CHAPTER 8______TRANSPORTATION ISSUES
CHAPTER 8
TRANSPORTATION ISSUES
COUNTY ISSUE 5 - TRANSPORTATION INFRASTRUCTURE
ISSUE INTRODUCTION AND AWARENESS
For the most part, this chapter will deal with transportation infrastructure deficiencies to be targeted as areas of emphasis. Many have already been identified by HATS, PennDOT and the Cumberland/ Perry Taskforce through the group’s Safety and Congestion Management Study. Discussions of the processes used by PennDOT to identify deficiencies and program improvement projects are also presented. Deficiencies/ projects are discussed in four (4) categories: congestion, safety, maintenance, bridge and miscellaneous (Intelligent Transportation Systems or ITS, enhancements, etc.). Projects identified as having deficiencies and needing to be upgraded are placed on either the 4-year Transportation Improvement Program (TIP) or the 20- year Regional Transportation Plan (RTP).
Congestion Management
Capacity deficiencies / projects normally relate to the need for a new facility or relocation of an existing facility, the need to widen existing facilities or the need to install or update traffic control devices such as traffic signals. With the completion of the Interstate System and rising improvement costs and stretched financial resources, the numbers of new facility projects that can be programmed for improvements in Perry County and throughout the state are limited.
In Perry County, there are no major relocation projects proposed during the first four years of the current RTP. There are two intersection improvement projects on the program, PA 34 and 850 intersection and a roundabout at PA 34 and Sunnyside Drive, as well as a new park & ride facility in Newport Borough.
Many of the congestion reduction projects on the current RTP are Safety and Mobility Initiative (SAMI) projects. PennDOT initiated the SAMI Program in the early 1990s to address safety and traffic flow deficiencies. Most of the SAMI projects in Perry County involve traffic signal or intersection improvements. SAMI projects can receive between 80% and 100% federal funding, with the remaining required funding coming from the state.
The Congestion Management Process Plan was prepared. The Process was updated by HATS and completed in 2013. The federal guidelines recommend that the Process is updated once every four years. The previous plan was completed in 2008.
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Safety
The safety of the transportation system is a principal concern of HATS and PennDOT. A number of SAMI projects are on the 2013 Program. In order to determine which portions of the transportation network need to be upgraded for safety, the PennDOT District 8-0 Traffic Unit, which is composed of a Safety Engineer and staff, monitor crash data, make remedial recommendations, and review other roadway improvement project designs to ensure safety issues are addressed. Safety projects can include but are not limited to geometric, signing, pavement marking, guide rail, pavement/shoulder widening, skid resistance and traffic control improvements.
PennDOT has a very structured approach to identifying and addressing safety problems. PennDOT first reviews computerized accident data that identifies safety priority locations. The worst locations are studied each year and if a cost beneficial solution is available, a project report is prepared and a project is recommended for programming. The safety unit also reviews pedestrian routes, fatal accidents and the location of utility poles and guide rails.
An additional issue is at-grade railroad crossings. At-grade crossings pose conflict points between cars/ trucks and trains and can be substantial safety risks considering train speeds and weights. HATS, PennDOT and the FHWA try to eliminate at-grade crossing where possible. Table 8.1 lists the at-grade crossing in Perry County. There is federal and state money available to fund at-grade crossing elimination projects. Three are programed on the current TIP, although none of those are in Perry County.
TABLE 8.1 Railroad Crossings in Perry County
Crossing Crossing Railroad DOT # Type Location Position Protection Operator North Railroad Street Norfolk Southern 506570N At Grade No Protection Private (Seibles Crossing) Corporation Penn Township Norfolk Southern 506571V RR Over No Protection Private Penn Township Corporation Norfolk Southern Ann Street, 506572C RR Over No Protection Public Corporation Duncannon Norfolk Southern Broadway Avenue, 506573J RR Over No Protection Public Corporation Duncannon Norfolk Southern Margaretta Street, 506575X At Grade No Protection Public Corporation Duncannon Borough Norfolk Southern SR 0849 (Duncannon 506576E RR Over No Protection Public Corporation Subway), Duncannon Norfolk Southern 506577L RR Under No Protection Public US RTE 11/15 Corporation Norfolk Southern Linton Hill Road, 506578T At Grade Lights and Gates Public Corporation Near Duncannon
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Borough Norfolk Southern Potters Road, 506579A At Grade No Protection Private Corporation Wheatfield Township Norfolk Southern Bretz Lane, 506580U At Grade No Protection Private Corporation Wheatfield Township Norfolk Southern Loshs Run, Miller 506581B At Grade Crossbucks Private Corporation Township Norfolk Southern Leshville Road, Miller 506582H At Grade Crossbucks Private Corporation Township Bretz Development Norfolk Southern 506583P At Grade Crossbucks Private Road, Miller Corporation Township Sunbury Street (SR Norfolk Southern 506594C RR Under No Protection Public 0017), Tuscarora Corporation Township Norfolk Southern North Front Street, 506595J At Grade Crossbucks Private Corporation Oliver Township Norfolk Southern Fickes Lane, Newport 506596R At Grade Crossbucks Public Corporation Borough Norfolk Southern Pedestrian Access, 50697X RR Over No Protection Public Corporation Newport Borough Market Street (SR Norfolk Southern 506598E RR Over No Protection Public 0034), Newport Corporation Borough Former at Norfolk Southern Spott Street, Newport 506599L grade No Protection Public Corporation Borough (closed) Former at Norfolk Southern Walnut Street, 506600D grade No Protection Public Corporation Newport Borough (closed) Former at Market Street (SR Norfolk Southern 506601K grade No Protection Public 0034), Corporation (closed) Newport Borough Former at Norfolk Southern Mullbury Street, 506602S grade No Protection Public Corporation Newport Borough (closed) Former at Norfolk Southern Bloomfield Avenue, 506603Y grade No Protection Public Corporation Newport Borough (closed) Former at Norfolk Southern South Third Street, 506604F grade No Protection Public Corporation Newport Borough (closed) Norfolk Southern Feedmill Street, 506605M At Grade No Protection Public Corporation Newport Borough Norfolk Southern South Main Street, 517986J RR Over No Protection Public Corporation Marysville Borough Norfolk Southern Valley Street, 517987R RR Over No Protection Public Corporation Marysville Borough Norfolk Southern Firehouse Road, Penn 517988X At Grade No Protection Private Corporation Township 517989E At Grade No Protection Norfolk Southern Private Burley Road,
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Corporation Penn Township Norfolk Southern 923375M At Grade - Private Public Corporation Norfolk Southern 923376U At Grade - Private Near Duncannon Corporation Norfolk Southern Private right-of- Near Newport 923377B At Grade - Corporation way Borough Norfolk Southern Near Newport 923378H At Grade - Private Corporation Borough Norfolk Southern Near Newport 929648A At Grade - Private Corporation Borough Norfolk Southern Near Marysville 929661N At Grade - Private Corporation Borough Norfolk Southern In Duncannon 929662V At Grade - Private Corporation Borough Norfolk Southern Cherry Street, 506574R RR Over No Protection Public Corporation Duncannon Borough Source: PennDOT Grade Crossing – Electronic Management System
Maintenance
Another primary concern of HATS and PennDOT is the maintenance of the transportation system. A goal of the Commonwealth and HATS is that 80% of roadway and bridge improvement funds be spent on maintaining the system. Maintenance deficiencies/ improvements include resurfacing and restoration-type projects. Many of the improvements are made under the PennDOT Betterment Program. A number of maintenance projects can be found in the 2013 Program.
PennDOT, as with Safety Improvements, has an annual process of identifying and programming Betterment projects. The identification of Betterment projects begins with recommendations from citizens, planning commissions, legislators and Metropolitan Planning Organizations like HATS. A computerized pavement analysis system (the Systematic Technique to Analyze and Manage Pennsylvania’s Pavement, or STAMPP) is also used to identify Betterment candidates. If a project suggestion has merit, as determined by PennDOT County Maintenance Office personnel, it goes into a future project file. The District Office compiles an annual Betterment candidate list using the future project candidate file and suggestions by the District's Bridge, Traffic and Safety Units. The District field views the list of candidate projects and develops a shorter list of projects that will undergo detailed scoping.
A "Scoping Team" then field views the shortened list of candidates and begins to detail the scope and cost of each project. A project selection team then reviews available funds and project needs to develop the final annual listing of Betterment projects.
Betterment Program Funding for the HATS region is about $10 million annually with Perry County receiving $2 Million. The program is one-third federally funded with the remainder coming from state funds. The PennDOT County Maintenance Office budget comes off the top of
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this allocation, with the remaining funds being used to complete resurfacing/restoration-type projects.
Bridges
Bridge rehabilitations or replacements are expensive and often utilize federal, state and municipal funding. One of the principal criteria for federal funding eligibility is that the bridge’s span must be at least twenty (20) feet. Recognizing that bridge reconstruction and replacement is one of our most important transportation needs, the state legislature has approved twelve Bridge Bills since the early 1980s, with the most recent bill passed in 2008. The Bills list the bridges to be improved and provide authorization for PennDOT to work on them, but in order for them to be funded; they must be placed on the Twelve-Year Program. The bridges that HATS and PennDOT deal with are both on and off the federal-aid system and include municipal as well as state-owned structures.
One of Perry County’s more important transportation responsibilities is the ownership and maintenance of 27 bridges (18 fully owned, nine jointly owned). In 2010, the County received $88,781in liquid fuels payments and $38,964 in ACT 44 funds from the Commonwealth to assist with the maintenance of its bridges.
Act 13 of 2012 also provided a dedicated funding source for the replacement or repair of locally owned at-risk deteriorated bridges, (those determined to be structurally deficient including those with weight restrictions). Derived from Marcellus Shale impact fees, these funds are distributed to counties proportionally based on population, though each county at a minimum will receive $40,000 each year. Prior to these funds being used, PennDOT must approve the proposed project via the TIP.
The open bridges are identified in Table 8.2 and the closed bridges are identified in Table 8.3.
TABLE 8.2 PennDOT Bridge Management System Posted Local, County, and State Route Bridges - 2012
Bridge Name Feature Crossed Owner Weight Single Weight Combo Length (Ft) Roth Road Little Juniata Creek Centre Twp. 08 - 20 Dix Hill Road Little Juniata Creek Centre Twp. 10 - 28 Mountain Road Wildcat Run Greenwood Twp. 05 - 25 Mt. Pleasant Road Sherman Creek Perry County 08 15 62 Adams Grove Road Sherman Creek Perry County 08 15 112 Heritage Hill Road Big Buffalo Creek NE Madison Twp. 11 20 21 Center Road Bixler Run Perry County 10 - 63 Fairground Road Big Buffalo Creek NE Madison Twp. 14 0 125 Linton Hill Road Little Juniata Creek Penn Twp. 05 - 29 North Pine Hill Road Fishing Run Rye Twp. 09 11 24 Valentine Road Big Buffalo Creek Saville Twp. 28 40 41 Laurel Run Road Laurel Run SW Madison Twp. 10 12 55 Laurel Run Road Laurel Run SW Madison Twp. 08 13 30
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Upper Buck Road Sherman Creek Toboyne Twp. 12 20 32 Union Hollow Road Shultz Creek Toboyne Twp. 09 - 35 Back Hollow Road Shaffer Run Toboyne Twp. 08 15 34 Buck Ridge Road Sherman Creek Perry County 06 - 75 T-330 McCabe Run Tyrone Twp. 17 24 35 T-333 Sherman Creek Perry County 09 13 124 Kennedy Valley Road McCabe Run Tyrone Twp. 18 29 34 Ernest Road Montour Creek Tyrone Twp. 15 - 24 Pine Hill Road Sherman Creek Perry County 04 - 24 Laurel Run Road Laurel Run DEP-Forestry-03 18 28 33 Second Narrow Road Shaffer Run DEP-Forestry-03 - - 32 Laurel Run Road Laurel Run DEP-Forestry-03 - - 31 SR 1010 Wildcat Creek Tributary Penn Dot 36 40 22 SR 1011 Little Buffalo Creek Penn Dot 13 - 38 SR 1023 Buffalo Creek Penn Dot LL* LL* 22 SR 1024 Buffalo Creek Penn Dot 29 40 86 SR 2002 Sherman Creek Penn Dot 15 - 290 SR 2002 Sherman Creek Penn Dot 15 - 160 SR 2003 Sherman Creek Penn Dot 08 - 175 SR 3001 Sherman Creek Penn Dot LL* LL* 33 SR 3005 Shultz Creek Penn Dot 10 - 103 SR 3007 Bixler Run Penn Dot LL* LL* 29 SR 3008 Sherman Creek Penn Dot 15 - 154 SR 3009 Sherman Creek Penn Dot 06 - 162 SR 4001 Buffalo Creek Penn Dot 10 - 72 SR 4006 Raccoon Creek Penn Dot 30 40 47 SR 3003 Sherman Creek Penn Dot Closed - 88 Source: PennDOT *= combination vehicle (tractor trailer) limit; LL-Legal Limit
TABLE 8.3 Closed Bridges - 2012
Bridge Name Feature Crossed Owner Single Combo Length Mt. Pleasant Road Brown’s Run Jackson 00 00 46 Township Wagoners Bridge Road Bixler Run Perry County 00 00 77 Fritz Road Big Buffalo Creek Perry County 00 00 71 Back Hollow Road Shaffer Run Perry County 00 00 28 Dark Hollow Road Dark Run Wheatfield 00 00 24 Township South High Street Little Juniata Creek Duncannon 00 00 81 Borough Elk Hill Road Laurel Run DEP Forestry-03 00 00 40 Elk Hill Road Laurel Run DEP Forestry-03 00 00 44 Source: PennDOT
TABLE 8.4 HATS Transportation Development Process
1. Process 2. 3. County 4. Project Data 5. Project Steps Requirements Screening/Purpose Planning Level 2 Form Priority Rank
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Pre-Application & Needs Level 1 Commission Form Review Level 1 form Review the Define the Evaluate the Explain the Describe the problem scope of the project using HATS Process problem description and project HATS criteria supporting data Discuss what Screen Define the Identify eligible resources may Identify needs preliminary context of the funding types be available alternatives project and sources Identify Show relevance to physical, social, Information municipal, county, Narrow Rank the economic, or Addressed and other local alternatives project cultural plans concerns Show the Conduct relevance to Rank against preliminary regional planning other county environmental goals in the RTP priorities assessment and RGMP Estimate cost and schedule Sponsor decides Level 1 form Proceed to Level Review by HATS Add project to Action to proceed to completed 2 form committees HATS RTP the Level 1 form HATS Staff, Sponsor, HATS Staff, Sponsor, HATS County PennDOT, HATS HATS Staff, Lead Sponsor Staff planning, Staff, County PennDOT sponsor planning Source: HATS
TABLE 8.5 PROBLEMS ISSUE 5 CAUSES THE COUNTY AND ITS MUNICIPALITIES
Impacts a MHMP Problems Experienced Frequency Level of Impact (High, Medium, Low) (High, Medium, Low) Identified Hazard (Yes or No) Emergency services cannot navigate High High Yes some streets. Street repair issues seem to be more High High Yes visible in borough settings Bridge weight restrictions Medium High Yes At a minimum bridge repairs need to Medium High Yes accommodate emergency service Residential side streets are in poor High Medium Yes condition in some borough settings. Vehicles are impacted by poor street High Medium Yes conditions including owner-operated,
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PCTA, police, fire and ambulance. Delays in repair compile the problems High Medium Yes associated with poor street conditions. Snow and ice removal on poorly maintained streets causes a hazard to vehicles and pedestrians and High Medium Yes compounds the poor street conditions in some areas. Poor street conditions impact property High Medium No value. Low income neighborhoods are the last High Medium No to receive residential street repair. A significant percentage of annual Medium Medium No budgets. Vehicle damage. Low High Yes Detours and delays. Low Medium No Reduced walk in business during Low Medium No repairs. PennDOT’s current facilities management with respect to rights-of- Low Medium Yes way (stormwater, sidewalks, etc.) Road closures. Low Low Yes
PRESENT IMPACTS TO SUPPORTING PLANS
Greenways, Parks, Recreation and Open Space Plan
Deficient cartways and shoulders on roads/ streets are a constant impact to the County’s Greenways, Parks, Recreation and Open Space Plan. The safety of those engaged in shared use of the highway system with other modes of travel other than the automobile. This mere mention targets areas where bicycle, horse and buggy and pedestrian co-occupy space on the transportation highway network.
Multi-Hazard Mitigation Plan
On June 2, 2014, the Perry County Board of Commissioners adopted the Perry County Multi- Hazard Mitigation Plan. Considering transportation safety, the 5-yr revised MHMP identifies transportation related safety as one of the top three hazards in Perry County.
Sewerage Plan
All improvements to the state and municipal highway system should be coordinated with any public works department and/ or any applicable municipal authority considering the County Sewerage Plan and municipal Act 537 Sewage Facilities Plan.
Solid Waste Plan
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There are no known impacts to the Solid Waste Plan other than maintaining proper notification to haulers for rerouting during periods of roadway construction phase of projects.
Water Supply Plan
All improvements to the state and municipal highway system should be coordinated with any public works department and/ or any applicable municipal authority considering the municipal considering the County’s Water Supply Plan.
DISCUSSION OF REMEDIES
When it comes to transportation infrastructure and seeing projects completed, the public must continue to stay active in all of the following HATS planning processes. Congestion Management Plan Long-Range Transportation Plan Transportation Improvements Plan (TIP) updates
GOALS:
1. FACILITATE THE ORDERLY COMPLETION OF TRANSPORTATION PROJECTS THROUGH THE DEVELOPMENT PROCESS 2. SUSTAIN A SAFE AND EFFICIENT HIGHWAY SYSTEM, MAINTAINING AIR QUALITY 3. INCREASE FUNDING FOR RESIDENTIAL STREET REPAIR AND MAINTENENCE
OBJECTIVES
1. Facilitate orderly completion of transportation projects through the development process. 2. Local municipalities need to increase residential street repair line items in the local budget.
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3. The Commonwealth needs to commit more street repair funding (Liquid Fuels increase) to each municipality. 4. Local municipalities need to research and access funds aligned with an interest in small rural communities where tax bases are minimal and needs exceed the tax dollars. Residential street repair funding needs to extend equally to all residential streets. Neighborhoods with high numbers of subsidized housing are clearly neglected. Zoning has been neglected with weak limits and no residential street maintenance fees attached to the subsidized properties to support the tax base.
TABLE 8.6 RECOMMENDED STRATEGIES/ ACTION ITEMS
Timeframe Priority to Lead Strategy/ Action Level Funding Estimated Action Implement Organization Item (High, Options Cost Partners Medium, (Short-term 1-5 (Champion) Low) yrs. Long-term 5- 10 yrs.) Prioritize and Local implement timely Currently County Board of HATS, PCPC, County street and bridge contained Commissioners municipal High State Ongoing repairs aligned with within and municipal planning Federal barriers to budgets governing bodies commissions emergency services For non-federal projects, build a diverse funding model with contributions aligned with the municipal responsibility to County Board of governing provide effective Municipal Commissioners, bodies, Short-term (1- emergency services, High specific municipal HATS County, State, 5 years) rural access, figure governing bodies and other economic and PennDOT entities development, neighborhood revitalization and a community that supports the quality of life HATS, TCRPC, County Board of Lobby for increased Municipal and PCPC, Short-term (1- Commissioners, funding for liquid Medium county Nominal Municipal 5 years) municipal fuels budgets Planning governing bodies Commissions Develop a Community $10,000 - Short-term (1- County Board of High PCPC sustainability plan or Revitalization $15,000 5 years) Commissioners
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study that addresses Program, Rural and Municipal equity and zoning Infrastructure governing bodies Opportunity Fund, CDBG Packaging (Ie. HATS, County Federal Specific to Bundling) Board of State the bundled transportation Medium Ongoing Commissioners PennDOT County list of infrastructure and Municipal Local projects projects governing bodies
TABLE 8.7 RECOGNIZEABLE MEASURES OF SUCCESS
Measure Level of Significance TIP projects are initiated within 3 years of their initial listing. High Projects on the long-range transportation plan listing migrate off the High plan list within twelve years. Emergency projects are addressed in a timely manner. High A successful funding model is established that combines local, county and rural grant funding that supports a major residential side street High repair initiative. Improved infrastructure supports improved property value and attracts more taxpayers to the neighborhood, supporting High sustainability. All residential side streets are repaired and maintained regularly. High Zoning limits reduce large clusters of subsidized housing. Residential street repair fees are attached to applications. Home owners’ tax Medium burdens are supported by equity in zoning.
ISSUE SUMMARY
It is a well-known fact, a significant number of state and municipal roads/ streets in the county are substandard in terms of their rights-of-way widths. The resulting problems with substandard
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COUNTY ISSUE 8 – TRANSPORTATION IMPROVEMENTS (TRANSIT, MULTI- MODAL, AND PARA TRANSIT)
ISSUE INTRODUCTION AND AWARENESS
Transit
Public transit is a relatively minor transportation mode in Perry County, primarily due to the County’s rural character and relatively low population. However, the County’s existing transit system does provide an important service to some County residents and there may be a need to upgrade this system in the future, if the County’s population grows. The primary transit service provided in the County is provided by the Perry County Transportation Authority (PCTA), which provides demand/response paratransit and welfare-to-work service throughout the County. Capital Area Transit (CAT), the primary fixed-route transit provider in the Harrisburg area, currently does not provide any service within Perry County, though it has provided service to Marysville in the past. Perry County residents have the opportunity to use CAT buses by using one of CAT’s Park and Ride locations in Cumberland and Dauphin Counties. The Park and Rides allow riders to avoid paying downtown parking fees.
By contrast, some intercity bus service is provided within the County. Both Fullington Trailways and Greyhound provide service along the US Route 22/322 corridor between Harrisburg and Lewistown/ State College. Fullington Trailways has stops in Millerstown, Newport, and Duncannon, while Greyhound provides partial service to Millerstown on one of its Harrisburg to State College routes. There is also potential for inter-city rail service within the County; Amtrak’s Pennsylvanian and Three Rivers routes pass through Perry County, though neither route currently provides a stop within Perry County.
Like highway transportation planning, funding for local public transit planning (CAT and PCTA) largely falls under HATS’ jurisdiction. Almost all CAT projects are funded through the HATS Transportation Improvement Program, and because transit funds are limited, it is important that a thorough planning process is followed to ensure CAT receives the most improvements it can receive. As with highway projects, HATS uses a variety of federal regulations and federal, regional, and local planning factors to objectively rank a project’s importance to the Region. Perry County’s representation on HATS better ensures that the County’s transit needs will be met.
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By contrast, most inter-city bus planning is either conducted privately by the bus company, or is coordinated between the state and the bus operator-with little HATS involvement. Most inter- city bus routes are inter-regional in nature, so local involvement is not as important for these operations. Amtrak is funded directly by federal allocation and the fares they receive for their operations, so again, there is little HATS involvement. Still, HATS and Perry County should maintain regular correspondence with these agencies and be aware of their operating needs.
Transit Issues and Needs
The County’s transit service has a number of needs and issues that need to be addressed to ensure it can continue to operate in an efficient manner. They include:
Sprawl/dispersed land use: Low-density land uses make it harder for a transit system to operate efficiently, because it means buses need to take longer routes on average to pick up the same number of people that could be picked up in a more densely populated area. Dispersed land uses also increase the likelihood that riders will need to walk, bike, or drive further to reach a bus stop. Both of these factors discourage many potential transit users.
Lack of mixed-use development: Segregated land uses separate different types of land uses (residential, commercial, industrial, etc.) from one another, limiting transportation options and increasing people’s reliance on the private car while decreasing the effectiveness of public transit options. A related issue, non-downtown based jobs, particularly inhibits CAT’s efficiency, as their hub-and-spoke designed system cannot meet the needs of most people whose jobs are not located in downtown Harrisburg or other traditional downtown communities.
Lack of existing local CAT bus service within the County: Though a large percentage of Perry County workers are employed outside the County, primarily in the Harrisburg area, and a portion of the county is within the Harrisburg Urbanized Area, the County currently does not receive any CAT bus service. Service to Marysville was discontinued in 2001 due to low ridership. Perry County will continue to grow in the future, but its lack of larger boroughs and accompanying commercial centers will mean that a majority of County residents will continue to work outside the County that could benefit from improved transit service.
Poor connection to existing inter-city public transit service: Perry County contains two (2) major transportation corridors (the Juniata River corridor and the Susquehanna River corridor) and both contain major inter-city public transit routes. However, some of these routes do not provide stops in Perry County. Within the Juniata River corridor, Amtrak’s Pennsylvanian and Three Rivers routes operate between Harrisburg and Lewistown but do not stop anywhere in the roughly 60-mile stretch between the two communities. Within the Susquehanna River corridor, Capitol Trailways operates one bus per day in each direction that travels between Harrisburg and Selinsgrove, but the buses do not stop anywhere in the approximately 50-mile distance between the two population centers. The lack of stops within or near Perry County inhibits the ability of County residents to use inter-city public transit.
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Bicycle/ Pedestrian
Bicycle/ pedestrian transportation (often referred to as “bike/ ped” transportation for the purposes of this chapter) is an important but usually overlooked transportation mode in Perry County. Everyone is a pedestrian at some time or another, so pedestrian transportation issues impact everyone. Many people also ride bicycles, even if it is only for recreational purposes, so bike transportation issues are significant to many people. Within Perry County there are essentially two different types of bike/ ped routes, those located along highway shoulders and sidewalks, and dedicated bike/ ped trails, which are often located along waterways, mountains, and other naturally preserved areas.
Unlike the other transportation modes discussed in this chapter, relatively little dedicated planning has been done for bike/ ped transportation uses. Instead, bike/ ped improvements have either been included within highway improvements or have been included as part of public or private recreational improvements. In many cases highway-based bike/ ped improvements have been overlooked or poorly addressed as part of highway projects, making it difficult for bicyclists and pedestrians to optimally use roadways for their transportation needs. The HATS Transportation Enhancements (TE) Program, a component of the biannual, federal and state- funded Transportation Improvement Program (TIP), is a program dedicated to funding non- traditional transportation projects, including bike/ ped projects, and has enabled more recreationally-oriented bike/ ped projects to receive funding and improve the County’s bike/ ped network.
Bike/ Ped Issues and Needs
The County’s bicycle/pedestrian network has a number of needs and issues that need to be addressed in order for the network to continue to operate in an efficient manner. They include:
Narrow highway shoulders: Bicyclists and/or pedestrians often use shoulders for transportation or recreational purposes. However, many state and township roads in Perry County have substandard shoulder widths. Bike/ ped users often consider these roads unsafe, due to high motor traffic volumes or speeds and/or poor vertical or horizontal sight distances. As a result, bike/ ped use is discouraged and motorized traffic is increased, which further discourages bike/ ped use along these roads.
Narrow shoulders can also create a safety hazard whenever motorists experience car troubles and need to stop along the road, both for drivers (who can’t get their vehicles entirely off the road and are in closer proximity to passing traffic) and for bicyclists and pedestrians (who need to get around the stalled vehicle by driving/walking further into the road). This situation can be especially dangerous in high traffic volume locations.
Lack of dedicated bike lanes and/or sidewalks in some locations: Dedicated bike lanes and/or sidewalks facilitate both bicycle and pedestrian transportation, especially in higher density borough or suburban areas. However, many borough and suburban areas do not have bike lanes
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Sprawl/ dispersed land use: Lower density and non-mixed land use suburban development discourages bike/ ped transportation by making it impractical for people to bicycle or walk/run for transportation-related purposes, such as a quick stop at the grocery store, because of the greater distance required for travel. Sprawl development also hinders bike/ ped users by encouraging motorized traffic, which increases the volume and sometimes speed of vehicles using the road. The increased volume and speed of cars and trucks using the road reduces safety for bike/ ped users.
TABLE 8.8 PROBLEMS ISSUE 8 CAUSES THE COUNTY AND IT’S MUNICIPALITIES
Impacts a MHMP Problems Experienced Frequency Level of Impact (High, Medium, Low) (High, Medium, Low) Identified Hazard (Yes or No) Insufficient funding High High No Absence of a reliable public transportation circulator route due to High High No insufficient demand There is no low cost public transportation for residents to travel to work, programs that support High High No employment or training/ college as well as to services and sites outside Perry County Low income residents with no personal vehicles are limited in employment opportunities. The majority of the High High No county’s labor force is employed outside the county. PCTA is funded through grants that restrict the demographic of the rider. A public transportation system will High High No support all residents including those with driving barriers. Existing transportation vendors are costly. Vendors that support door to door rides as well as vendors that use a High High No central location are needed to support the unique needs of a heavily rural community. Long-term expenses with public transit High High No
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Finding a “dance partner” for cost High High Yes effective transit for the workforce Unstable gas prices Low High No Insufficient right-of-way widths to High Medium Yes provide room for improvements Insufficient roadway widths to accommodate bicycle traffic and even High Low No vehicles in some cases. Ex-offenders with driving restrictions are limited in employment High Low No opportunities. There are no 24-hour walk-in medical clinics in the county. Low income residents often call for emergency High Low No services for costly transport. Those with no vehicles cannot access clinics outside the county. Lack of connecting sidewalks Low Low No
PRESENT IMPACTS TO SUPPORTING PLANS
Greenways, Parks, Recreation and Open Space Plan: As growth occurs in PGA’s the need for pedestrian-friendly facilities increases. The eventual linkage of these amenities with adjacent recreational trails is of paramount importance to increase recreational opportunity and connection to local area parks.
Multi-Hazard Mitigation Plan: Vehicle trip reductions would serve to reduce the frequency of vehicle to vehicle collisions; thereby reducing the chances of transportation related hazardous materials spill/ incident.
Sewerage Plan: No known impacts to the county or municipal sewerage plans.
Solid Waste Plan: No known impacts to the County Solid Waste Plan.
Water Supply Plan: No known impacts to the County Water Supply Plan.
DISCUSSION OF REMEDIES
Transit Recommendations
The transit issues/ needs listed above can be addressed through various County policies. The County can also work with both its municipalities and area transit providers to better ensure that providers’ systems operate in an efficient manner, benefiting those who live and/ or work in the County. Specific recommendations include:
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1. Encourage transit-oriented development: Perry County can work towards this goal by working with its municipalities to create higher density and mixed land uses, both of which are friendly to transit operations and could promote new or increased transit service. Higher density land uses allow more people to access transit in the same amount of area relative to low-density land uses. Perry County’s rural nature will preclude extensive transit service, but focusing the County’s development in or near the established boroughs will allow public transit to become a more viable option in those areas to transit operators.
2. Work with CAT and PCTA to reestablish local fixed-route transit service connection within Perry County: Capital Area Transit (CAT), the Perry County Transportation Authority (PCTA), Perry County officials, Perry County municipal officials, and the Harrisburg Area Transportation Study (HATS) should work together to identify service needs and funding sources to provide expanded public transportation services in Perry County. Although much of Perry County is rural in nature and cannot easily be served by local transit service, there are portions of the County relatively close to Harrisburg where CAT bus service may be feasible. More specifically, the areas in and near Marysville and Shermans Dale (Carroll Township) both have significant populations that are either growing or have relatively high density. In addition, many Perry County residents need to pass through one of these areas to get to their jobs in the Harrisburg area, potentially adding possible riders if Park and Ride lots are placed in these areas. The County can work with CAT to determine the feasibility of these routes and take steps to ensure the routes are viable over the long-term.
3. Promote the Susquehanna Regional Transportation Partnership (SRTP): The SRTP is a seven-county effort involving Perry, Cumberland, Dauphin, Adams, Lancaster, Lebanon, and York Counties that will provide transit and carpool information for commuters traveling between or within the counties via an interactive website. Commuters will have the opportunity to link between local transit providers, increasing their transportation options. Various chambers of commerce are also participating in this effort, which could facilitate greater transit use by the business community. The effort should not only benefit urban and suburban area residents but also rural area residents by at least making them more aware about their transportation options. Perry County can support this effort through its participation on HATS and through its interaction with both CAT and the Harrisburg Regional Chamber of Commerce.
4. Work with inter-city public transit providers to improve service in Perry County: Unlike local public transit, routes providing inter-city public transit already pass through Perry County, though many of them do not stop in the County. The existence of these routes makes creating new stops in Perry County a relatively easy goal to attain, although the inter-city public transit providers may not want to create new stops for economic or logistical reasons. The County should attempt coordination with inter-city transit providers, especially Amtrak and Capitol Trailways, to implement service that stops within Perry County. Specific station locations that could be created include an Amtrak
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stop in the Newport area and a Capitol Trailways stop in the Liverpool area. Both of these stops could be located within the borough they serve, meaning service would be within walking distance for many residents. Both of these stops would also be a significant distance from other stops on Amtrak’s and Capitol Trailways’ systems, meaning the stations could not only serve local residents but also residents in much of Perry County as well as portions of nearby Juniata and Snyder Counties.
5. Encourage employers to provide transit subsidies: Many of the factors that have contributed to the decline in CAT bus use over the last fifteen (15) years, such as increased parking in downtown Harrisburg, cannot be changed by County policies. However, there are means by which the County can encourage transit use. One way is by working with employers within the County to provide transit subsidies, which would encourage public transit use. Many employers already sponsor TransitChek, a subsidy program that allows employees to buy CAT multi-ride or monthly passes at reduced rates. The County should encourage more employers to sponsor TransitChek, which could increase transit ridership. The County should also institute its own subsidy program, following whatever regulations it most prefers, and encourage employers to sponsor the program. Reduced rate or free transit rides would encourage transit ridership, and would also educate people about the benefits of public transit, making them more likely to use public transit in the future.
Bike/ Ped Recommendations
Perry County officials, through representation on HATS and through coordination with municipalities, can play an active role in improving and encouraging bike/ ped transportation in the County. Specific recommendations include:
1. Incorporate bike/ ped improvements into the transportation planning process: HATS included a Bike/ Ped Plan in the 2004, 2007, and 2014 editions of its Regional Transportation Plan and both specific projects in the plan should be strongly considered for inclusion on the TIP. The County should encourage municipalities to strengthen their comprehensive plans and subdivision and land development ordinances to ensure bicyclists and pedestrians are properly accommodated on the road network.
2. Encourage mixed-use zoning and “traditional” community development: As stated above, sprawling, non-mixed land uses discourage bike/ ped use by making it inconvenient for bicyclists and pedestrians to get to desired locations, both in terms of distance required for travel and safety. By contrast, mixed land uses/zoning, similar to that found in “traditional” town or village-like community development, encourage bike/ ped transportation by placing different types of land uses closer together, which makes it easier for bicyclists and pedestrians to travel to various destinations. Traditional community development also discourages high traffic speeds, increasing the safety of bike/ ped transportation. Mixed-use zoning not only encourages increased bike/ ped transportation, it also discourages increased motor vehicle traffic, reducing congestion on
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the area’s roadways. Perry County officials should promote traditional community development by determining planned growth areas, which would experience denser, mixed-use zoning in most areas, and also by working with municipalities to create larger mixed land use zones that could more easily accommodate bike/ ped transportation.
3. Encourage development/preservation of bike/ walking trails, rail trails, greenways, and open space: Preserving bike/walking trails, rail trails, greenways, and open space provides a number of benefits to both bike/ ped users and County residents in general. Both types of trails and some greenways allow bike/ ped users to travel for transportation or recreational reasons without encountering motorized traffic that reduces their safety. They also enable bicyclists and pedestrians to travel in an aesthetically pleasing, naturally preserved area. Finally, trails and greenways in general promote non-motorized transportation, which can help reduce traffic congestion. Trails and greenways also provide a number of non-transportation related benefits, including economic benefits (by functioning as a buffer and by creating a tourist attraction), social benefits (by providing access to historical and cultural features in the community), ecological benefits (by preserving open space and wildlife habitats), and recreation benefits (by promoting other types of outdoor recreational activities). County officials should promote development and preservation of trails and greenways by working with municipalities to preserve these environmentally important lands.
4. Consider using county Liquid Fuels funds to finance certain bicycle and pedestrian improvements: All Pennsylvania counties, including Perry County, receive state liquid fuels tax funding every year to help cover the cost of highway maintenance. The amount received is based on the population and road mileage within a county. These funds are used for a variety of transportation-related purposes, and augment the liquid fuels tax funding received by all Pennsylvania municipalities to implement municipal transportation improvements. Obviously, the County has many transportation priorities that require funding from the County’s liquid fuels tax allocation, but it is possible some county priority bike/ ped improvements that meet the liquid fuels tax funding criteria could be financed using the County’s liquid fuels allocation. Much like federally funded TIP projects, the bike/ ped improvements funded (such as improved highway shoulders) could be part of larger-scale highway improvements implemented. Using this funding source could help the County achieve its bike/ ped improvements. County officials should keep this in mind when considering possible sources of funding for County bike/ ped improvements.
GOALS
1. IMPROVE ALTERNATIVE TRANSPORTATION OPPORTUNITIES. 2. PROVIDE COST EFFECTIVE AND AFFORDABLE PERSONAL TRANSPORTATION FOR THE CITIZENRY WITHIN PERRY COUNTY
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3. LINK LOCAL TRANSPORTATION SYSTEMS TO REGIONAL TRANSPORTATION SYSTEMS, ESPECIALLY T CAPITAL CITY REGION AND CARLISLE REGION 4. REESTABLISH RAILHEAD FACILITIES IN THE COUNTY
OBJECTIVES
1. Continue to actively participate in South Central Regionalization Study for the potential to provide affordable commuter services and transportation to locations outside the county with extended days and hours of operation. 2. Encourage regional facilitation of project development process. 3. Support, coordinate and assist in identification of infrastructural deficiencies. (I.e. Sidewalks, road right-of-way, cartway and shoulder widths ) 4. Support pursuits to establish “alternative vehicle” travel routes across the county. Examples are: Dual person electric cars/ vehicles; electric powered scooters and bicycles; Segways; limited horsepower gas engine conveyances; horse drawn buggies. 5. Support the establishment of alternative ride sharing such as Lyft, Uber, and taxi; and expansion, or reestablishment of alternative transportation modes such as intercity bus, mono rail systems, even hovercraft, and passenger rail. 6. The establishment of a Perry County a contractual agreement with existing transportation vendors that would include a low cost door to door ride to work, to programs that support work and to training/ college, with a budget line item that supports the capacity building for existing local vendors and an initiative that fills PCTA vehicles with workers as well as senior citizens and disabled individuals 7. Establish partnerships with major employers outside the county that transport workers to and from an employment site for all shifts. Workers pay a fee to ride and/or encourage employers to provide transit subsidies.
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8. Create separate additional bike and recreational travel paths that link towns across the county. (Desirable route connections from the Perry County Greenways Parks Recreation and Open Space Plan include: Newport-New Bloomfield-Little Buffalo State Park; Liverpool-New Buffalo-Duncannon; Duncannon-Newport-Millerstown) 9. Encourage the use of alternative power sources for individual vehicle use such as Liquid propane (LP) and compressed natural gas (CNG) and electric. 10. Continue to encourage carpooling/ ride-sharing and expand park and ride facilities and locations in the county. 11. Continue to encourage and support increased density, mixed use and transit-oriented development in areas with community service amenities and areas designated for growth.
TABLE 8.9 RECOMMENDED STRATEGIES/ ACTION ITEMS
Timeframe Priority to Lead Strategy/ Funding Estimated Action Level Implement Organization Action Item Options Cost Partners (High, Medium, (Short-term 1-5 (Champion) Low) yrs. Long-term 5- 10 yrs.) Annual outreach to municipal County Planning Short-term High $1,000.00 PCPC PCTA, PCCD officials and the Support (1-5 years) public at-large Identify potential PCTA, intercity bus stops County Planning Short-term municipal Medium $500.00 PCPC Support (1-5 years) governing bodies Eliminate modifications to PCPC/ municipal municipal Subdividers/ Short-term S&LDO sidewalk Low Site specific PC’s and governing developers (1-5 years) requirements in governing bodies bodies PGA’s Improve the Right-of-way PennDOT/ county’s capacity dedication Not Short-term Medium municipal PCPC within PGA’s through S&LD applicable (1-5 years) governing bodies process Develop identified HATS, HATS park and ride sites Short-term municipal Medium transportation Site specific PCPC (1-5 years) governing funding bodies Implement an State Capital Area affordable public Multi Modal Transit transportation High Transportation $300,000 1-5 Years County Commuter model with Fund Services of strategic PA
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commuter Multi-Modal HATS shuttles operated Investment PennDOT by PCTA that Grants connect riders with out of county USDA Rural transportation Grants systems. Park and Ride Fees
Environmental Funding Implement HATS HATS, strategies that transportation Capital Area reduce bus rates Medium funding, Capital Unknown 6-10 Years PCTA Transit for existing park Area Transit and ride locations. Establish contractual Funding aligned Perry Apex agreement with with ex- Services county offenders, at risk transportation youth, addiction South vendors to treatment, County High 1-5 Years Central transport workers transition to PCTA Workforce with barriers to employment and Investment driving to community Board treatment economic programs and development. employment sites. Employment community County Juniata, Establish Corporate Mifflin, employer-based Foundations South Central Cumberland van pool High 1-5 Years Workforce and Dauphin partnerships and Environmental Investment Employment greater flex hours funding Board Community
Rider fees Develop a plan to State reestablish and Federal sustain railhead High 1-5 Years County Amtrak Rider Fees facilities in the county. Advocate for Local and County legislation that governments, PA supports High 1-5 Years business, social Legislature affordable service and transportation education
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system in every communities county in PA.
TABLE 8.10 RECOGNIZEABLE MEASURES OF SUCCESS
Measure Level of Significance The county has a serving transit connection to the Capital Area High Transportation Authority Legislation requires a full-time, affordable public transportation High system in every rural county in PA. Perry County establishes contractual agreements that support a low- cost, full-time public transportation system with a variety of vendors High and partnerships. Perry County’s workforce and taxpayer base increases, supporting a High sustainable transportation model. Residents in a rural community have full-time, affordable access to High transportation. Improve capacity of park and ride facilities or the addition of a new Medium facility Park and ride lots not exceeding 90% capacity Medium Increase road right-of-way, cartway and shoulder width in PGA’s Medium Improve the capacity of an existing park and ride facility and add one Medium new site to the ride sharing system. Ex-offenders and others with driving barriers obtain employment. Low One additional intercity bus stop within the county Low Increase sidewalk distance in the PGA’s by 1,000 feet Low
ISSUE SUMMARY
While the typical course of handling transportation matters in the County usually falls to the Harrisburg Area Transportation Study as the federally designated Metropolitan Planning Organization (MPO) this chapter has suggested other mechanisms to improve the transportation
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The suggested actions that have been highlighted are significant additions to the regimented processing of road, street, bridge, and highway project pursuits of the past. This plan recognizes the systematic process of identifying new infrastructural-related transportation projects, ranking them, and progressing through the long-range transportation planning sequence to the TIP will continue alongside these efforts.
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