and all trail organizations to ensure consistency and quality in locating, designing, interpreting, and maintaining the facilities. These standards should be based on current guidelines established by the PennDOT Bicycle and Pedestrian Facility Checklist, American Association of State Highway and Transportation Officials (AASHTO), the Federal Highway Administration (FHWA), the U.S. Architectural and Transportation Barriers Compliance Board (U.S. Access Board), the Americans with Disabilities Act Accessibility Guidelines (ADAAG), the U.S. Forest Service, the Student Conservation Association agencies and pedestrian and bicycle organizations. Pedestrian and bicycle planning is in its infancy. The state and federal agencies responsible for developing these guidelines routinely revise these guidelines as required to increase user safety and efficiency, and to respond to data collected in post construction evaluation. Therefore, the recommendations contained herein must be reviewed on a periodic basis, and be updated to reflect these changes. Current resources utilized in the development of these recommendations include: • • • • • • • •

Guide for the Development of Bicycle Facilities, American Association of State Highway and Transportation Officials (AASHTO): 1999. Manual on Uniform Traffic Control Devices (MUTCD) Policy on Geometric Design of Highways and Streets “Green Book,” AASHTO. The Bicycle Compatibility Index: A Level of Service Concept, Implementation Manual, U.S. Department of Transportation Federal Highway Administration: 1998. Recommendations for Accessibility Guidelines: Outdoor Developed Areas Final Report, U.S. Architectural and Transportation Barriers Compliance Board (U.S. Access Board): 1999. Designing Sidewalks and Trails for Access: Part II of II: Best Practices Design Guide, Federal Highway Administration (FHWA): 2000. Selecting Roadway Design Treatments to Accommodate Bicycles, Federal Highway Administration: 1994. Guide for the Planning, Design, and Operation of Pedestrian Facilities, AASHTO, 2004.

There are times when exceptions to guidelines and standards may be deemed appropriate. These exceptions are typically required when they are necessitated by physical and environmental conditions, community desire, changing trends, intensity of use, and many other factors. Therefore they must be considered in light of site-specific issues. Those municipalities through which the trail passes should officially incorporate the recommendations contained herein into their subdivision and land use ordinances where appropriate. The design guidelines for the proposed Spillway to Townline Road Trail improvements are presented here, in the following order: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

Drainage Shared-Use Paths Markings and Signage Intersections Traffic Control Features Sidewalks Curb Ramps Crosswalks Bike Racks Rest Areas Trail Access Point Facilities Bridges

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Drainage The most important aspect of trail design, regardless of trail type, is drainage. Without sufficient drainage, a trail is bound to fail within the first five years. Although drainage improvements are determined on a case by case basis depending on the trailâ&#x20AC;&#x2122;s location, there are some general rules of thumb that should be followed. Cross Slope, Side Slopes, Swales, and Culverts Every part of the trail surface should pitch water at a 2% slope. Typically a surface is pitched towards the downhill side. It is recommended that the trail be crowned when the trail is constructed on land with a cross slope of 30% or greater. Side slopes, side swales, and culverts prevent water from reaching the trail surface and give water on the trail surface a lower place to drain. The use of side swales and culverts depends on the trail grade and width and must be designed in the context of a particular location, and corresponding uphill watershed. 1. Where side slopes of the trail are less than 5% no swales are needed unless the trail is constructed in a wet area. 2. Where side slopes of greater than five percent and / or when side slopes are over twenty-five feet in length, a swale is required on the uphill side of the trail to collect water, pipe it beneath the trail and outlet to daylight. All pipes shall be sized to adequately contain a ten year storm event, or as required by local ordinance, which ever is more stringent. 3. Where trails are built on an embankment, no swales are required assuming runoff drains to away from the trail. 4. When trails are built in cut, swales are required on both sides, and swales shall be piped as required to drain to daylight. 5. Where swales are required along trails, the trail surface shall be pitched to the uphill side swale.

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Culvert crossings take the water from side swales and crowned surfaces, and route it beneath the trail surface. Each culvert crossing should have a headwall and endwall to provide a solution to: prevent erosion at pipe openings; prevent flowing water from damaging the trail structure; provide structural support for the trail and prevent crushing of the pipe; increase flow capacity of the pipe by reducing turbulence and directing flow; and, visually identify pipe openings and protect them from traffic and maintenance equipment. The Pennsylvania State Conservation Commission’s Center for Dirt and Gravel Road Studies has published recommendations for Natural Stone Headwalls. We recommend the construction of natural stone headwalls at existing and proposed culvert crossings, conform with the Center’s Technical Bulletin titled “Natural Stone Headwalls”. Grade Breaks In order to prevent washouts on grades, grade breaks should be installed into the trail alignment. Grade breaks can be smoothly integrated into the trail. The steeper the grade, the more often grade breaks are required. This further limits the running grade of the trail.

Shared Use Paths A shared use path is a facility that is typically removed from the vehicular transportation network, within it’s own right-of-way, not the vehicular right-of-way. As it’s name suggests many different types of users may be present on a shared use path. Users generally include walkers, joggers, bicyclists, and in-line skaters.

Shared Use Path Width and Clearance Requirements The AASHTO publication titled “Guidelines for the Development of Bicycle Facilities” recommends that two directional shared use paths be constructed with a minimum width of ten feet. Additionally, the guidelines state a minimum of a two foot wide graded area with a maximum slope of 1:6 should be maintained adjacent to both sides of the path. Where lateral obstructions; such as guide rails, utility poles, trees and walls; are present three feet of clearance from the object is recommended. When slopes greater than 1:3 are present it is recommended that a minimum of five feet be maintained between the edge of the path pavement and top of slope. The minimum recommended vertical clearance to an obstruction is eight feet. However, the vertical clearance may need to be greater to accommodate maintenance and emergency vehicles.

PSU Center for Dirt & Gravel Roads Natural Stone Headwalls

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Shared Use Path Materials The path must be placed on stable, compacted soils to achieve structural stability. The Pennsylvania State Conservation Commissionâ&#x20AC;&#x2122;s Center Dirt and Gravel Road Studies has conducted research on trail surfaces. Based on this research the Commission have prepared a trail mix specification that results in a stable, firm, and slip resistant trail surface. This compacted aggregate trail surface is considered to be an environmentally friendly alternative to an asphalt trail cross section for the following reasons: 1. The compacted aggregate trail has a higher rate of permeability than asphalt. 2. The compacted aggregate trail has greater texture, and therefore, reduces the velocity of water run off to a higher degree than asphalt. In addition to these environmental incentives, a compacted aggregate trail is less expensive to install than its asphalt counterpart; and, a compacted aggregate trail is more forgiving to the user due to its resiliency under foot. We recommend Graymont be approached to determine if they might be able to provide limestone for trail development as a donation towards trail development, or at a reduced cost. The following construction detail shows the make-up of the compacted aggregate trail cross section.

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Markings and Signage Generally, the following types of signs should be installed along shared-use paths: •

Trail Access Point Signs: must invite path users, be attractive, and provide trail users with an overall summary of the trail;

•

Mileage Markers: should be installed at one- half mile intervals along the path. Mile markers can assist emergency response personnel in locating path users in need of assistance;

•

Wayfinding Signs: should be installed at appropriate locations along the path directing path users to cultural features beyond the trail corridor. At a minimum, wayfinding signs should be placed to direct users to schools, parks, and the Township buildings;

•

Historical / Interpretive Signs: should be installed to interpret points of interest. These can be historical or environmental in nature;

•

Regulatory / Warning Signs: All regulatory signs installed along vehicular roadways shall comply with the requirements of Part II of the U.S. Department of Transportation’s “Manual on Uniform Traffic Control Devices”. Signs should only be placed where potential conflicts are not clear, or to emphasize the significance of a potential conflict. Directional and route markers should be placed at all turns, at major intersections, and at intervals of approximately one-quarter mile along the route.

Care should be taken not to install too many signs. A conservative use of regulatory and warning signs is recommended, as these signs if used too frequently tend to loose their effectiveness. On the other hand, frequent display of route markers and directional signage is important to keep the user informed of his location and will not lessen their value.

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The design of signs must take into consideration durability, maintenance requirements, and replacement costs. Interpretive Signs Choose the material that’s best suited for the site. Traditionally there are five choices of material for outdoor signs: cast aluminum, fiberglass, phenolic resin, porcelain enamel and vinyl on aluminum. Weigh the pluses and minuses of each against the requirements of your site. •

Cast aluminum markers are popular for their association with locations of historical interest. Their characteristic look, with light or gold lettering against a dark background, makes them readily recognizable. Durable and heavy, cast aluminum is a good choice for low or no maintenance locations such as roadside rests. These panels stand up well to adverse weather conditions. One drawback: they cannot be used for color photographs. Cast aluminum markers generally require a production timetable of eight to ten weeks and are moderate to high in price.

•

Fiberglass panels imbed a digitally produced paper graphic in acrylicmodified polyester resin on a woven mesh backing. Easy to maintain and clean, they can be treated like a fiberglass automobile body. However, they have a relatively short lifespan, 5 to 8 years. Though the material filters some ultraviolet light, these signs will fade and become brittle over time; once scarred or cut, the panels will begin to oxidize and fail along the edges of the scar. But because fiberglass signs are moderate to low in price, multiples of the same sign can be produced at one time and simply replaced as needed. That makes this type of panel good for areas that may be prone to vandalism or other damage. Fiberglass panels generally call for six to eight weeks of production time.

•

Phenolic resin panels are essentially a high-pressure laminate that encapsulates a digital paper graphic between layers of ultravioletfiltering film and resin composed of formaldehyde and phenol (think kitchen countertops). These panels are good for all locations – remote or staffed, wet or dry. They can be easily maintained and cleaned by waxing once a year with a high-quality automotive wax. If vandalized, they hold their integrity well even after being damaged. Phenolic resin signs used in the field by the Minnesota Historical Society have held up for more than 10 years. These colorfast panels are an excellent choice for reproducing high-resolution photographs. Production time is six to eight weeks; prices are moderate.

•

Porcelain enamel markers are made by fusing glass to steel. They are durable and stable and perform very well in moist environments such as zoos and aquariums. However, if damaged, porcelain enamel will rust, causing surface stains or bleeds. Because they are expensive to produce, these panels should be placed in areas that are regularly staffed. They generally require ten to twelve weeks of production time.

•

Vinyl graphics on aluminum backers, commonly used for highway markers, are ideal for semipermanent, wayfinding signs. They are an economical solution for signs that need to change from season to season – those announcing hours of operation, for example, or signs carrying directional or instructional information. The aluminum backer won’t rust, and the vinyl lettering can be changed readily without affecting the sign’s background and standard information. This type of signage looks professional and offers flexibility, minimizing season-to season costs. Vinyl-on-aluminum signs take from three to four weeks to produce.

Fabricate the Frame While the graphic signs are being produced, use the time to fabricate the frames that will hold them. Wood, steel or aluminum can be used for frames. The choice will depend on several variables: where the signs will be placed; what budget there is; and how much maintenance your organization is willing and able to do. •

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Wood is the most readily available and user-friendly material for trail sign frames. You may even be able to find a volunteer who can make them for you. Since the frames will be exposed to the elements year-round, it’s important to use exterior-grade wood, primers, paints and sealers. To prolong the life of your wood frames, don’t forget to prime and seal the end grains. Of the three choices of material, wood frames are the most easily damaged or

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destroyed and will require the most maintenance. If you’ve ever had to repair a wooden fence, you’ll have a good understanding of what sort of maintenance would be involved. •

There are advantages and disadvantages to using either steel or aluminum for frame fabrication. You may be able to have steel frames made locally, whereas aluminum frames may have to be fabricated elsewhere, adding to shipping costs. As for the material itself, steel frames will rust when exposed to the elements, leaving red-brown stains. Aluminum will not rust or stain when left outside. In addition, aluminum frames are usually about half the weight of their steel counterparts.

•

There are also variables to consider when choosing the finish for steel or aluminum frames. One option is painting, which can usually be done locally. Painted metal frames also are easy to repair and touch up but, in general, are less durable than the other option, powder coating. Typically done by specialty fabricators, powder coating is an electrochemical process that bonds pigment to the metal. The powder-coated finish is much harder than a standard painted finish and therefore resists scratching. The downside to powder-coated finishes is that they are difficult to match when touch-ups are needed; automotive epoxy paint comes closest to matching their finish and durability.

•

As for cost, steel frames and painted finishes are, overall, less expensive to begin with but will require more maintenance over time. Aluminum frames and powder-coated finishes are more expensive at the outset but will require less maintenance.

Mile Markers We recommend mile markers be constructed from double sided Carsonite markers, with 3” x 3” vinyl graphics for the actual markers. Carsonite markers are relatively inexpensive, very durable, and long lasting. They are installed by directly burying (hammering) them into the ground.

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Intersections It is difficult to provide generalized recommendations for the treatment of intersections to accommodate pedestrian and bicycle facilities due to the degree of variability in vehicular traffic volumes, pedestrian and/or bicycle traffic volumes, crossing widths, and existing traffic controls. However, there are some general considerations for the design process, including: • • • • • • • • • • •

provide positive guidance to pedestrians, bicyclists, and motorists to ensure full awareness at intersections; minimize conflicts and channelized intersections to separate moving conflicts; unavoidable conflicts should occur at right angles; optimize sight triangles, ensure stopping, intersection crossing, and decision sign distances; conflicts should be clearly visible; provide adequate staging and refuge areas for pedestrians and bicyclists; avoid obstacles and highlight unavoidable obstacles; at signalized intersections, minimize trail user delay by minimizing traffic signal cycle time; provide adequate signal crossing time for pedestrians; provide easily accessible tactile/audible push buttons; and design to assist the user in looking into the direction of the potential hazard.

Because of the low speed limits and rural character of many of the roads, most intersections can simply be controlled with additional signage, assigning the right of ways for pedestrian and bicycle users. Should the municipalities and/or the State upgrade the roadways to include right turn lanes and/or signalized intersections, the municipalities need to ensure the needs of the bicyclists and pedestrians are met in the initial design process.

Traffic Control Features Typically traffic control signals are used as a last resort, if the pedestrian and bicycle users cannot be incorporated into a controlled intersection environment. The current trends in traffic control features for pedestrian and bicycle facilities are bicycle activated traffic control signals, and pedestrian countdown signals. These mechanisms should only be considered after a detailed engineering study is completed for an intersection. The adjacent photo is of a motion activated system that is marketed by Cross Alert Systems, Inc.

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Crosswalks Crosswalks inform the motorist of pedestrian activity across the roadway, and indicate to the pedestrian the desired location to cross a roadway. Locations Municipal land development and subdivision ordinances should be modified to require crosswalks in all instances where sidewalks continue on the opposite side of a roadway and vehicular traffic is controlled by either a stop sign or traffic signal. Mid-block crosswalks should not be permitted unless adequate site distance exists to allow a pedestrian to cross the street at a speed of 3.5 feet per second. Although the MUTCD does not provide a specific recommendation for crosswalk striping, it is generally regarded that more paint provides more protection. Although this has not been substantiated, it may be that the greater the amount of paint, the greater the perceived protection on the part of the pedestrian and the stronger message to the motorist.

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Trail Access Trail access facilities should be provided in key locations where trail users are likely to enter the trail system, at intervals that are convenient to trail users, and consistent with protecting neighborhood privacy. Trail access point facilities are typically recommended at intervals of between five and eight miles. Clustering of trail facilities provides for ease of maintenance, user convenience, and minimal vandalism. Trail access facilities should be located in areas that are visible from adjacent roads. This helps to provide basic security of the facilities. Each access point opportunity should have sufficient parking to accommodate commuter cyclists and recreational cyclists who may drive to them to begin their journey. These areas should be well marked and should provide a graphic map showing where the trail user is in relationship to the overall trail network. Recommended trail access point facilities amenities include: •

Parking: We recommend that a minimum of twenty-five parking spaces be provided for at each trail access point, this includes twenty-four standard spaces and one accessible space.

•

Toilets: Toilets are a necessary item and should be provided at all trail access points. They should be constructed of masonry and be connected to municipal sewer and water lines. If budget is a concern, one uni-sex unit can be provided. This is popular for families with children who require attention in the restroom. Otherwise, one female and one stall should be provided. Regardless of the arrangement, the toilet facilities must be accessible / ADA compliant.

•

Drinking Water: A cost effective frost-free design should be selected. Where municipal water is not available, a well and hand pump is recommended.

•

Security Lighting: We recommend trail use be limited to daylight hours. However, we also recommend a minimum of one dawn to dusk security light be located at each trail access point. The lights should be protected by vandal resistant lexan shields. The light shall be located to illuminate the toilet and the parking areas. Where shelters are provided a second light should be considered.

•

Bicycle Rack: It is important to choose bicycle racks based on their ability to securely retain a bicycle. In addition, consideration must be given to the potential damage that can be caused to the bicycle while it is in the rack. Bicycle racks must successfully secure the bike while protecting it from vandalism The preferred racks are those that secure the bicycle to the rack in two locations on the bicycle frame. The Association of Pedestrian and Bicycle Professionals activity promotes the utilization of proper bicycle racks. They note traditional bicycle racks, such as the comb or toast racks, are often referred to as wheel benders because of the ease with which one could damage the bicycle by bending the rim. Racks generally require a minimum depth of seventy-two inches, and are typically spaced a minimum of thirty inches apart. Where racks are separated by an aisle, the width of the aisle should be a minimum of forty-eight inches wide. Characteristics of a Good Bike Rack 1. 2. 3. 4. 5. 6. 7. 8.

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Do not bend wheels or damage other bicycle parts. Accommodate high security U-shaped bicycle locks. Accommodate locks securing frame and both wheels (preferably without removing the front wheel of the bike). Do not impede or interfere with pedestrian traffic flow. Are easily accessed from the street and protected from motor vehicles. Are visible to passers-by to promote usage and enhance security. Are covered where users will leave their bikes for a long time. Have as few moving parks as possible.

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•

Benches: The location of rest opportunities are crucial to ensuring a positive trail experience. Benches should have backrests to provide support, and at least one armrest to provide support as a user returns to the standing position, as required by ADA. We recommend benches be located at intervals of approximately ¼ mile along the trail.

•

Picnic Shelters: Shall only be located at trail access points. The minimum size should be 20’ x 28’, housing four accessible picnic tables, to provide adequate cover from wind and rain. We recommend laminated wood beam shelters as they eliminate roosting opportunities for birds, and subsequently they are much easier to maintain.

•

Air Station: Where a restroom building is provided we recommend an air station also be provided.

•

Trash and Recycling Containers: Trash and recycling containers should only be located at trail access points, where volunteers, or municipal services agree to empty them on a regularly scheduled interval. We recommend a fifty-five gallon drum, with a removable plastic liner as they are most cost efficient. The drums can be painted with the trail color and logo. Given the population of black bears in the vicinity of the trail, we recommend bear safe lids be installed on the cans.

•

Trail Information Kiosk: Information kiosks should be functional and provide enough room for an overall trail map and rules & regulations of the trail. The kiosk should provide a modest roof to eliminate glare, and protect the information from direct exposure to the elements. Maps and signs shall be manufactured from weather proof materials, designed for the intended use.

•

Landscaping: Trail access points, and screening along the trail are important components not only to provide a finished appearance, but more importantly provide privacy screening, wildlife habitat, streamside buffers, erosion control, windbreaks, and to separate areas of different uses. Landscaping along the trail corridor, and at trail access points should be limited to the use of native plant species. When selecting trail amenities, details of construction should be of high quality, yet affordable, and of simple design reflective of the rail heritage of the area. The maintenance of the amenities must be considered during the design and site amenity selection process.

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Native Plants Native species are typically more tolerate of local conditions and require less maintenance and care. Native plants help create landscapes that provide wildlife habitat and reduce maintenance costs. Their greatest benefit, though, may be the increased awareness about which plants are native and which are not, and the protection of remaining native plant communities. The following tables contain plants native to Pennsylvania that may be considered when final landscaping plans are prepared for the proposed Spillway to Townline Road Trail. Pennsylvania Native Herbaceous Perennials: Grasses Common Name

Scientific Name

Big bluestem

Andropogon gorardii

Bloom Period Jun-Sep

Height

Zone

3 - 5 ft

Jun-Oct

1 - 2 ft

5-6

Jun-Aug

2 - 4 ft

Jul-Sep

3 - 5 ft

5-6

Jul-Sep

2 - 4 ft

5-6

Aug-Sep

3 - 6 ft

Jul-Sep

2 - 4 ft

Aug-Sep

3 - 6 ft

Water

Light

Notes: Clump forming; attractive, with winter interest Lurid sedge

Carex lurida Notes: Wetland plant; interesting seeds

Bottlebrush grass

Elymus hystrix Notes: Grass which grows in shade

Riverbank wild-rye

Elymus riparius Notes: Good for streambank conditions

Virginia wild-rye

Elymus virginicus Notes: Grass which tolerates a wide range of conditions

Switch grass

Panicum virgatum Notes: Clump grass; can help control erosion

Little bluestem

Schizachyrium scoparium Notes: Clump grass; tolerates poor soil; winter interest

Indian grass

Sorghastrum nutans Notes: Clump grass; tall with beautiful flowers

Source: /www.dcnr.state.pa.us/forestry/wildplant/grasses.aspx

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Pennsylvania Native Woody Plants: Small Trees and Shrubs Common Name

Scientific Name

Smooth alder

Alnus serrulata

Bloom Period Mar-Apr

Wildlife Value high

Height

Zone

6-10

Mar-May

high<

15-25

Mar-Jul

intermediate

3-6

May-Sep

intermediate

Jun-Sep

intermediate

6-15

April

very low

20-35

May-Jun

very high

15-25

5-6

May-Jul

very high

6-12

Apr-Jun

very high

10-30

Sep-Nov

low

20-30

5-6

Jun-Jul

low

3-5

Water

Light

Notes: Yellow catkins; multistemmed; needs wet soil Serviceberry

Amelanchier arborea Notes: White flowers in spring; edible berries; fall color

Black chokeberry Aronia melanocarpa Notes: White flowers; multistemmed; berries; fall color New Jersey tea

Ceanothus americanus Notes: White flowers; multistemmed; tough; fixes nitrogen

Buttonbush

Cephalanthus occidentalis Notes: White flowers; multistemmed; interesting fruit

Redbud

Cercis canadensis Notes: Purple flowers in spring; fixes nitrogen

Alternate-leaved dogwood

Cornus alternifolia Notes: White flowers in early summer; blue berries

Silky dogwood

Cornus amomum Notes: White flowers in summer; blue berries; multistemmed

Flowering dogwood

Cornus florida Notes: White brachts in spring; red berries; diseases

Witch-hazel

Hamamelis virginiana Notes: Yellow flowers; multistemmed; fragrant; medicinal

Wild hydrangea

Hydrangea arborescens Notes: White blooms in midsummer; multi-stemmed

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Pennsylvania Native Woody Plants: Small Trees and Shrubs (continued) Common Name

Scientific Name

Winterberry

Ilex verticillata

Bloom Period May-Jun

Wildlife Value high

Height

Zone

6-10

May-Jul

very low

7-15

Mar-May

high

6-12

May-Jul

intermediate

5-10

Apr-May

high

15-25

Jun-Jul

very low

10-30

low

4-8

Apr-May

intermediate

30-50

May

intermediate

< 12

5-6

Jun-Jul

very high

5-15

5-6

May-Jun

very high

1-2

Water

Light

Notes: Showy berries in winter; multi-stemmed Mountain laurel

Kalmia latifolia Notes: White flowers; evergreen; multi-stemmed; PA state flower

Spicebush

Lindera benzoin Notes: Berries and foliage in fall; multi-stemmed; herbal uses

Ninebark

Physocarpus opulifolius Notes: Pink flowers; papery bark; multi-stemmed

Wild plum

Prunus americana Notes: White flowers; edible fruit; multi-stemmed

Rosebay

Rhododendron maximum Notes: Rose flowers; evergreen; multi-stemmed

Pinxter-flower

Rhododendron periclymenoides May-Jun Notes: White-pink flowers; multi-stemmed

Black willow

Salix nigra Notes: Catkins in spring; needs wet to moist soil

Silky willow

Salix sericea Notes: Catkins; needs wet conditions; multi-stemmed

Elderberry

Sambucus canadensis Notes: White flowers; multistemmed; edible berries & flowers

Lowbush blueberry

Vaccinium angustifolium Notes: White flowers; multistemmed; edible berries

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Pennsylvania Native Woody Plants: Small Trees and Shrubs (continued) Common Name

Scientific Name

Highbush blueberry

Vaccinium corymbosum

Bloom Period May-Jun

Wildlife Value very high

Height

Zone

6-12

May-Jun

intermediate

4-6

5-6

May-Jun

very high

3-15

July

high

10-40

Height

Zone

40-60 ft

6-May

Water

Light

Water

Light

Notes: White flowers; multistemmed; edible berries; fall colors Maple-leaved viburnum

Viburnum acerifolium Notes: White flowers; multistemmed; edible berries; fall color

Arrow-wood

Viburnum recognitum Notes: White flowers in late spring; multi-stemmed

Virginia creeper

Parthenocissus quinquefolia

Source: /www.dcnr.state.pa.us/forestry/wildplant/grasses.aspx

Pennsylvania Native Woody Plants: Medium and Large Trees Common Name

Scientific Name

Red maple

Acer rubrum

Bloom Wildlife Period Value Mar-Apr very high

Notes: Red flowers; adaptable; fall color Sugar maple

Acer saccharum

AprMay

very high

60-75 ft

6-May

AprMay

very high

60-80 ft

AprMay

very high

45-55 ft

AprMay

very high

60-80 ft

AprMay

high

50-70 ft

6-May

Notes: Yellow flowers in spring; fall color; maple syrup Yellow birch

Betula alleghaniensis

Black birch

Notes: Catkins in winter Betula lenta

River birch

Notes: Catkins in winter Betula nigra Notes: Catkins; striking bark; grows in eastern & central PA

American beech

Fagus grandifolia Notes: Beautiful tree; edible nuts; attractive bark

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Pennsylvania Native Woody Plants: Medium and Large Trees (continued) Common Name

Scientific Name

Green ash

Fraxinus pennsylvanica

Tulip poplar

Notes: Fast growth; fall color Liriodendron tulipfera

Bloom Period AprMay

Wildlife Value intermediate

Height

Zone

30-50 ft

intermediate

75-100 ft

high

30-60 ft

very high

50-80 ft

6-May

low

75-100 ft

Water

Light

Notes: Green flowers in early summer; fast growth Black-gum

Nyssa sylvatica

Eastern white pine

Notes: Outstanding fall color Pinus strobus

Sycamore

Notes: Evergreen conifer Platanus occidentalis

AprMay

Notes: Showy bark; drops fruits White Oak

Quercus alba

Mar-Jun very high

50-100 ft

Chestnut Oak

Notes: Edible nuts; majestic Quercus montana

May-Jun very high

40-75 ft

AprMay

very high

60-70 ft

AprMay

very high

60-80 ft

6-May

April

high

30-50 ft

60-80 ft

6-May

40-70 ft

6-May

Notes: Fall color; nuts attractive to wildlife Pin Oak

Quercus palustris Notes: Common ornamental street trees; fall color

Red Oak

Quercus rubra Notes: Hardy and long-lived tree; fall color

Sassafras

Sassafras albidum Notes: Edible and medicinal uses; fall color

Basswood

Tilia americana

May-Jun very low

Notes: Flowers aromatic, with herbal uses; multiple trunks Canada hemlock

Tsuga canadensis

high

Notes: Evergreen conifer; PA state tree Source: /www.dcnr.state.pa.us/forestry/wildplant/grasses.aspx

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Bridges We recommend bridges be constructed of a single span when possible. Multiple spans require foundation support in the watercourse. These supports reduce flow volumes, and during flooding events debris lodged on the supports of multi-span bridges increase the likelihood of flooding. Trail bridges are generally typically designed to accommodate between 6 ¼ tons to 10 tons, the weight of trail maintenance equipment. Therefore, we recommend fiberglass bridges as they offer the following advantages: 9 Lightweight: Components can be hand-carried into remote sites. 9 Ease of installation: Park crews or volunteers, using common hand tools, install most of our spans, usually in one or two days. 9 High Strength: Every span utilizes high strength fiberglass structural members. 9 Attractive: Available in a variety of colors, and selection of railing options. 9 Low Maintenance: Fiberglass does not rust or rot, and is not affected by termites or most chemicals. Fiberglass performs well in wet environments that attack typical bridge materials. Single span fiberglass bridges are available in widths up to ten feet, and single spans up to one hundred feet in length. Fiberglass bridge spans can be installed on gabion basket foundations masked with boulders to provide a natural appearance. Decking shall consist of ACA treated lumber. We recommend a sloped style handrail for the proposed bridges. This style is reflective of the steel truss railroad bridges. A second method of securing and constructing a bridge for the Linesville Creek crossing was also explored. The Pennsylvania Department of Transportation’s Cultural Resources Management Program was contacted to determine the potential opportunities for preserving and adaptively reusing a historic highway bridge at this location. Through this program the Commonwealth is marketing a number of historic bridges, currently scheduled for replacement due to load and width limitations, for adaptive re-use. Past projects have included placing historic bridges in state parks, on rails to trails projects, and on university campuses. When an historic bridge can be matched for adaptive re-use, and PEnnDOT’s project is funded by the Federal Highway Administration, therefore the PennDOT can be reimbursed for up to 80% of the costs of demolition to facilitate the moving and/or preservation of the bridge. The 20% match that is required to match the Federal funding must be secured by the local agency requesting the bridge. An historic bridge that is a candidate for relocation must: • • •

Be of sufficent width and length to meet the future use(s). Be able to support the intended design loads to meet future use(s). Be able to be re-used in accordance with current federal, state, and local permitting requirements.

Furthermore, the bridge to be located requires suitable abutments to support the structure and its corresponding design load. State owned bridges are first offered to other state agencies, then to municipalities in their region, then to non-profit organizations, educational institutions, and the general public through the state surplus process at the Department of General Services.

The historic truss bridges currently marketing are listed on our website at www.penndotcrm.org. The only bridges actively marketed on this site are bridges determined to be eligible for listing in the National Register of Historic Places and, at present, there are none in the 75’ range. However, this list is a sub-set of the total population of bridges that PennDOT is in the planning process for replacing. Currently there are a few truss

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bridges that are not technically historic (in the sense that they were not determined to be eligible for listing in the National Register of Historic Places, which means that PennDOT is not required to market them) but they’re of similar design to ones being marketed. These bridges include: • • •

80’ Pratt Pony Truss in Armstrong County built in 1904 78’ Warren Pony Truss in Beaver County built in 1929 82’ Parker Pony Truss in Washington County

Ms. Kara Russell Cultural Resources Specialist Pennsylvania Department of Transportation Bureau of Design Environmental Quality Assurance Division 717-705-1484 krussell@state.pa.us

At the time of this review it was unknown when these bridges would be available. The list is updated as bridges are utilized. Therefore, if the trail is deemed feasible, this issue may be revisited should the adaptive re-use of a bridge be desired and when funding can be secured for the local match.

Bridge Relocation Barriers and Fencing Trail barriers and fencing are available in a variety of styles and configurations and should be selected based on the most cost effective solution which will meet the intended need. At public road crossings and where trail accesses are located, we recommend a vehicular gate. The following Vehicular Gate detail provides a locked center gate, that will accomodate maintenance and emergency response vehicles, yet, limit access to bicycles and pedestrians for general public use of the trail. These detail has been successfully employed on many trails throughout Pennsylvania. Should snowmobile use of the trail be desired, consideration should be given th the Steel Access Gate detail. This is a standard oil and gas road access gate. It permits snowmobiles to cross under the gate, while it prevents all terrain vehicle access becuase of the limited clearance. Post / Boulder Vehicle Barricades are proposed along the trail to limit and discourage motorized vehicle access to the trail.

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Fencing also comes in a variety of styles and heights. As with gates, the primiary consideration with fencing is cost, durability, and asthetics. Split rail fences are desireable from a cost and asthetic standpoint. In isolated locations they may be prone to vandalism.

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Rolled wire boundary fence is another style that is cost effective. It generally disappears from sight, given it is generally constructed from wire. Therefore, appropriate signage or flagging of the fence should be done to ensure trail users recognize the location of the fence. This can be accomplished by posting small signs, such as, please respect private property at fifty to on hundred feet intervals along the fence. End sections and corners are reinfornces with wood members while in-line sections are supported by standard traffic T posts.

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Sustainability All improvements should be in accordance with best practices for sustainable development. These practices have economic, environmental, and health and safety benefits. Further, this effort can be documented and interpreted in trail related marketing material, and utilized in education and public relations efforts. The trail development standards recommended herein as done so because of their sustainability. These practices include: • • • • • • • • •

Minimizing water use Utilizing natural stormwater management techniques Reducing / eliminating pesticide use Minimizing impermeable surfaces Utilizing native plants Eliminating and preventing invasive plants Enhancing wildlife habitat Protecting wetlands and recharge areas Conserving and protecting water resources

A good primer on sustainable practices is DCNR’s publication titled “Creating Sustainable Community Parks A Guide to Improving Quality of Life by Protecting Natural Resources”, available at: www.dnr.state.pa.us/brc/publications.

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Operation, Maintenance, & Security and Trail Management

Operation, Maintenance, Security and Trail Management Although the trail passes through several communities, a concise and consistent message should be promoted along the length of the trail. The trail should carry the designated trail name throughout its course. For purposes of discussion herein, we will refer to the trail as the Spillway to Townline Road Trail. Wayfinding, interpretative, and mile post signage should be consistent from the beginning to end the end of the trail. The same goes for trail rules, management, operation, and security polices, and trail development and amenity selection. This is a simple concept, however, the temptation is there to localize various segments of the trail. This temptation must be avoided to maintain the continuity and regional impact of the trail. Therefore, we recommend, all partners take measures to officially adopt a Memorandum of Understanding that establishes this consistency, as well as consistent policies for the operation, maintenance and security of the trail. A maintenance plan should establish a routine maintenance schedule, a preventative maintenance schedule, and a risk management inspection schedule. This section will provide recommendations for each. Trails must be maintained in a safe and usable condition at all times. All defects in trail surface, rough edges, depressions, uneven pavement, etc., must be corrected immediately by making the require repairs to restore the trail to a safe and usable condition. All potential hazards must be clearly identified and marked to alert users until they can be repaired. Failure to properly operate and maintain the trail may result in an unsafe trail which has the potential to become a liability to the entities involved.

Maintenance Plan The following maintenance plan was developed for the Bellefonte Central Rail Trail, located in Central Pennsylvania, near and on the property of Penn State University. This plan serves as a good model, and point of beginning, for establishing a maintenance protocol for the proposed Spillway to Townline Road Trail. The following maintenance plan was developed by representatives Penn State Universityâ&#x20AC;&#x2122;s Office of the Physical Plant, their Office of Risk Management, and the Penn State Arboretum staff with assistance from the transportation planner for the Centre Regional Planning Agency, a department of the Centre Region Council of Governments. It is recommended that a similar maintenance plan be adopted for the proposed Spillway to Townline Road Trail.

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Bellefonte Central Trail Maintenance Plan The Arboretum at Penn State Maintenance Activity Ongoing Monitoring 1.

Jan

Feb

Mar

Apr

May

Jun

Jul

Aug

Sept

Oct

Nov

Dec

●

●● ●●

●

Penn State Police Patrols

2. Centre Rails-to-Trails Association Patrol 3. Arborist View

●

Comments

This group will patrol the trail once a month on a voluntary basis. After storm events, the University shall endeavor to perform inspection as priorities dictate.

Crushed Limestone Surface 1. Level trail surface.

●

2. Patch potholes.

●

Also as needed Redistribute material and roll. Also as needed

3. Repair washouts.

●

Also as needed

4. Remove plants on trail surface and along trail edge. Asphalt Surface (at intersections) 1. Sweep gravel and debris from asphalt.

●

2. Repair washouts.

●

Roundup only

3. Coat or seal surface.

As needed

4. Patch potholes.

As needed

5. Repave surface.

As needed

Vegetation 1. Mow grass shoulders. 2. Mow to the extent of brush clearance.

●

● ●

●

● This is the area cleared of nonnative shrubs as part of construction

Trim trees.

As needed

Remove trees and large limbs.

As needed

Remove leaves.

As needed

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Signs and Structures 1. Signs – Inspect / repair / replace. 2. Fences – Inspect / repair / replace. 3. Gates – Inspect / repair / replace. 4. Bollards – Inspect / repair / replace. 5. Storm drains – Inspect / repair / replace.

●

6. Culvert – Inspect / repair / replace.

●

● ●

●

Trash Removal 1. Pick up litter.

After storm events, the University shall endeavor to perform inspection as priorities dictate.

May be coordinated with local trail enthusiasts, such as during United Way Day of Caring on first Thursday in October.

Source: The Arboretum at Penn State

Volunteer Patrol Checklist Many trails are patrolled and maintained by local volunteers and organizations. We recommend Envision Linesville, Inc. adopt a Liability Waiver that should be signed by individuals and groups who desire to perform volunteer maintenance work along the proposed trail. Typical waivers include the following language:

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SAMPLE ADOPT-A-TRAIL VOLUNTEERâ&#x20AC;&#x2122;S RELEASE, HOLD-HARMLESS AND INDEMNIFICATION AGREEMENT WHEREAS, the undersigned, ________________________ wishes to volunteer his/her services by participating in ________________________ Adopt-A-Trail Program, in order to inspect and maintain the ________________________ trail; and WHEREAS, participation in the project will take place at different times over a year; and WHEREAS, participation in this project will involve using tools and equipment; and WHEREAS, the ________________________ wish to cooperate in said endeavor; THEREFORE, in consideration for said cooperation the undersigned agrees to the following: 1. To release and hold harmless the ________________________, and its employees, officers, and agents for any claim or claims which might arise out of any incident connected with or in any way related to participation in the Adopt-A-Trail program. This includes claims for personal injury, property damage, and/or any other type of harm or injury. 2. To release and hold harmless the ________________________, and its employees, officers, and agents for any claim or claims arising out of any incident connected with or in any way related to the undersignedâ&#x20AC;&#x2122;s participation in the Adopt-ATrail Program, including claims for personal injury, property damage, or any other type of harm or injury, made or asserted by any other person(s) against the ________________________. I HAVE READ THIS RELEASE AND UNDERSTAND ALL OF ITS TERMS. I SIGN IT VOLUNTARILY, WITH FULL KNOWLEDGE OF ITS SIGNIFICANCE, AND WITH THE INTENT TO BE BOUND BY IT. _____________________________ Signature

____________________________ Date

_____________________________ Name (printed)

____________________________ Telephone Number

________________________________________________________________ Address In case of emergency, contact: __________________________________ Name and telephone number

Like the maintenance plan, a corresponding volunteer Patrol Checklist was also developed for the Bellefonte Central Rail Trail. The checklist was developed based on the major components of maintenance plan. Utilizing this checklist, Penn State University entered into an agreement with the Centre Region Bicycle Coalition to conduct routine patrols along the trail. This checklist serves as a good model, and can be modified and adopted to meet the needs of Envision Linesville, Inc. 176

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Bellefonte Central Rail Trail Volunteer Patrol Checklist The Arboretum at Penn State Date of Walk-Through:

Name of Volunteer / Phone:

Please send completed form to Brian Phiel, The Pennsylvania State University, 119 Physical Plant Building, University Park PA 16802, and a copy to Kate Reeder, Arboretum program assistant, 336 Forest Resources Building, University Park PA 16802. Report emergency trail condition issues to the Office of Physical Plant Work Reception Center â&#x20AC;&#x201D; 865-4731.

TRAIL OBSERVATIONS

YES

COMMENTS

Crushed Limestone Surface Is the trail surface level? Is pothole patching needed? Is repair needed for washouts?

Are there plants growing on trail surface and along trail edge? Asphalt Surface (at intersections) Is there gravel or debris on the asphalt? Are there washouts?

Is the coating or sealing faulty?

Are there potholes? Is pavement in disrepair?

Vegetation Is grass on shoulders higher than 8 inches? Is vegetation/brush in the additional cleared area (see attached map) growing higher than 2 to 3 feet?

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TRAIL OBSERVATIONS (continued)

YES

COMMENTS

Are tree limbs/leaves growing close to the trail or hanging within the corridor used by bicyclists and hikers? Are any trees, tree limbs, or large shrubs laying close to or on the trail? Is there a large quantity of leaves on the trail? Signs and Structures: Any apparent need to clean, repair, or replace? Signs

Fences

Gates Bollards

Storm Drains

Culvert

Trash Removal Is litter pick-up needed?

Illegal Activities Is there evidence of vandalism, illegal cutting, or illegal vehicular

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Management and Operations Plan As the maintenance plan and volunteer checklist is developed for the Spillway to Townline Road Trail all participating agencies and organizations must be afforded the opportunity to provide input and assist in crafting these checklists. A maintenance plan and volunteer patrol checklist are limited in scope and do not address all of the issues that might arise when their portion of the trail becomes part of a larger trail system. Therefore we also recommend Envision Linesville, Inc., local municipalities, Pennsylvania Bureau of State Parks, the Pennsylvania Game Commission, and other participating organizations and agencies develop and formalize a management plan that sets policies regarding the management, operation, maintenance, and security of the trail. This plan should be adopted by all participating agencies and organizations. The objective of the plan is to ensure the health, safety, and welfare of the public are protected. A trail should be classified as a linear park and should be maintained in a safe and usable condition like all other public park facilities. Trails should be designed with consideration given to maintenance, so they can fulfill their function, but not put undue burden on maintenance staff. The plan should define the roles and responsibilities associated with performing the various tasks related to the trail system, establish a routine maintenance schedule and a risk management inspection schedule. The trails must be kept free from litter, debris, and other foreign matter that may pose a hazard to the users. The Regional Trail Corporation (RTC), the agency which oversees the various trails which make the Great Allegheny Passage Trail, from Pittsburgh to Washington D.C., has developed polices for their trails. Their policies serve as a good model that should be considered for the proposed Spillway to Townline Road Trail. These policies, as developed by the RTC and modified as appropriate for the proposed Spillway to Townline Road Trail corridor, serve as a point of discussion for Envision Linesville, Inc. and participating organizations as they discuss and develop their policies for the Spillway to Townline Road Trail. As these policies begin to take shape, they should be reviewed by a an attorney representing the partners and each municipality the trail passes through. Furthermore, they should be reviewed by the risk management staff of the management agency’s insurance carrier to ensure they are comprehensive, and that the address all the aspects that are required for insurance coverage. During the course of this study the RTC’s policies were reviewed and modified as presented herein as policy recommendations. These recommendations should be carefully reviewed, and upon consensus, adopted by the Envision Linesville, Inc. and its partners as guiding policy for management of the proposed trail. The RTC’s policies are grouped as follows: • • • • • •

Trail Rules Policies Concerning the Physical Trail Corridor Policies Concerning Public Use, Public Information, and Emergency Response Policies Concerning Conflicting and Competing Uses Policies Concerning Natural and Cultural Resource Management Policies Concerning Promotion of the Trail and Trail Events

An additional item that should be addressed, is that of trail closures. Therefore we provide a policy recommendation for that as well. Trail Rules A primary concern of municipalities, trail users, and adjacent property owners will be the establishment of rules governing use of the trail, and subsequent enforcement of those rules. Rules should be simple and straightforward, and presented in a positive light when possible. Rules are typically established to protect the health, safety, and welfare of the trail users, and to reduce liability and maintenance concerns.

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We recommend the municipalities and trail partners adopt an expanded set of rules that will govern trail activities. We recommend the following rules be considered:

Rules of the Trail 1. Use trail at your own risk. 2. Trail is not illuminated. 3. Non-motorized vehicles only. 4. No hunting. 5. No carrying weapons 5. If you see litter, please pick it up. 6. Respect private property, stay on the trail. 7. Do not carry or discharge loaded firearms on or near the trail. For Safe Trail Use 1. Use common sense, courtesy, and caution. 2. Keep to the right, pass on the left. 3. Use an audible signal when passing trail users. 4. Cyclists, use hand signals to indicate turns and stops. 5. Check bicycle for mechanical problems before starting.

Hunting Along the Trail The proposed Spillway to Linesville Road Trail passes along public and private lands. Hunting is permitted in portions of Pymatuning State Park and on Game Land 214. Hunting for or disturbing game, or discharging firearms within 150 yards of occupied dwellings or other farm buildings is prohibited except by specific permission of the landowner or tenant. Hunting has been a traditional use of the land along the trail, both on public and adjacent private lands. Hunting and fishing groups are among the biggest supporters of the protection of public lands. Both hikers and hunters have a responsibility to take precautions to minimize conflict, and to cooperate with and educate each other regarding this valuable natural resource. By doing so, we can all continue to enjoy our traditions and adventures for generations to come. Hikers • • •

•

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Take precautions to ensure your safety Know Specific Dates for Hunting Seasons Wear blaze orange: On state game lands in Pennsylvania, all hunters and non-hunters are required to wear at least 250 square inches of fluorescent orange material on the head, chest and back combined, or a fluorescent orange hat, from Nov. 15–Dec.15 (except on Sundays). The orange material must be visible from all angles (360 degrees). Avoid wearing colors that could be mistaken for game animals—white or brown during deer seasons; red or blue

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• • • •

during turkey seasons Use extra caution near roads and in valleys Be heard Avoid hunter interference Avoid rifle (deer) firearm season

Hunters • • • •

Take precautions to ensure the safety of others and yourselves Follow all hunting regulations Be sure of your target Know where the Trail is

•

Be alert for hikers and make your presence known to them

Policies Concerning the Physical Trail Corridor Trail Maintenance Constructing a trail is only one half of the project. Ensuring the trail is adequately maintained is the other half. Good maintenance practices are important for the following reasons: 1. 2. 3. 4. 5.

Good maintenance practices reduce liability and provide a defense when an accident does occur. Good maintenance practices reinforce that the trail is an important regional recreation and transportation resource. Good maintenance practices are effective in deterring vandalism, litter, and dumping in the trail corridor. Good maintenance practices promote positive relationships with adjacent land owners. Good maintenance practices help to create a sense of community throughout the trail corridor, and encourage a sense of pride.

To ensure the success of the trail system, we recommend the local partners and municipalities put forth every effort to assume the responsibility of maintaining the trail and to ensure good maintenance practices are adopted. This does not mean the municipalities perform all of the work. More often it means they coordinate the efforts of volunteer organizations, and provide assistance when needed / requested. State, local, and county agencies would assist groups where possible in planning trail improvements and providing material and equipment for trail maintenance. When volunteers are utilized their efforts must be coordinated to ensure the services they agree to provide are provided in a timely manner. Shared use paths must be maintained for the full width so as not to allow the edges of the trail surface to unravel. We recommend a “pack it in, pack it out” policy for the trails, eliminating the necessity to provide trash collection along the entire route. Trash receptacles and /or dumpsters should be located at trail access points. De-icing agents should be avoided as they can damage the trail. Drainage must be designed in a way so it does not interfere with the trails. Should drainage problems arise after construction, they should be addressed immediately; otherwise the trail surface risks being damaged. Trails surfaces must be maintained in a safe and usable condition at all times. All defects in a trail surface must be corrected as soon as feasible through the removal and replacement or corrective action which restores the trail surface to a safe and usable condition. All potential hazards must be clearly identified and marked to alert users until they can be repaired. The operation and maintenance of trails is on-going and a necessary activity that will ensure the continued use of safe trails in the community.

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Trails should be maintained to the same level that roads are maintained. This means the tasks shall generally include the following: • • • • • • • • • • • • •

Garbage pick-up at trail access points Mowing of berms Security patrols Cleaning of restrooms at trail access points Maintenance to clear brush, debris and trash Sweeping of trails with a rotary brush to remove dirt and leaf litter Erosion control, repair of drain pipes and cleaning of swales Patching, re-grading, and compacting of surface Inspecting, repairing, replacing signs, traffic markers, bollards and gates Cleaning of culverts, catch basins and other drainage structures Maintaining, and completing preventative maintenance on support facilities Inspecting all trail related structures to ensure they are in a safe condition Plowing of trail access parking lots in the winter

As noted earlier, the trail is intended to provide winter recreation opportunities such as cross country skiing, and snowshoeing. Therefore, snow should not be plowed from the trail during the winter months. Based on the above, we have projected the cost associated with maintaining the trail in the Financial Feasibility section, under Management and Maintenance Budget, later in this study. Winter Maintenance Partnering agencies must decide what the winter maintenance policy will be for the trail. Given the public input for this project we recommend the trail not be plowed, but maintained to allow for winter activities such as cross country skiing and snowshoeing. Regardless of the decision made, it must be communicated to those who will be using the trail in inclement weather to establish expectations of the trail users. This is an important issue and it may warrant space on a trail kiosk or rules sign. Screening Screening of the trail from adjacent private property owners will be accomplished in the design and development phase of the project. Decisions on a case by case basis would be made in the field to enhance the trail experience and ensure privacy for adjacent landowners. Consideration must be given to materials and the maintenance requirements of screening options so they are in harmony with their surroundings and achieve the desired affect. Maintenance and replacement of evergreen plantings will be the task of the maintaining groups. Signs A standardized sign system consistent throughout the length of the trail shall be adopted during the trail’s initial development. An effective sign plan includes directional signs to nearby trail services, mileage markers, regulatory signs and interpretive signs for historic, cultural, and environmental features. Signs will be maintained by the local trail groups. Highway signs will be installed by PennDOT and local municipal road departments to warn motorists of at-grade trail crossings. Bridges and Stream Crossings, Drainage Structures Routine maintenance of existing structures should be performed by the local trail group. Any larger project requiring a State or Federal waterway permit will be jointly planned and executed by the agency owning the land and the local trail group. Trail Access Points and Parking The planning and development of trail access points heads and parking facilities will be included in the initial development. As we recommended in the trail concept plan chapter of this document, we recommend designated access 182

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points be established with a full range of visitor facilities. Other minor access points on the trail would be developed as needed over time and in full coordination with local officials and property owners along the trail section in question. Local access points will not be publicized to avoid non-local use. Finally, there will be restricted access points which will only be available to emergency services, law enforcement, and trail maintenance personnel. Connecting and Side Trails It is important that continuity of the trail experience is maintained throughout the entire route. Therefore this project should be planned and developed with its regional significance in mind. Side trails or spurs off the trail may be added in the future to provide access to nearby parks, state game lands, historic, cultural, and environmental features. Connecting and side trails, when completed, would be maintained by the local trail groups with the consent of the owning public agency. Overnight Use The proposed Spillway to Townline Road Trail corridor is easily traversed in a couple of hours, and currently does not connect to an interstate trail system. Therefore, we recommend no overnight use areas be provided along the trail. If the trail system is expanded in the region, and overnight use areas become desirable, a policy addressing the issue must be developed by the trail partners in advance of establishing overnight use areas. Drinking Water and Restroom Facilities Natural sources of drinking water such as springs and streams must be considered unsafe and unreliable. Water and restroom facilities are currently available at Pymatuning State Park, near the terminus of the existing Spillway Trail. Given the proximity of this facilities to the proposed corridor, which are at the beginning of the proposed Spillway to Townline Road Trail corridor, we recommend that no other drinking water and restroom facilities be located along the proposed corridor. Phasing of Trail Development Management responsibilities will differ somewhat before, during, and after the actual construction of the trail. Different partners may have differing roles depending on which sections or segments are completed first. The development of the entire trail may take ten to fifteen years, or longer, to complete depending on available funds. Therefore, some sections will be completed while others have not even reached the final design stage. Before construction, the trail partners must organize locally to ensure that cooperative relationships have been established. Public information activities and acquisition of the trail corridor, where necessary, are the first steps. During construction, the partners can facilitate permits and inspections, procure materials, coordinate contracts and volunteer labor and continue with public relations activities. After completion, the trail partners will continue close coordination and cooperation to sustain a high level of maintenance over time. A program of trail activities and events, coordinated with local and regional groups, should be sponsored to publicize the trail and enhance its use.

Policies for Public Use, Public Information, and Emergency Use Police, Fire and Ambulance Coordination The trail will pass through Pine Township, State Park, and Game Commission Lands, each having jurisdiction over their respective lands. Potentials for conflict in provision of emergency services exist as a result. The State of Pennsylvania has created the Pennsylvania Emergency Management Agency (PEMA) to facilitate the provision of emergency services in a coordinated fashion.

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Emergency Medical Services (EMS) Ambulance and EMS response to medical emergencies that occur on the trail are accessed by dialing 911. Local volunteer trail monitors must have access to radio networks to provide for faster response. The main services relevant to the trail are search and rescue, emergency medical, wildfire control and law enforcement. -

Search and Rescue All search and rescue efforts can be initiated by dialing 911: additionally, State Police, county, or municipal agencies can be contacted directly. Search and rescue services on private lands are provided by local and county emergency management coordination services. In case of more than one municipality being involved, the county will provide coordination of search and rescue efforts.

Wildfire Control Centre County will function as the wildfire control agency, and coordinate efforts regardless of land ownership. Most rural fire companies maintain their own trained volunteers and equipment, to fight forest and grass fires; and maintain a communication network. Wildfire control response can be activated by dialing 911.

Law Enforcement Law enforcement will be handled by the local law enforcement agency, with the state police serving as backup. Where there is no local agency is available, the state police will provide primary law enforcement services. Law enforcement services are obtained by dialing 911.

Other Emergencies With other types of emergencies that may arise on the trail, the local emergency response networks will manage the responses. Access to the local networks is through dialing 911.

Emergency Response Procedures The use of motorized vehicles is discouraged unless absolutely necessary for the preservation of life. The use of mountain bike response teams should be encouraged and supported for initial response to an emergency, unless the emergency is received as life threatening i.e. person not breathing. Even at this, the team should be dispatched automatically to facilitate rapid access to the patient without putting other trail users in danger. When the mountain bike response teams encounters the emergency, they could begin resuscitative measures, and/or establish which equipment will be needed. This equipment will proceed at a low rate of speed to prevent accidents and negative impact on the trail and its users. The team shall sound warnings to other trail users about the coming ambulance or other emergency equipment as they responded to the emergency. Mountain bikes are able to reach relatively safe speeds of up to 25-30 mph. This would be hazardous in an ambulance due to the size of the vehicle. Also, the use of ATVâ&#x20AC;&#x2122;s should not be considered as an alternative unless it is owned and operated by a local EMS agency. Mountain bike response teams are successfully being used along the Allegheny Passage. Where there are local law enforcement agencies, their members should be trained to patrol and respond on bicycles. Bicycles can be transported to an access area in an ambulance or fire truck which contributes to the mountain bike response teamâ&#x20AC;&#x2122;s flexibility. The common practice of fire and ambulance personnel responding to the scene of an emergency in their private vehicles must be limited to trail access points to meet up with necessary equipment. This would prevent congestion on the trail, as well as further reduce the risks to trail users and the environment. Mile post and one-half mile or one quarter-mile post markers shall be maintained for the value of identifying locations along the trail. For example, if a person calling in an emergency, states that the victim is near MP 8.5, response personnel

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would be able to identify an appropriate vehicular staging area to allow for the quickest access to the victim. This also prevents response personnel from having to cruise the trail looking for the victim. Stream Related Emergencies Should a report of a possible drowning be received, the mountain bike response team should be dispatched immediately. If the location of the victim(s) is unknown, the mountain bike response team will be able to scan the streamâ&#x20AC;&#x2122;s banks much faster and more efficiently than could be done on foot or in a motorized vehicle. When the victim is located resuscitation can be initiated and the necessary equipment summoned, thereby reducing wasted efforts, and negative impact on the emergency and the environment. FIRE In the event of a fire or possible fire on the trail, fire chiefs should verify nature and extent of the fire prior to moving equipment onto the trail. Saving a few trees will not mean as much if the trail surface is left unusable by large firefighting equipment. The mountain bike response team could be used here as well, to verify the nature of the burn. Campfires and open burning should be prohibited along the trail by local ordinances. We recommend this restriction be prominently promoted on trail maps and brochures, and on signs at trail access points.

Emergencies on Rainy Days The possibility of an emergency on a rainy day is slim but present. The numbers of users on the trail during this type of weather will most likely be low, but the chance of a hiker, or biker getting injured is still present. The use of the mountain bike response team is especially important at this time, if the team will be safe, because the use of motorized vehicles will cause damage to the trail. Winter Emergencies We anticipate there will be cross-country skiers and hikers using the trail during the winter months. In the event a skier or hiker should require medical aid, it may be necessary to gain access to the victim by use of snowmobiles. Trail conditions may prohibit the moving of the mountain bike response team, ambulances, or other heavy equipment onto the trail. Therefore, local response personnel should identify partners who can provide snowmobiles should the need arise. These snowmobiles should be registered with the trail partner organizations. This will help to prevent recreational use, and abuse by the owners of the snowmobiles. Snowmobiles should be staffed by EMS personnel, either as the operator or passenger. A sled for patient transport should also be on hand. Any use on the trail not associated with an emergency would be considered recreational, and the appropriate penalties must be applied. The operators of the snowmobile must be aware of the possibility that other skiers or hikers may be present on the trail, and extreme caution should be taken when operating a snowmobile on the trail during response efforts. SPECIAL EVENTS AND LARGE GROUP USE Use of this trail is likely to involve special events, such as walk-a-thons, group bicycle rides, and large group use by various organizations. Regulations, permit applications, and participant releases / waivers should be formulated for these events to minimize impacts on other trail users as well as adjacent communities and land uses while maximizing the educational, economic and community-building benefits of the event. Local municipalities must be involved in forming regulations and providing subsequent enforcement of them for special events and large group use. Special events and large group uses should be permitted through the agency responsible for the day to day management of the trail. Sponsors of events with twenty-five participants or more should be required to complete a special use permit application. The trailâ&#x20AC;&#x2122;s managing agency will review the application and, barring any conflicts, issue the permit along with the regulations and guidelines letter. Special uses by definition should not occur without appropriate review and control. All

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special uses will be reviewed and allowed or disallowed by trailâ&#x20AC;&#x2122;s partnership organizations. Sponsors should be required to provide additional facilities as required to meet the needs of their eventâ&#x20AC;&#x2122;s participants. This many include garbage and recyclable collection, providing temporary sanitary facilities, tents and marquees, emergency and delivery routes, etc. All major activities should be centered at a trail access point capable of hosting the special event. PUBLIC INFORMATION AND EDUCATION PROGRAMS The success of the trail depends on the awareness of its existence by potential users and supporters. Therefore, it is important to ensure that all appropriate means are used for informing the public of the trail. This should be accomplished through direct efforts of state, county, and local agencies, and through marketing efforts by local municipalities and commercial interest groups. Public education programs, can be developed to illuminate various aspects of the trail and adjacent areas such as history, plant and wildlife biology, ecology, and recreational workshops. The trail could become a valuable educational resource for local schools and the University of Pittsburgh which operates the Ecology Lab at Pymatuning State Park. Caretaker and Trail Rider Programs These programs would serve several purposes, such as information and education for users, monitoring of use patterns, facilitating emergency responses, maintenance of facilities, and providing a presence along the trail. The nature of the trail, given its proximity to Linesville and Jamestown, its ease of use by bicyclists, and good access points are conducive to a trail rider program. Envision Linesville should recruit volunteers to increase local community involvement.

Policies for Conflicting and Competing Uses Many of the following issues will require the enactment of local ordinances by participating municipalities. In addition, appropriate changes to municipal codes and zoning ordinances may be required to reflect the recommendations contained in this plan. Motorized Use Given the location of the trail and surrounding land uses we recommend that motorized use of the trail be prohibited. The design of the trail should be completed in a manner to discourage motorized use of the trail. Cooperative enforcement efforts by municipalities will be necessary to ensure that the non-motorized use environment of the trail is preserved. Local ordinances should be established to prohibit motorized use of the trail corridor, and establish an escalating scale of penalties for offenders. LITTER AND GRAFFITI Enforcement of litter and graffiti ordinances will be the responsibility of the relevant municipality or the State Police. Routine monitoring and patrolling by trail users and local support groups will assist to minimize these problems. Littering and vandalism is less likely to repeatedly occur in areas where the trail is monitored. Therefore, we recommend litter and graffiti be removed from the trail corridor as soon as they are identified along the trail. HUNTING As the right to provide public access to the trail corridor is acquired, the conveying mechanism should provide language to allow the trailâ&#x20AC;&#x2122;s managing agency to set the policies with respect to hunting along the trail corridor. Where hunting is permitted on adjacent lands, those activities will have to be conducted with the safety of trail users in mind. Horseback Riding For reasons stated in the Trail Alignment portion of this study, we recommend horseback riding be prohibited along the trail. Road Access Control Because the trail is exclusively for non motorized use, measures must be taken to ensure that easy access by motor vehicles is discouraged. Appropriate signage and barriers must be constructed at at-grade crossings to prevent unauthorized vehicular access to the trail. Barriers must be constructed to permit access to emergency response maintenance, and security personnel, as needed. Road access control, as with the other enforcement issues, will largely depend upon the enactment of non-motorized vehicle ordinances by local municipalities and the subsequent cooperation of local law enforcement agencies. Routine 186

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monitoring by volunteers with local police response accessed by radio is the anticipated method of enforcement. Utilities and Communications Facilities Uses of trail corridors by utilities and communications providers are not uncommon since the nature of railroad alignments lend themselves to such uses. Where the ownership of the trail corridor is obtained, licensing of utility companies for such uses is often a viable means of helping to recoup trail development costs and operational expenses. To the extent that pipelines and cables are buried, the uses generally do not conflict. Each application for such use should be reviewed carefully, however, with particular attention being paid to expected frequency of maintenance, required access by motorized maintenance vehicles, and the mitigation of any resulting impacts. The local municipality having jurisdiction shall take the lead in regulating this policy within its municipality. Trail Monitoring / Patrols Monitoring is critical for a number of reasons, but primarily for determining levels and types of use, for providing information for effectively meeting trail users’ needs, and for providing a presence along the trail. At noted earlier Penn State University has a verbal agreement with the Centre Region Bike Coalition to provide volunteer patrol services. Monitoring requires a cooperative effort between the local municipalities, participating partner organizations and local trail support groups. A monitoring role may be assigned to an appropriate group or organization, either for the trail as a whole, or by sections as in the currently popular “Adopt a Highway” program. Monitors should be certified by attending a training class conducted by trail partnership organizations. Monitors should be provided with a yellow or gold shirt with the words “Trail Patrol” displayed prominently in large black letters. Monitors shall keep a record of their time and distance monitored at each outing. They will report their monitoring times and distances to their group’s monitoring captain, who in turn will submit monthly reports to the trail’s managing partner. Monitors will include any incidents, such as helping with bike repairs or administering first aid. Any incident of an urgent nature, such as a wash out or fallen tree should be reported immediately to local authority having jurisdiction.

Policies Concerning Natural and Cultural Resource Management The resource is not only the trail itself but the context in which it is used. The trail is a functional, as well as aesthetic resource; protection measures should therefore be designed and undertaken with these considerations in mind. Adjacent Land Use – Zoning The issue of adjacent land use is central to protection of the trail as a resource. Since the trail is a relatively narrow strip of land, the quality of the trail users’ experience is largely a function of how the land adjacent to the right of way is developed. This is one critical reason for viewing the rail trail corridor as a whole. Overall direction and policy formulation should therefore be derived from a broad-based planning process. The resulting development guidelines should be formalized in a model ordinance, which can in turn be used by local municipalities to modify their land use plans and zoning ordinances. Visual Management and Open Areas Open areas and scenic vistas are desirable to maintain at certain points along the trail to ensure variety and an interesting trail experience. Visual management and open area maintenance should be directed primarily by the local municipalities having jurisdiction, and coordinated by the County Planning Department. Timber and Vegetation Management Timber management is carried out for safety and economic reasons. Since the trail is intended as a scenic recreational corridor, it is unlikely that timber harvesting within the trail proper will be permitted. More likely is the fact adjacent lands could be used for timber harvesting.

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Weed control is another issue. All possible steps should be taken to ensure that resulting environmental and aesthetic impacts on the corridor are adequately considered and mitigated. Environmentally friendly alternatives to herbicides and pesticides must be explored and exhausted before resorting to chemical measures to control weeds and pests. Fortunately, the corridor is immediate to the resources available at the Pennsylvania State University, and, can serve as a opportunity for research and design of alternative control methods where none currently exist. Threatened and Endangered Species Threatened and endangered species are protected under federal laws, as well as state laws for those species threatened on a statewide basis. Trail development, use, and interpretation shall take into consideration these protections, and work within the federal and state regulations to protect these resources. Wildlife The rail trail corridor provides a narrow but continuous habitat for a wide variety of wildlife. This will benefit both wildlife and trail users alike, since viewing wildlife is one of the many reasons people use trails. Protection of wildlife is the responsibility of the Pennsylvania Game Commission, including game, non-game, endangered and non-endangered wildlife species. Historical and Cultural Resources A number of historical and cultural features are located along the proposed trail corridor that add to and enrich the hiking and cycling experience on the trail. Significant historic and archeological resources will be protected and enhanced to the maximum extent possible. As with other impact issues, the probable method of protection will be in the form of code and zoning ordinance changes at the local municipality level. This is especially important where the cultural/historic resources are on private land adjacent to the trail. Special and Unique Areas An inventory of special and unique areas in Mercer County, Pennsylvania has been completed by the Western Pennsylvania Conservancy. The areas special and unique areas identified in this inventory are noted in the analysis section of this study. Typically, the proposed trail follows the existing rail bed, and therefore, there is not an impact to these valuable resources. As design of future phases of the trail progresses, state agencies must review and approve impacts in the vicinity of these areas. Wetlands An inventory of wetlands and jurisdictional determination will be required during the design of the various segments of the trail. The U.S. Army Corps of Engineers and the Pennsylvania Department of Environmental Projection regulate impacts to jurisdictional wetlands. Wetlands should be viewed as an essential component of the trail corridor and protected accordingly. For those wetlands contained within the trail corridor, the municipality having jurisdiction must not allow any use that might adversely impact the wetlands.

Policies Concerning Promotion of the Trail and Trail Events A coordinated effort for promoting the trail should begin with the Crawford County Crawford County Convention and Visitors Bureau (CCCVB). As the tourist promotion for the region, the CCCVB receives funding, and is given access to publicize amenities and designations in the Northwest Pennsylvania region. Furthermore, the CCCVB can assist with applying for transit oriented development (TOD) signs through PennDOT, and in applying for and securing funding for promotion and tourist development opportunities throughout the trail corridor. An often overlooked facet of security along the trail, is the fact that vandalism, trespassing, and criminal concerns along the trail are generally less likely to occur as more people use the trail. Vandals, trespassers, and those dumping along the trail are generally fearful of being caught. Therefore, they look for isolated areas, and areas of limited traffic to reduce the potential to be discovered. Encouraging significant use of the trail is an automatic deterrent. 188

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Management, operation, maintenance, and security of the trail are only important if there trail is being utilized. Therefore, a concise effort must be made by the County, municipalities, and trail organizations to promote the use of the trail for recreation, transportation, health and wellness, social, and historical, cultural, and environmental interpretation opportunities.

Policy for Trail Closures Trail users need to be managed during construction and periodic maintenance of trails, and the roads and other facilities they intersect. Trail users must be forewarned of the trail closures, and given reasonable detours, to bypass closed or unfinished sections of the trail. If there is no alternative route then the trail should be closed until work is completed. Best practices for trail construction zones include standard signing at the entrance to the affected segment of trail, including but not limited to information on the dates of closure. Trail sections that are closed must be gated or otherwise blocked and clearly signed as closed to public use.

Liability The material contained herein is general and educational in nature and is not intended to be legal advice. For legal advice on these matters, please seek the aid of a competent attorney in your area. When considering management, operations, maintenance, and security of the proposed trail, it is important to also understand the liability that comes with the trail, and ways to reduce that liability. The following description of liability and insurances is not intended to provide a legal opinion on any issue. It only describes our interpretation of the opportunities and constraints associated with each. Private Land Owner Liability A primary concern of property owners along the former rail bed is that of liability. Should a private land owner grant an easement for the trail through their property, that land owner may be exposed to liability should an accident occur in that section of trail. Although the Commonwealthâ&#x20AC;&#x2122;s Recreational Use of Land Statute is in place, it is unclear as to whether a Court will except a defense based on the Statute, and to what degree the land ownerâ&#x20AC;&#x2122;s liability may be reduced. Therefore, we recommend every effort be taken to remove this liability concern from the private property owner. This can be accomplished by having the intergovernmental agency, created by the County and municipalities for managing the trail, accept any liability that the land owner may have by holding the land owner harmless. We recommend this occur, and be documented in the intergovernmental agreement between the parties involved. Adjacent Land Owner Liability Liability concerns are also often raised by individuals who own property adjacent to a parcel which contains a trail. Many are concerned with trespassers entering their property, becoming injured on the property, and suing the property owner for damages. Others are concerned about trespassers vandalizing property or breaking into buildings. In the first instance, a property owner has the right to limit access to his property. The right to exclude others from our privately owned land is considered one of the most fundamental rights that an American property owner possesses. Landowners in the United States of America enjoy the sense of autonomy that comes with owning a tract of land and we hold dear the right that allows us its exclusive use and benefit. By placing a fence along a property line or by posting the property with No Trespassing signs, a property owner makes it clear that the public is not invited, and should they trespass the violator can be cited by the local authorities.

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The Pennsylvania Consolidated Statutes, Title 18 - Crimes and Offenses defines the various levels of trespassing offenses in Pennsylvania: PART II. DEFINITION OF SPECIFIC OFFENSES. CHAPTER 35 BURGLARY AND OTHER CRIMINAL INTRUSION § 3501. Definitions. § 3502. Burglary. § 3503. Criminal trespass. § 3501. Definitions. Subject to additional definitions contained in subsequent provisions of this chapter which are applicable to specific provisions of this chapter, the following words or phrases, when used in this chapter shall have, unless the context clearly indicates otherwise, the meanings given to them in this section: “Occupied structure.” Any structure, vehicle or place adapted for overnight accommodation of persons, or for carrying on business therein, whether or not a person is actually present. § 3502. Burglary. (a) Offense defined.--A person is guilty of burglary if he enters a building or occupied structure, or separately secured or occupied portion thereof, with intent to commit a crime therein, unless the premises are at the time open to the public or the actor is licensed or privileged to enter. (b) Defense.--It is a defense to prosecution for burglary that the building or structure was abandoned. (c) Grading.-1. Except as provided in paragraph 2, burglary is a felony of the first degree. 2. If the building, structure or portion entered is not adapted for overnight accommodation and if no individual is present at the time of entry, burglary is a felony of the second degree. (d) Multiple convictions.--A person may not be convicted both for burglary and for the offense which it was his intent to commit after the burglarious entry or for an attempt to commit that offense, unless the additional offense constitutes a felony of the first or second degree. § 3503. Criminal Trespass. (a) Buildings and occupied structures.-1. A person commits an offense if, knowing that he is not licensed or privileged to do so, he: . enters, gains entry by subterfuge or surreptitiously remains in any building or occupied structure or separately secured or occupied portion thereof; or i. breaks into any building or occupied structure or separately secured or occupied portion thereof. 2. An offense under paragraph (1)(I) is a felony of the third degree, and an offense under paragraph (1)(ii) is a felony of the second degree. 3. As used in this subsection: “Breaks into” To gain entry by force, breaking, intimidation, unauthorized opening of locks, or through an opening not designed for human access. (b) Defiant trespasser.-1. A person commits an offense if, knowing that he is not licensed or privileged to do so, he enters or remains in any place as to which notice against trespass is given by: . actual communication to the actor; i. posting in a manner prescribed by law or reasonably likely to come to the attention of intruders; ii. fencing or other enclosure manifestly designed to exclude intruders; 190

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iii. notices posted in a manner prescribed by law or reasonably likely to come to the person’s attention at each entrance of school grounds that visitors are prohibited without authorization from a designated school, center or program official; or iv. an actual communication to the actor to leave school grounds as communicated by a school, center or program official, employee or agent or a law enforcement officer. 2. Except as provided in paragraph (1)(v), an offense under this subsection constitutes a misdemeanor of the third degree if the offender defies an order to leave personally communicated to him by the owner of the premises or other authorized person. An offense under paragraph (1)(v) constitutes a misdemeanor of the first degree. Otherwise it is a summary offense. (b.1) Simple trespasser.-1. A person commits an offense if, knowing that he is not licensed or privileged to do so, he enters or remains in any place for the purpose of: . threatening or terrorizing the owner or occupant of the premises; i. starting or causing to be started any fire upon the premises; or ii. defacing or damaging the premises. 2. An offense under this subsection constitutes a summary offense. (b.2) Agricultural trespasser.-1. A person commits an offense if knowing that he is not licensed or privileged to do so he: . enters or remains on any agricultural or other open lands when such lands are posted in a manner prescribed by law or reasonably likely to come to the person’s attention or are fenced or enclosed in a manner manifestly designed to exclude trespassers or to confine domestic animals; or i. enters or remains on any agricultural or other open lands and defies an order not to enter or to leave that has been personally communicated to him by the owner of the lands or other authorized person. 2. An offense under this subsection shall be graded as follows: . An offense under paragraph (1)(i) constitutes a misdemeanor of the third degree and is punishable by imprisonment for a term of not more than one year and a fine of not less than $250. i. An offense under paragraph (1)(ii) constitutes a misdemeanor of the second degree and is punishable by imprisonment for a term of not more than two years and a fine of not less than $500 nor more than $5,000. 3. For the purposes of this subsection, the phrase “agricultural or other open lands” shall mean any land on which agricultural activity or farming as defined in section 3309 (relating to agricultural vandalism) is conducted or any land populated by forest trees of any size and capable of producing timber or other wood products or any other land in an agricultural security area as defined in the Act of June 30, 1981, (P.L. 128, No. 43), known as the Agriculture Area Security Law, or any area zoned for agricultural use. (c) Defenses.- It is a defense to prosecution under this section that: 1. a building or occupied structure involved in an offense under subsection (a) of this section was abandoned; 2. the premises were at the time open to members of the public and the actor complied with all lawful conditions imposed on access to or remaining in the premises; or 3. the actor reasonably believed that the owner of the premises, or other person empowered to license access thereto, would have licensed him to enter or remain. (d) Definition.--As used in this section, the term “school grounds” means any building of or grounds of any elementary or secondary publicly funded educational institution, any elementary or secondary private school licensed by the Department of Education, any elementary or secondary parochial school, any certified day-care center or any licensed preschool program.

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Public Liability The County and municipalities are also afforded some protections under the Political Subdivision Tort Claims Act when injuries are facilitated by the act of others. However, an exception is granted to municipal immunity when a plaintiff alleges and can prove that an artificial condition or defect in the land itself caused the injury. Therefore, we recommend the intergovernmental agency maintain a general liability insurance policy to defend the agency should a claim be filed against the agency. We also recommend that operation, maintenance, and security policies and plans be adopted and followed. Documenting the operation, maintenance and security efforts related to the trail can show that due diligence has been applied in the care and duty to protect the health, safety, and welfare of the trail visitor. We discuss operation, maintenance, and security later in this document. Causes of Action Against Landowners When a user of land is injured on the land, it is quite likely that a lawsuit will be filed against the landowner regardless of the level of the landowner’s involvement in the situation. It is further likely that the lawsuit will include claims for compensation for the injury, compensation for pain and suffering, negligent infliction of emotional distress, and medical expenses and lost wages. Two types of tort-based claims may be made against a landowner in a situation where a land entrant is injured on the land. The first is a claim for the imposition of strict liability against the landowner. Strict liability (liability without fault) is based upon the notion that some activities are so inherently or abnormally dangerous that liability should be imposed without a finding of fault regardless of whether the defendant (landowner) exercised reasonable care. In a strict liability action, the plaintiff does not need to show a breach of duty, but does need to prove causation and damages. Typical examples of actions that will give rise to the imposition of strict liability include statutory violations, injuries caused by abnormally dangerous animals and injuries caused by abnormally dangerous activities like blasting, transporting hazardous materials and application of poisons and other chemicals to crops (crop dusting). A second tort claim that may be made against the landowner is a claim that the landowner has acted negligently. Most agricultural tort actions are, in fact, based on negligence and not strict liability. This is good for the farmer because under an accusation of negligence, he will have a chance to prove the standard of care that he provided in a certain situation, which is obviously something that he would not get a chance to show the court in an action progressing under a strict liability theory. As discussed above, negligence is the failure to exercise ordinary care such as a reasonably prudent and careful person under similar circumstances would exercise. The four primary parts to a negligence claim are duty, breach of duty, actual harm done to another, cause-in-fact, and proximate cause. Under a negligence claim, the primary question the court will analyze is the level of the duty of care owed by the landowner to the land entrant/user. This level of the duty of care will depend mainly upon the classification of the land user. Limiting or Expanding the Duty of Care According to Context or Relationship Trespassers A trespass is defined as, “any unconsented to or unauthorized intrusion or invasion of private premises or land of another.” In other words, a trespasser is one who enters or remains upon the land without the landowner’s consent. “Trespass to land” includes the following elements: 1. 2. 3. 4.

The intentional entry upon land of another. Intent includes either purpose to enter or substantial certainty that entry will take place. In trespassory torts, the defendant is liable for damages even if no physical or economic harm is done to the land. There is no requirement that the defendant be conscious of wrongdoing.

The duty of care owed to trespassers is very low. The rule in many jurisdictions is that the landowner only needs to refrain from willful, wanton or reckless conduct that could harm a trespasser. A hunter, for example, who enters upon the land of another to hunt without any permission from the landowner would be a trespasser and owed only the minimal level of care from the landowner. The analysis does, however, grow more complicated if the trespasser is a discovered trespasser 192

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or a tolerated trespasser. In other words, if the landowner is aware that someone has been coming onto his land repeatedly for whatever purpose, the landowner must use reasonable care toward the trespasser or, depending on the frequency and duration of the toleration, may even have a duty to make the premises safe or to provide a warning of dangers that the trespasser would not likely discover on his own. In addition to tolerated trespassers, a landowner may have a special duty with regard to child trespassers. Most jurisdictions, including Pennsylvania, apply section 339 of the Restatement (Second) of Torts, commonly referred to as the attractive nuisance or child trespasser doctrine. This doctrine requires that the following elements be met in order to win on a claim of attractive nuisance against a landowner: 1. 2. 3. 4.

Trespass by children is foreseeable Landowner knows or has reason to know of the danger The child, by reason of age, will not be able to protect himself from the danger. The burden of eliminating the danger is slight compared to the gravity of the potential harm. (Called the Risk Utility Formula) 5. The landowner fails to exercise reasonable care to eliminate the danger or otherwise protect the children. Under the attractive nuisance doctrine, a landowner can be held liable for injuries to a trespassing child when the same landowner would not be held liable were the trespasser an adult. An attractive nuisance is anything that may capture the interest of a child and attract the child to trespass onto land in order to investigate the object that is attracting them. Examples of things that have been classified by courts as attractive nuisances include tractors and other farm machinery, lakes and ponds, farm animals, easily accessed barns and storage sheds, et cetera. Because children do not possess the level of reasoning that most adults do, they may very well be attracted to a dangerous item or area of rural land that could pose a great risk to their safety. The Superior Court of Pennsylvania set forth the rule for determining whether or not a thing is an attractive nuisance in the case, Murdock v. Pennsylvania Railroad Company. The court states: “The amount of use that will bring otherwise private ground within the playground rule must depend to a large extent on the circumstances of each case. It may be said that the use contemplated is such as to cause the place to be generally known in the immediate vicinity as a recreation center, and its occupancy should be shown to be of such frequency as to impress it with the obligation of ordinary care on the part of the owner.” The court further states, “To compel the owners of such property either to enclose it or fill up their ponds and level the surface so that trespassers may not be injured would be an oppressive rule. The law does not require us to enforce any such principle even where the trespassers are children. It would be extending the doctrine [attractive nuisance doctrine] too far to hold that a pond of water is an attractive nuisance.” What the Murdock court was essentially saying is that the determination of whether or not a thing is an attractive nuisance is heavily factual and depends greatly upon the individual situation in question. However, the court makes clear that things like farm ponds, streams, and other such features of the land are not attractive nuisances per se. Such things only become attractive nuisances if, as the above quote states, the pond or other land feature is an open and notorious, “recreation center” that children have been attracted to for a significant period of time or if there is some reason that the pond or other land feature constitutes an, “unusual danger.” Then, the landowner would have a heightened duty to make the premises as safe as possible. Licensees A licensee is a person who is invited onto land by the landowner for social purposes that have no economic value to the landowner. Examples of licensees include social guests and unsolicited door-to-door sales people. A hunter who has permission to hunt on private property but does not have to pay a fee would also be considered a licensee. It is important to remember that in Pennsylvania, failure to post no hunting or no trespassing signs along the boundaries of privately owned property is considered implied permission for anyone to enter the property for hunting and fishing activities and these land entrants are considered licensees and protected as such.

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The duty of care that landowners owe to licensees is higher than that owed to trespassers. The landowner has the duty to warn licensees of known dangers. This means that the landowner must warn the licensee about any dangerous conditions that the landowner knows are on the land and knows that the licensee will not discover on his own. However, there is no positive duty of the landowner towards licensees to inspect for dangerous conditions or to repair dangerous conditions once they are discovered. Invitees The third and final category of land users is that of invitee. An invitee is a person who is invited onto private land (either expressly or implied) for the financial benefit of the landowner. A landowner who charges people for the use of his land to either hunt, fish, or recreate in some other manner owes the highest level of legal duty to the paying land users. The landowner must not merely warn the invitee of known dangers, but must go further by actively inspecting the land and premises to find dangerous conditions and then alert the land users of the conditions. Further, the landowner has a duty to repair found dangers to the extent that repair is feasible. The exact duty a landowner owes to an invitee does alter somewhat with different factual situations, but the overall duty owed to invitees is the highest out of any of the three classifications of land users. Pennsylvania’s Recreation Use of Land and Water Act Many states have enacted what are known as recreational use statutes. The purpose of these statutes is to provide immunity from personal injury lawsuits filed against a landowner by a person who was physically injured while using that particular landowner’s land. 68 P.S. § 477-1 is Pennsylvania’s recreational use statute and the following is a breakdown of the law and its significant parts: TITLE 68. REAL AND PERSONAL PROPERTY, CHAPTER 11. USES OF PROPERTY, RECREATION USE OF LAND AND WATER Purpose of the Act The purpose of this act is to encourage owners of land to make land and water areas available to the public for recreational purposes by limiting their liability toward persons entering thereon for such purposes. Definitions 1. Land — land, roads, water, watercourses, private ways and buildings, structures and machinery or equipment when attached to the realty. 2. Owner — means the possessor of a fee interest, a tenant, lessee, occupant or person in control of the premises. 3. Recreational Purpose — includes, but is not limited to: hunting, fishing, swimming, boating, camping, picnicking, hiking, pleasure driving, nature study, water skiing, water sports, cave exploration and viewing or enjoying historical, archaeological, scenic, or scientific sites. Charge — means the admission price or fee asked in return for invitation or permission to enter or go upon the land. Overview of Act Provisions • • • • •

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The Act generally provides that an owner of land owes no duty to keep the premises safe for entry or use by others for recreational purposes, or to give any warning of a dangerous condition, use, structure or activity on the premises. The Act protects landowners from liability when their land is used for recreational purposes by the public without charge, whether or not the landowner has invited or permitted the public to enter his land. Friedman v. Grand Central Sanitation, Inc. The only time a landowner’s liability is not limited under the Act is for willful or malicious failure to guard or warn against a dangerous condition, use, structure, or activity or if the landowner charges for entry onto his land. The Act only provides liability protection to individuals who have a legal interest in the land. Absent a legal interest in a particular parcel of land, the act provides no protection

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However, the definition of “owner” and court interpretations have allowed for a broad concept of landowner. An owner of land, under the Act, includes not only fee holders of land title, but lessees, occupants, or even persons who are simply in control of the land. This broad-sweeping definition helps to encourage greater recreational use of land because the liability risk for recreational groups such as leasing hunt clubs is significantly reduced. Generally, the more restrictions the landowner places upon his land, the less likely he is to be protected by the Act. Pennsylvania’s Recreation Use of Land Statute was amended by Act 11 of 2007. The amendment strengthens Commonwealth’s Recreation Use of Land Statute by further providing protection from liability to landowners for acts or acts of omission by recreational users. This amendment was a direct result of the Casey Burns civil lawsuit in which a Lehigh County jury found an orchard owner partly liable for a November 2004 accident caused by a hunter who fired a rifle bullet that missed its target, traveled more than half a mile and struck a neighboring property owner in the head outside her home. Insurance Protection While the Recreational Use Statute provides certain protections from liability, nothing can prevent a suit from being filed against a land owner. Typically, homeowner’s insurance usually provides coverage to the owner if someone is injured on the owner’s property whether that person is permitted to be there or not. If someone is injured and files a claim against the property owner, the insurance company has the duty to defend the insured owner. Land owners conducting active farming or timbering generally have special liability insurance for those specific purposes. Furthermore, the public / private / non-profit organization responsible for the management and operations of the trail may choose to have those property owners who provide easements for the trail through their property as additionally insured parties on the organization’s policy. Although nothing can prevent a law suit from being filed, the information here should be utilized to educate property owners on ways they are protected from claims should they arise. If property owners have an understanding of the issues, they may be more willing to provide an easement for the trail.

Non-Profit Liability Finally, there is the issue of liability that may be directed to the non-profit organization and its volunteers who may be conducting activities on behalf of the organization. The Volunteer Protection Act of 1997 was enacted into law by the United States Congress (111 Stat. 218). The purpose of the Act is to limit lawsuits against volunteers serving nonprofit public and private organizations and governmental agencies. The Act was enacted in response to the withdrawal of volunteers from service to nonprofit organizations because of concerns about possible liability. To receive protection under the Act: 1. The volunteer must have been “acting within the scope of the volunteer’s responsibilities” in the organization at the time of the act or omission. Therefore, the scope of the volunteer’s responsibilities must be clearly defined. 2. The volunteer is properly licensed, certified or authorized by the appropriate authorities of the State for the activities taken, if such is “appropriate or required.” 3. The volunteer is not guilty of willful or criminal misconduct, gross negligence, reckless misconduct, or “a conscious, flagrant indifference” to the rights or safety of the individual harmed. 4. The harm was not caused by the operation of a vehicle, vessel or aircraft where the State requires an operator’s license and insurance.

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The Act does not apply to an action brought by the organization against the volunteer, nor does it limit the liability of the organization itself, to the extent it would otherwise be responsible for the act of the volunteer. Furthermore, there may be State imposed conditions. 1. The State may require an organization to “adhere to risk management procedures,” including mandatory training of volunteers. 2. The State may make an organization liable for the acts or omissions of its volunteers to the same extent as an employer is liable for the acts or omissions of its employees. 3. The State may provide that there is no limitation of liability in actions brought by the State or a local government. 4. The state may require the limitation of liability to be contingent upon an organization providing a financially secure source of recovery, such as an insurance policy, to pay losses up to a specified amount. At the time of this writing we are unaware of any conditions imposed by the Commonwealth of Pennsylvania. Although this Act provides provisions to reduce the liability of volunteers, it is easy to position a case to show that it doesn’t comply with the requirements of the Act. Therefore, we recommend the non-profit organization maintain insurance policies to reduce the organization’s liability. The website www.guidestar.org provides an excellent overview of potential liability of non-profit organizations, and ways to reduce those risks. A variety of insurance policies can be obtained to assist in defending liability claims when they arise. They include: • • • • •

Nonprofit Directors and Officers Insurance Property Insurance General Liability Insurance with volunteers as insured and abuse / molestation coverage Automobile Insurance with employees and volunteers as Insured and non-owned auto liability Accident Insurance to cover injuries incurred by volunteers

When considering insurance policies, we recommend you consult an attorney who can advise you on the types and amounts of insurance you should purchase.

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Management Structure Envision Linesville, Inc. and Pymatuning State Park have established a management structure for the Seabee Trail which is currently under construction on Pymatuning State Park Property. Towards that end Envision Linesville and the Pennsylvania Department of Conservation and Natural Resources, Bureau of State Parks have entered into a Special Activities Agreement which defines the terms and conditions of Envision Linesville, Inc.â&#x20AC;&#x2122;s development, management, operations, and maintenance of the Seabee Trail. At the time of this writing a draft agreement for the Seabee Trail was reviewed. We recommend a similar agreement be executed between the two parties for the proposed Spillway Trail to Townline Road Trail. Also at the time of this writing, the Pennsylvania Department of Conservation and Natural Resources, Bureau of State Parks and the Pennsylvania Game Commission were negotiating a land swap which would provide the Pennsylvania Game Commission with the portion of the state park properties between Linesville Creek and State Game Land No. 214, on the northwest edge of the Pymatuning Reservoir. Discussions with the Pymatuning State Park Manager indicated that the Pennsylvania Department of Conservation and Natural Resources, Bureau of State Parks was reserving the right for the future development of the proposed Spillway Trail to Townline Road Trail through this portion of property. As with the Seabee Trail, the Pennsylvania Department of Conservation and Natural Resources, Bureau of State Parks will agree to allow Envision Linesville to develop and operate the proposed Spillway to Townline Road Trail, provided they accept the financial responsibility with said activities.

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198

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Financial Feasibility

Financial Feasibility One of the most important aspects of implementing the proposed Spillway to Townline Road Trail is to educate county and municipal officials, as well as residents of Crawford County, on how the trail will impact the quality of life, economic development, and tourism in the region. Once we agree that residents will look to this trail for their physical, emotional and environmental well-being then the costs to implement the trail can be justified. We recognize the County and municipalities cannot afford to implement the proposed trail segments on their own, but must look to other public and private agencies to assist in achieving this vision. This includes public sector agencies such as Pennsylvania Department of Transportation, Pennsylvania Department of Conservation and Natural Resources, Pennsylvania Department of Community and Economic Development, and Pennsylvania Department of Environmental Protection and private sector partners such as the health care community, local businesses, and regional foundations to name a few.

Opinion of Probable Costs for Land Acquisition or Purchase of Easements Based on the findings and legal opinion provided on issues of corridor ownership there most likely will not be any expenses associated with acquiring property or easements for the proposed trail.

Opinion of Probable Construction Costs for Trail Development Unit prices for construction activities, in each phase, were assigned based on the consultant’s experience with trail construction costs in 2009. These costs are based upon publicly bid projects that pay prevailing wage rates. In addition, the cost projections take into account the following: • • • • • •

The condition of the corridor at the time of construction will be similar to its condition in 2009. Property acquisition costs have not been incorporated into the opinion of probable construction costs. The costs are based on 2009 construction figures. Should projects be constructed in future years an additional 4% per year should be factored into the costs for inflation. Projects will be bid through a competitive bidding process utilizing state or federal prevailing wage rates. Opinions of probable construction costs should be confirmed / revised upon completion of preliminary design. For budgetary purposes 25% of the estimated construction costs has been included in the projections to provide a contingency to address design revisions, unknown, and / or unforeseen conditions that may arise during design and construction.

The opinions of probable construction costs presented herein are liberal in nature and assume the following costs that may, or may not be required depending on the requirements of those funding the project: • •

Opinions of probable construction costs for each phase of trail development are presented on the following pages.

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202

Spillway to Townline Road Trail

Spillway to Townline Road Trail: Item Clearing and grubbing Surface rehabilitation Compacted stone surface Seeding Structures No. 1 @ waypoint 6 - proposed Bridge, approximately 61’ long x 10’ clear, including abutment rehabilitation

2.57 Qty 6 13,570 13,570 6

miles Unit AC LF LF AC

$145,000

No. 2 @ waypoint 8 - proposed culvert pipe

$35

$1,050

No. 3 @ waypoint 9 - proposed culvert pipes, multiple

$35

$2,100

No. 4 @ waypoint 11 - proposed french mattress

300

$110

$33,000

Additional Cost if Boardwalk No. 5 @ waypoint 16 - proposed bridge, approximately 30’ long x 10’

300 1

LF EA

$290 $35,000

$87,000 $35,000

No. 6 @ waypoint 18 - replace existing culvert, 24” dia. No. 7 @ waypoint 19 - replace existing culvert, replace existing culvert with bridge, approximately 30’ long by 10’ clear

30 1

LF EA

$35 $35,000

$1,050 $35,000

No. 8 @ waypoint 27 - replace existing culvert with bridge, approximately 30’ long by 10’ clear

$35,000

440 9 5 8 8

LF EA EA EA EA

$400 $250 $1,500 $2,500 $1,500

$176,000 $2,285 $7,500 $20,000 $12,000

6,080

$14

$85,120

2 2 2 1 2

EA EA EA EA EA

$250 $250 $500 $2,000 $8,000

$500 $500 $1,000 $2,000 $16,000

2 2 2

EA EA EA

$250 $250 $500

$500 $500 $1,000 $1,246,476 $186,971 $311,619 $186,971 $186,971 $2,119,009

No. 13 @ waypoint 38 - proposed bridge, approximately 30’ long x 10’ Boardwalk, waypoints 23 to 25 Mile markers and wayfinding signs Interpretive signs Trail barriers Benches Split rail fence Major Trail Crossing Trail crossing signs Stop signs on trail Road and trail pavement markings Pedestrian crosswalk Mast arms with signs and flashing lights Minor Road Crossings Trail crossing signs Stop signs on trail Road and trail pavement markings Subtotal Boundary, easement and topographic survey (15%) Contingency (25%) Design Fee (15%) Construction Inspection (15%) Total Cost Spillway to Townline Road Trail

Spillway to Townline Road Trail

Unit Price Extension $2,500 $15,487 $4 $49,529 $30 $407,088 $6,500 $40,267

203

Trail Length (LF) Trail Cost per Lineal Foot

13,570 $156

School Complex / Main Street Connector Item Qty Clearing and grubbing 1 Grading and compaction 1,480 Compacted stone surface 1,100 Seeding 1 Bicycle rack 2 Trash receptacle 2 Landscaping 1 Kiosk 1 Subtotal Swcool Complex / Main Street Connector Easement and topographic survey (15%) Contingency (25%) Design Fee (15%) Construction Inspection (15%) Total Cost School Complex / Main Street Connector

Unit AC SY LF AC EA EA LS LS

Unit Price Extension $2,500 $1,250 $5 $7,400 $30 $33,000 $6,500 $3,250 $1,000 $2,000 $800 $1,600 $5,000 $5,000 $5,000 $5,000 $58,500 $8,775 $14,625 $8,775 $8,775 $99,450

1200 1 1

Unit SY LS EA

Unit Price Extension $25 $30,000 $1,500 $1,500 $30,000 $30,000

4 1 1 1 2 1 1

EA LS LS EA EA LS LS

East Pine Street Trail Access Item Parking Lot, aggregate pavement Signage Picnic Shelter, 20’ x 28’, including concrete pad Picnic Tables Drinking fountain Security light Bicycle rack Trash receptacle Landscaping Kiosk Subtotal East Pine Street Trail Access Easement and topographic survey (15%) Contingency (25%) Design Fee (15%) Construction Inspection (15%) Total Cost East Pine Street Trail Access

204

$1,500 $6,000 $12,000 $1,000 $800 $5,000 $5,000

$6,000 $6,000 $12,000 $1,000 $1,600 $5,000 $5,000 $98,100 $14,715 $24,525 $14,715 $14,715 $166,770

Spillway to Townline Road Trail

Phasing Plan Ideally the proposed trail would developed in one phase, minimizing construction activities, disruptions, and realizing economies of scale construction savings. However, few organizations, municipalities, or other agencies can afford to proceed in this manner and find it more appropriate to phase construction over a period of time.

We recommend the improvements to the Spillway to Townline Road Trail be constructed in a series of logical phases. Depending on the financial situation of the trail’s partners, and the success of grant writing efforts, this phasing plan may be expedited, or lengthened, depending on the financial capibility of the partners. Recognizing the desire to construct the proposed improvements in the next five to ten years, we recommend four phases of construction. They include: • • • •

Phase I: Hartstown Road to East Pine Street Phase II: School Complex / Main Street Connector Phase III: East Pine Street Trail Access Improvements Phase IV: East Pine Street to Townline Road

The costs for each of these phases of construction are projected on the following pages:

Spillway to Townline Road Trail

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Spillway to Townline Road Trail: Phase I - Hartstown Road to East Pine Street

0.9

miles

Item Clearing and grubbing Surface rehabilitation Compacted stone surface Seeding Structures No. 1 @ waypoint 6 - proposed Bridge, approximately 61â&#x20AC;&#x2122; long x 10â&#x20AC;&#x2122; clear, including abutment rehab

Qty 2 4,752 4,752 2

Unit AC LF LF AC

$145,000

Mile markers and wayfinding signs Interpretive signs Trail barriers Benches Split rail fence Major Trail Crossing Trail crossing signs Stop signs on trail Road and trail pavement markings Pedestrian crosswalk Mast arms with signs and flashing lights

6 3 5 3 1,380

EA EA EA EA LF

$250 $1,500 $2,500 $1,500 $14

$1,450 $4,500 $12,500 $4,500 $19,320

2 2 2 1 2

EA EA EA EA EA

$250 $250 $500 $2,000 $8,000

$500 $500 $1,000 $2,000 $16,000

2 2 2

EA EA EA

$250 $250 $500

$500 $500 $1,000 $388,700 $58,305 $97,175 $58,305 $58,305 $660,789

Minor Road Crossings Trail crossing signs Stop signs on trail Road and trail pavement markings Subtotal Boundary, easement and topographic survey (15%) Contingency (25%) Design Fee (15%) Construction Inspection (15%) Total Cost Hartstown Road to East Pine Street

206

Unit Price Extension $2,500 $5,424 $4 $17,345 $30 $142,560 $6,500 $14,101

Spillway to Townline Road Trail

Phase II - School Complex / Main Street Connector Item Quantity Unit Clearing and grubbing 1 AC Grading and compaction 1,480 SY Compacted stone surface 1,100 LF Seeding 1 AC Bicycle rack 2 EA Trash receptacle 2 EA Landscaping 1 LS Kiosk 1 LS Subtotal Swcool Complex / Main Street Connector Easement and topographic survey (15%) Contingency (25%) Design Fee (15%) Construction Inspection (15%) Total Cost School Complex / Main Street Connector

Spillway to Townline Road Trail

Unit Price Extension $2,500 $1,250 $5 $7,400 $30 $33,000 $6,500 $3,250 $1,000 $2,000 $800 $1,600 $5,000 $5,000 $5,000 $5,000 $58,500 $8,775 $14,625 $8,775 $8,775 $99,450

207

Phase III - East Pine Street Trail Access Item Qty Parking Lot, aggregate pavement 1200 Signage 1 Picnic Shelter, 20’ x 28’, including concrete pad 1 Picnic Tables Drinking fountain Security light Bicycle rack Trash receptacle Landscaping Kiosk Subtotal East Pine Street Trail Access Easement and topographic survey (15%) Contingency (25%) Design Fee (15%) Construction Inspection (15%) Total Cost East Pine Street Trail Access

208

4 1 1 1 2 1 1

Unit SY LS EA EA LS LS EA EA LS LS

Unit Price Extension $25 $30,000 $1,500 $1,500 $30,000 $30,000 $1,500 $6,000 $12,000 $1,000 $800 $5,000 $5,000

$6,000 $6,000 $12,000 $1,000 $1,600 $5,000 $5,000 $98,100 $14,715 $24,525 $14,715 $14,715 $166,770

Spillway to Townline Road Trail

Spillway to Townline Road Trail: Phase IV - East Pine Street to Townline Road Item Clearing and grubbing Surface rehabilitation Compacted stone surface Seeding Structures No. 2 @ waypoint 8 - proposed culvert pipe

1.67

miles

Qty 4 8,818 8,818 4

Unit AC LF LF AC

$35

$1,050

No. 3 @ waypoint 9 - proposed culvert pipes, multiple

$35

$2,100

No. 4 @ waypoint 11 - proposed french mattress Additional Cost if Boardwalk No. 5 @ waypoint 16 - proposed bridge, approximately 30’ long x 10’

300 300 1

LF LF EA

$110 $290 $35,000

$33,000 $87,000 $35,000

No. 6 @ waypoint 18 - replace existing culvert, 24” dia.

$35

$1,050

No. 7 @ waypoint 19 - replace existing culvert, replace existing culvert with bridge, approximately 30’ long by 10’ clear

$35,000

No. 8 @ waypoint 27 - replace existing culvert with bridge, approximately 30’ long by 10’ clear

$35,000

No. 9 @ waypoint 30 - Existing culvert, fair condition, do not replace

No. 10 @ waypoint 31 - Existing culvert, fair condition, do not replace No. 11 @ waypoint 32 - existing culvert, good condition, do not replace

No. 12 @ waypoint 33 - existing culvert, good condition, do not replace

No. 13 @ waypoint 38 - proposed bridge, approximately 30’ long x 10’ Boardwalk, waypoints 23 to 25 Mile markers and wayfinding signs Interpretive signs Trail barriers Benches Split rail fence Subtotal Boundary, easement and topographic survey (15%) Contingency (25%) Design Fee (15%) Construction Inspection (15%) Total Cost East Pine Street to Townline Road Trail

$35,000

440 7 2 3 5 4,700

LF EA EA EA EA LF

$400 $250 $1,500 $2,500 $1,500 $14

$176,000 $1,835 $3,000 $7,500 $7,500 $65,800 $858,777 $128,816 $214,694 $128,816 $128,816 $1,459,920

Spillway to Townline Road Trail

Unit Price Extension $2,500 $10,064 $4 $32,184 $30 $264,528 $6,500 $26,166

209

Based on these Opinions of Probable Construction Costs for each phase, the total construction costs to implement the proposed Spillway to Townline Road Trail is projected to be $2,386,929, in 2009 dollars.

Phasing Plan Summary Phase Phase I: Hartstown Road to East Pine Street Phase II: School Complex / Main Street Connector Phase III: East Pine Street Trail Access Improvements Phase IV: East Pine Street to Townline Road Total Projected Costs

Projected Cost $660,789 $99,450 $166,770 $1,459,920 $2,386,929

Based on these Opinions of Probable Construction Costs for each Phase, the total cost to implement the proposed trail, based on the assumptions defined earlier in this section, is projected to be $2,386,929, in 2009 dollars.

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Operations, Maintenance, and Security Budget As noted earlier in this document, it is important when planning for the development of the proposed Spillway to Townline Road Trail to consider the on-going costs associated with operations, maintenance, and security of the trail as it is developed. We have projected these costs assuming the trail is constructed as we have proposed in this document. The projected budgets assume all costs for the operations, maintenance, and security of the trail must be completed by paid staff. In most cases many of the tasks proposed herein can be completed with volunteer and in-kind services from local organizations and municipalities. Therefore, the out of pocket expense for the operations, maintenance, and security can be reduced. As an example, in Warren County, the Warren County Probation Office provides litter clean-up, mowing, and shoulder clean-up for the North Warren Trail. Litter patrols are operated through the Juvenile division, and lawn care / shoulder maintenance is provided through the adult division. Random security patrols are provided by the Warren County Sheriff’s Department and the Conewango Township Police Department. We recommend that the managing agency for the Spillway to Townline Road Trail seek partners to reduce the cost operations, maintenance, and security to the trail’s partners. Formal agreements must be developed with these partners to define the various responsibilities and expectations of each participating entity. We recommend the design of the trail, its amenities and facilities be designed in a manner that is sensitive to the maintenance capabilities of the those managing the trail. To project the costs associated with the operations, maintenance, and security of the Spillway to Townline Road Trail we projected the number of person hours required to complete the various tasks in accordance with the guidelines presented in the National Recreation and Park Association’s publication titled “Park Maintenance Standards.” These standards typically address maintenance requirements for traditional community park land. Therefore the standards were adapted to meet the needs of the proposed trail corridors. This study recommend monies be set aside to build up financial resources for years when major repairs or capital improvements are required. Maintenance is critical and has as effect not only on user safety, but crime and vandalism as well. We first quantified unit associated with each task. Then we projected the amount if time required to complete the corresponding task for each unit. Then we quantified the number of units along a particular trail segment. By multiplying these items together, we were able to project the number of person hours required to complete a particular event for each section of trail. In most cases trail maintenance efforts are coordinated for the entire trail corridor.

Spillway to Townline Road Trail

211

Spillway to Townline Road Trail Event

Unit

Hours per Unit

Quantity Units

Total Hours per Event

Mile Mile

0 0

3 3

1 1

Mile Mile Mile

5 1 4

3 3 3

13 3 9

Sweep gravel and debris Repair washouts Coat or seal surface Patch pot holes Vegetation

Each Each Each Each

2 2 4 2

2 2 2 2

4 4 8 4

Mow shoulders Mow to extent of brush clearance Trim trees Remove leaves Maintenance Activity Signs - Inspect / Repair / Replace Fences - Inspect / Repair / Replace Barriers & Gates - Inspect / Repair / Replace

Mile Mile Mile Mile

0 0 0 2

3 3 3 3

2 2 1 5

Each HLF Each

0 0 0

15 60 8

3 6 1

Bridge / Culvert - Inspection / Debris Removal

Each

Mile

Each

Inspect parking areas for hazards and repair or replace to eliminate hazard

Each

Mow Vegetation Restrooms - Inspection & Clean Kiosks and Signage

Acre

1 1 1

3 0 5

On-Going Monitoring Patrol trail Abrorist view Crushed Limestone Surface Level trail Patch pot holes Remove plants from edge of trail Asphalt Surfaces - At Roadway Intersections

Trash Removal Pick-up litter Trail Access Points Pick-up, collect, & dispose of trash and recyclables

Each

Now that we have arrived at the projected person hours required to complete each task, we must multiply the per event person hour projection by the frequency of the event over the course of twelve months and multiply it by the hourly wage that may be paid for the completion of each task. By doing so we have projected the annual cost associated with completing a particular task associated with the trail. Once this is completed to each task, work item associated with the trail we add the subtotals together to arrive at the overall projected operations, maintenance, and security budget associated with a particular segment of trail. 212

Spillway to Townline Road Trail

As noted earlier, this analysis assumes allocation existing staff, or hiring new maintenance staff to complete the work. These costs can be substantially reduce if volunteers are available to complete these tasks. Furthermore, many of the tasks identified are variable in nature. During a dry summer berms may only need to be mowed once a month. Most rail trail organizations do not perform winter maintenance on the trails. Therefore, we have not included that in our maintenance projections for the Spillway to Townline Road Trail. Should winter maintenance be desired than the corresponding tasks and projections must be added to this analysis. Safety and security costs represent a large portion of the overall operations, maintenance, and safety costs. The projections are based on our recommendation to patrol the trail to maintain a frequent police presence on the trail. Many communities choose to address security concerns with volunteer trail watch programs which can dramatically reduce the cost associated with this task. Criminals do not like to frequent locations in which they likely will be caught. Therefore, one can generally assume the greater the trail is used, the less likely it will be that criminal activity will occur. The following tables project the overall costs associated with the operations, maintenance, and security of the Spillway to Townline Road Trail upon its completion.

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213

Spillway to Townline Road Trail Event

On-Going Monitoring Patrol trail Abrorist view Crushed Limestone Surface Level trail Patch pot holes

Person FrequenHours per cy per Event Week

Weeks per Year

Total Frequency

Hourly Rate

Subtotal Cost

1 1

5 1

52 1

200 0

$20 $50

$4,009 $39

13 3

1 1

13 3

$20 $20

$257 $51

Remove plants from edge of trail 9 Asphalt Surfaces - At Roadway Intersections

$20

$720

Sweep gravel and debris Repair washouts Coat or seal surface Patch pot holes Vegetation Mow shoulders Mow to extent of brush clearance Trim trees Remove leaves Maintenance Activity Signs - Inspect / Repair / Replace Fences - Inspect / Repair / Replace Barriers & Gates - Inspect / Repair / Replace

4 4 8 4

1 1 1 1

3 3 1 1

12 12 8 4

$20 $20 $20 $20

$240 $240 $160 $80

2 2 1 5

0 0 1 1

24 24 1 4

31 31 0 21

$20 $20 $20 $20

$611 $611 $15 $411

3 6 1

1 0 0

12 0 0

36 0 0

$20 $20 $20

$720 $0 $0

$20

$1,336

120

$20

$2,400

Inspect parking areas for hazards and repair or replace to eliminate hazard

$20

$1,440

Mow Vegetation Restrooms - Inspection & Clean Kiosks and Signage Estimate of Probable Operation and Maintenance Costs

3 0 5

0 5 1

24 24 12

54 0 60

$20 $20 $20

$1,080 $0 $1,200 $15,620

Bridge / Culvert - Inspection / Debris Removal Trash Removal Pick-up litter Trail Access Points Pick-up, collect, & dispose of trash and recyclables

Total Miles of Trail Cost per Mile

214

2.57 $6,078

Spillway to Townline Road Trail

In summary, we project it will cost approximately $15,620 per year, in 2009 dollars, for the operations, maintenance, and security of the Spillway to Townline Road Trail. As noted earlier these costs can be reduced substantially reduce if volunteers are available to complete these tasks. Before construction of the Spillway to Townline Road Trail, we recommend the agency selected to lead the further development of the trail identify potential partners. Upon receiving commitments from proposed partnership organizations we recommend that formal partnership agreements be developed between participating agencies to define the various responsibilities and expectations of each participating entity.

Spillway to Townline Road Trail

215

216

Spillway to Townline Road Trail

Potential Sources of Funding Successful Grant Writing Strategies - Keys to Success • • • • • • • •

Include community stakeholders from the beginning and solicit their input. Plan for your project well in advance of grant deadlines. For federal grants or other large dollar grants, consider allowing yourself at least several months to complete the application. Develop a vision and mission around your project. Follow the grant guidelines very carefully. Make sure your proposal is complete, compliant, and persuasive. Determine ways to make the project sustainable after the grant period. Find existing programs in your community with which you can partner for infrastructure, resources, funding, and expertise. If you are seeking funds from a foundation or corporate giving source, contact the grant officer before to developing your proposal. Use personal contacts whenever possible with foundations and corporate giving sources.

Research shows that funding of trail development occurs on three primary levels. As a result, we recommend three primary approaches for fund raising: 1. Major Sources: $250,000 minimum from each source to be utilized for acquisition and construction. 2. Mid-Level Sources: $25,000 to $250,000 from each source to be utilized for acquisition and construction, and, operating and maintenance funding. 3. Small Sources: less than $25,000 per source to be utilized for on-going support. Foundation and corporate giving opportunities are generally only available to 501.c3 non-profit organizations, not governmental agencies. Therefore, we recommend a grassroots effort be undertaken to establish a 501.c3 non-profit organization to support the Bellefonte Central Rail Trail. It is important to thoroughly research and understand the type or organization, their focus, their grant making requirements and conditions before applying for foundation or corporate giving grants. There are many sources of information on foundations and corporate giving opportunities. We have found the following most useful: 9 9 9 9 9 9

foundationcenter.org grantstation.com cof.org

pafoundations.net environmentalgrants.com In 1999, the Appalachian Regional Commission published “Foundation Funding in the Appalachian Region in the 1990s: Patterns, Trends and Prospects”. This document examines foundation and corporate giving in the Appalachian Region.

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Potential State and Federal Funding Opportunities The following sources are the primary public sources of funding that are available for trail development and the ones that are most commonly used when developing trails in Pennsylvania. Community Conservation Partnerships Program Agency: Pennsylvania Department of Conservation and Natural Resources Program Goals: Develop and sustain partnerships with communities, non-profits, and other organizations for recreation and conservation projects. The Departmentâ&#x20AC;&#x2122;s Bureau of Recreation and Conservation is responsible for facilitating the majority of these partnerships through technical assistance and grant funding from the Community Conservation Partnerships Program. Program Restrictions: See DCNR grant application manual for Community Conservation Partnerships Program, as program restrictions vary by type. Address:

Kim McCullough Pennsylvania Department of Conservation and Natural Resources - Northwest Region Bureau of Recreation and Conservation 230 Chestnut Street Meadville, PA 16335 814-332-6190 kmcculloug@state.pa.us

Land and Water Conservation Fund Grants Agency: Locally administered by Pennsylvania Department of Conservation and Natural Resources Program Goals: This source was established to provide park and recreation opportunities. Money comes from the sale or lease of non-renewable resources, primarily offshore oil and gas leases and surplus federal land sales. State-side LWCF grants can be used to acquire and build park and recreation facilities. State-side LWCF funds are annually distributed by the National Park Service through the Pennsylvania Department of Conservation and Natural Resources. Communities must match grants with 50% of the costs through in-kind services or cash. All project grants must be exclusively for recreational purposes. Use of Funds or Support: Plan and invest in existing park system. Address:

218

Spillway to Townline Road Trail

SAFETEA-LU Agency: Locally administered through the Pennsylvania Department of Transportation Program Goals: Primary source of federal funding for greenways and trails, SAFETEA-LU has provided millions of dollars in funding for bicycle and pedestrian transportation projects across the country. Many sections of SAFETEA-LU support the development of bicycle and pedestrian corridors. The Pennsylvania Department of Transportation can utilize funding from any of these subsets of SAFETEA-LU and should be contacted for further details. Use of Funds or Support: Safety and transportation enhancements. Address:

Doug Smith Transportation Enhancements Coordinator Southwest Pennsylvania Commission 425 Sixth Avenue, Suite 2500 Pittsburgh, PA 15219 (412) 391-5590 dsmith@spcregion.org

Surface Transportation Program Fund Agency: Pennsylvania Department of Transportation and the Federal Highway Administration Program Goals: Funds can be used for bicycle and pedestrian facility construction or non-construction projects such as brochures, public service announcements, and route maps. The projects related to bicycle and pedestrian transportation must be a part of the Long Range Transportation Plan. Use of Funds or Support: Transportation, planning, railroad crossing improvements Address:

Bill Petit, District Executive

PennDOT District 1-0 255 Elm Street Oil City, PA 16301 (814) 678-7085 wpetit@state.pa.us

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National Recreational Trails Funding Act Agency: Locally administered by the Pennsylvania Department of Conservation and Natural Resources Program Goals: Provides funds to develop and maintain recreational trails for motorized and non motorized recreational trail users. Program Restrictions: A component of SAFETEA-LU, matching requirements for the Pennsylvania Recreational Trails Program Grants are 80% federal money, up to a maximum of $150,000, and 20% non-federal money. However, acquisition projects will require a 50/50 match. Use of Funds or Support: Department must distribute funding among motorized, non motorized, and diverse trail use as follows: 40% minimum for diverse trail use, 30% minimum for non motorized recreation, and 30% minimum for motorized recreation. The Commonwealth may also use up to 5% of its funds for the operation of educational programs to promote safety and environmental protection related to the use of recreational trails. Address:

Single Application Grants Agency: Pennsylvania Center for Local Government Services, Department of Community and Economic Development Program Goals: Through one application form, applicants can apply for financial assistance from the Departmentâ&#x20AC;&#x2122;s various funding sources. Program Restrictions: Applications can be submitted to 100% funding for project. However, applications that show match in dollars or services are more likely to be awarded. Funds are allocated annually and distributed quarterly. Applications can be submitted at any time. Use of Funds or Support: This program funds a wide variety of municipal projects, including recreational facility improvements and development. Address:

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Dennis Puko Governorâ&#x20AC;&#x2122;s Center for Local Government Commonwealth of Pennsylvania 1403A State Office Building Liberty Avenue Pittsburgh, PA 15219 412-565-5005 jwilhelm@state.pa.us

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Additional Sources of Potential Public Funding The following agencies and organizations may provide funding for trail, greenway, environmental education, and habitat conservation and restoration. These sources are highly competitive, and • • • • • • • • • • • • • • • • • • • • • • • • •

Acres for America: National Fish & Wildlife Foundation, www.nfwf.org/programs.cfm Brownfields Redevelopment Initiative: General Services Administration, http://bri/gda/gov/brownfields/home Community Development Block Grant: U.S. Department of Housing, www.hud.gov/offices/cpd/ communitydevelopment/programs/index.cfm Congestion Mitigation & Air Quality Program: Federal Highway & Transportation Adminstration, www.fwha.dot. gov/environment/cmaqpgs/index.htm Economic Development Grants for Public Works: Economic Development Administration, www.cfda.gov/public/ viewprog/asp?progid=167 Environmental Education Grants Program: U.S. Environmental Protection Agency, www.epa.gov/enviroed/grants. html Federal Public Lands Highway Discretionary Grants Federal Nationwide: Federal Highway Adminstration,www. fwha.dot.gov/tea21/factsheets/fedland.htm Healthy People 2010 Community Grants Program: Federal Department of Health & Human Services, www.health. gov/healthypeople/implementation/ Keystone Initiative Grants: National Fish & Wildlife Foundation, www.nfwf.org/am/templateccfm?Section-Grants National Scenic Byway Program: Federal Highway Administration, www.byways.org/grants/index.html Recreational Trails Program, Federal Highway Administration, www.fhwa.dot.gov/environment/rectrails/index.htm Rivers, Trails, & Conservation Assistance Program: National Park Service, www.ncrc.nps.gov/programs/rtca/ ContactUs/cu_apply.html Safe Schools / Healthy Students Initiative: Office of Juvenile Justice Department of Education, www.ojjdp.ncjrs.org/ grants/safeschool/content.html Safe, Accountable, Flexible, Efficient, Transportation Act: Federal Highway Administration, www.fhwa.dot.gov/ safetealu/index.htm Sustainable Development Challenge Grants: U.S. Environmental Protection Agency, www.epa.gov/ecocommunity/ sdcg/ Transportation & Community & System Pilot Program: Federal Highway Administration, www.fwha.dot.gov/tcsp Wildlife Habitat Incentives Program: Natural Resource Conservation Service, www.nrcs.usda.gov/programs/whip/ Community Development Block Grant: Pennsylvania Department of Community Development, www.newpa.com/ programDetail.aspx?id=71 Community Revitalization Program: Pennsylvania Department of Community Development, www.newpa.com/ programDetail.aspx?id=72 Environmental Education Grants: Pennsylvania Department of Environmental Protection, www.depweb.state.pa.us/ enved/cwp/ Growing Greener Grants: Pennsylvania Department of Environmental Protection, www.depweb.state.pa.us/ growinggreener Land Recycling Grants Program: Pennsylvania Department of Environmental Protection, www.depweb.state.pa.us/ dep/site/detail.aspx?id=71 TE Hometown Streets & Safe Routes to Schools: Pennsylvania Department of Transportation, www.dot.state.pa.us Bikes Belong Grant Program: Bikes Belong Coalition, www.bikesbelong.org/grants Kodak American Greenways Awards Program, The Conservation Fund, http://grants.conservationfund.org/tcf/public/ viewAwards.action

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Potential Private Sources Major Private Sources Major private sources of funding will most likely include Pennsylvania foundations, national foundations, the donation of property, and potentially the health sector.

Pennsylvania Foundations / Corporations • • • • •

Heinz Endowments: Focus on environment and quality of life - www.heinz.org McCune Foundation: Focus on economic and community development - http://www.mccune.org Katherine Mabis McKenna Foundation: Focus on environmental interests - Katherine Mabis McKenna Foundation Inc , PO Box 185, Pittsburgh, PA 15230-0185 Richard King Mellon Foundation: Focus on environmental interests - http://foundationcenter.org/grantmaker/ rkmellon/ Pew Charitable Trusts: Focus on the environment and community development - www.pewtrusts.org

National Foundations / Corporations • • • • • • • • • • •

Andrew W, Mellon Foundation: Focus on conservation - www.mellon.org Chrysler Corporation Foundation: Focus on health and community affairs - thechryslerfoundation.com Exxon Foundation: Focus on environment and education - http://hoe.exxonmobil.com/Corporate/community.aspx Ford Motor Company Foundation: Focus on community development - www.ford.com/our-values/ford-fundcommunity-service General Motors Foundation - www.gm.com/corporate/responsibility/community/ W.K. Kellogg Foundation: Focus on community development, volunteerism promotion - www.wkkf.org Kresge Foundation: Challenge grants for capital improvements - www.kresge.org Texaco Foundation: Focus on the environment - www.chevron.com/globalissues/ economiccommunitydevelopment/ Turner Foundation: Focus watershed protection / national projects - www.turnerfoundation.org Wallace Reader’s Digest Funds: Focus on education, national impact projects - wallacefoundation.org Robert Wood Johnson Foundation: Focus on health, physical activity - www.rwjf.org

Mid-Size Sources We recommend a combination of approaches for this level of funding. Any of these sources will probably be interested in local projects, or have an interest in a specific part of the trail, or specific aspects of trail development. • • • • •

Community Development Block Grants National Park Service Community Conservation Partnership Program Grants Municipal Support County Support

Pennsylvania Foundations / Corporations • •

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Alcoa Foundation: Focus on economic development, quality of life - www.alcoa.com/global/en/community/ foundation/ overview.asp Bozzone Family Foundation: Focus on quality of life - Bozzone Family Foundation, 311 Hillcrest Drive, New Kensington, PA, 15068-2318

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• • • • • • • • • • • • • • •

Dominion Foundation: Focus on economic development, environment - www.dom.com/about/community/ foundation/index.jsp H.J. Heinz Foundation - www.heinz.com/Foundation.aspx Hillman Foundation: Focus on quality of life - www.hillmanfdn.org Hunt Foundation: Focus on good of the region - www.rahuntfdn.org John Nesbit Rees and Sarah Henne Rees Charitable Foundation, c/o Roeder & Rothschild, 314 South Franklin St. #B, PO Box 325, Titusville, PA 16354, 814-827-1844 Massey Charitable Trust - Massey Charitable Trust, 1370 Washington Pike, Ste 306, Bridgeville, PA 15017-2839 The Bank of New York Mellon Foundation - The Bank of New York Mellon, One Mellon Center, Room 1830, Pittsburgh, PA 15258 National City Bank Foundation - www.nationalcity.com/about-us/community/community-relations/pages/ charitable-giving.asp Pittsburgh Foundation - www.pittsburghfoundation.org PNC Bank Foundation - www.pnc.com/webapp/sec/Solutions.do?siteArea=/PNC/Home/ Corporate+and+Institutional/ • • • Non-profits+and+Government+Institutions/Charitable+Trust+Grants PPG Industries Foundation - http://corporateportal.ppg.com/PPG/PPGIndustriesFoundation/ Rockwell International Corporation Trust Foundation - www.rockwellautomation.com/about_us/neighbor/giving. html Snee-Reinhardt Charitable Foundation: Focus on education, environment - www.snee-reinhardt.org United States Steel Foundation - www.uss.com/corp/ussfoundation/ Westinghouse Foundation: Focus on quality of life - www.westinghouse.com/charitablegiving/giving.htm

National Foundations / Corporations • • • • • • • • • • • • • • • • • • • • • •

American Conservation Association: Focus on land conservation, river protection, wildlife - 1200 New York Ave. N.W., Suite 400, Washington, DC 20005. American Express Philanthropic Program: Focus on historic, natural assets - http://home3.americanexpress.com/ corp/csr.asp Bankamerica Foundation: Focus on land conservation, parks, fisheries, marine mammals, recycling, horticulture, public and youth education - www.bankofamerica.com/foundation Caterpillar Foundation: Focus on history and the environment - www.cat.com/cda/layout?m=39201&x=7 Coca-Cola Foundation: Focus on community development, high visibility projects www.thecoca-colacompany. com/citizenship/foundation_coke.html Compton Foundation: Focus on conservation - www.comptonfoundation.org/ The Nathan Cummings Foundation: Focus on conservation - /www.nathancummings.org/ Gannett Foundation - www.gannettfoundation.org General Mills Foundations: Focus on history, historic preservation, environment - www.generalmills.com/ corporate/commitment/foundation.aspx John S. and James L. Knight Foundation - www.knightfoundation.org L.L. Bean, Inc. - www.llbean.com/customerService/aboutLLBean/charitable_giving.html John D. and Catherine MacArthur Foundation - www.macfound.org National Fish and Wildlife Foundation - www.nfwf.org New-Land Foundation: Focus on the environment - 1114 Avenue of the Americas, 46th Floor, New York, NY, 10036, (212) 479-6162 Norcross Wildlife Foundation, Inc. Focus on land and habitat conservation - Norcross Wildlife Foundation, Inc The Davis and Lucille Packard Foundation - www.packard.org J.C. Penny - www.jcpenney.net/company/commrel/index.htm Pepsico Foundation - www.pepsico.com/PEP_Citizenship/Contributions/GrantGuidelines/index.cfm The Proctor and Gamble Fund - ww.pg.com/company/our_commitment/community.jhtml Recreational Equipment, Inc. - http://www.rei.com/reigives Rockefeller Family Fund: Focus on environmental issues - www.rffund.org/ Sony Corporation of America Foundation - www.sony.com/SCA/philanthropy/guidelines.shtml

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• • • •

Surdna Foundation - www.surdna.org Harry C. Trexler Trust - 33 South 7th Street, Address 2: Room 205, Allentown, PA, 18101-2406, 610-434-9645 Walmart Foundation: Focus on history, historic preservation, environmental affairs, recreation and athletics, volunteer services - www.walmartstores.com/community William Penn Foundation: Focus on environmental protection - www.wpennfdn.org

Smaller Sources Ideally, many of the smaller sources will be utilized to provide annual operating and maintenance funding. These sources include smaller foundations and corporate grants, individuals, revenue generating activities, trail events, membership drives, and more.

Government Sources •

•

Municipal In-Kind Support National Park Service Rivers, Trails, and Conservation Assistance Program: Technical Assistance

Pennsylvania Foundations / Corporations • • • • • • • • • • • • • • • • • • • • • •

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Aristech Foundation Ashland Oil Foundation - www.ashland.com/commitments/contributions.asp Babcock Charitable Trust Bayer Foundation - www.bayer.com/en/bayer-foundations.aspx H.M. Bitner Charitable Trust Highmark Foundation - www.highmark.com/hmk2/community/hmfoundation/index.shtml Bridge Builders Foundation - /www.bridgebuildersfoundation.org/aboutus/index.html W. Dale Brougher Foundation: Focus on community arts, historical, or conservation and ecology - 1200 Country Club Road, York, PA, 17403-3444 Buncher Family Foundation Douglas and Janet Danforth Foundation Deluxe Corporation - www.deluxe.com/dlxab/deluxe-foundation.jsp Eichleay Foundation Equitable Gas Ganassi Foundation - 1000 RIDC PLZ, Pittsburgh, PA, 15238-2941 Giant Eagle Foundation - 101 Kappa Drive, Pittsburgh, 5238-2809 Hopwood Charitable Trust Milton G. Hulme Charitable Trust - 1146 Old Freeport Road, Pittsburgh, PA, 15238-3109 Millstein Charitable Foundation - PO Box K, Youngwood, PA, 15697-0347 Mine Safety Appliances Company Charitable Trust - www.msanorthamerica.com/communityrelations.html The Juliet Lea Hillman Simonds Foundation Inc - 330 Grant Street, Suite 2000, Pittsburgh, PA 5219-2202 Washington Federal Charitable Foundation - www.washfed.com/charity.htm Robert S. Waters Charitable Trust

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Fund Raising Opportunities To supplement revenue received by the participating partners in the trail and successful grant efforts, and to provide additional monies for capital improvements along the trail, we recommend that four to six fund raising events be held annually. These events can prove to be very successful and raise tens of thousands of dollars. Here are some examples of creative fund raising efforts conducted by trail organizations throughout the country: • • • • • • • • •

Celebrity memorabilia auctions Race, Run, and Ramble, 15K race, 5K fun run, 30K bike ride, and 15K hike Giveaway / Getaway event Wine tasting social Bridge Builder (Adopt-a-Bridge) program Gift catalogues allowing donors to sponsor rest areas, drinking fountains, trail kiosks, interpretive signs, native plantings, and mileage markers Dinner and Get-a-Way Auction Bicycle Garage Sale Bike Shop - sale and rental contributions

Further, many individuals in the region are likely to contribute on an annual basis towards the on-going development, operations, and maintenance of the Spillway to Townline Road Trail. By establishing a non-profit organization in support of the trail, the organization will not only provide the fiduciary mechanism to facilitate grants from foundations, but also to establish the Friends of the Spillway to Townline Road Trail which can raise funds with an annual membership dues program. With a membership program there will be an expectation that members will receive a benefit for their contribution. Generally this is accomplished by offering reduced rates for members to events that occur along the trail. Given the apparent local support of the Spillway to Townline Road Trail we recommend a membership program be instituted in full support of the trail.

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