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Connellsville, Pennsylvania Bicycle Master Plan
Citation preview
08 Fall
City of Connellsville
Bicycle Master Plan
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Table of Contents
Chapter 1 Introduction 2
Chapter 2 Goals and Objectives 4
Chapter 3 Exiting Conditions 7
Chapter 4 Bicycle Network 9
Chapter 5 Sign Network and End Point Facilities 17
Chapter 6 Recommendations 24
Chapter 7 Implementation Plan 32
Appendix
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Acknowledgements The City of Connellsville Master Plan was prepared by the Mayor, City Council, the Connellsville Redevelopment Authority, Sustainable Connellsville and the Trail Town Program. Steering Committee Members: Charlie Mathews, Mayor Tom Karpiak, Council Brad Geyer, Council Marilyn Weaver, Council Gregroy Ritch, Council Geno Gallo, Sustainable Connellsville Michael Edwards, Connellsville Redevelopment Authority Will Prince, Trail Town Program Manager Jeff Malik, Trail Town Program Project Leader Emma Strong, Trail Town Program Project Leader Joe Crumbley, Trail Town Program Intern Michelle Rapp, , Trail Town Program Intern Rachael Christie, Trail Town Program Intern Peter Grella, Trail Town Program Intern Chad Crumrine, Trail Town Program Intern Prepared for: City of Connellsville City Council 10 North Arch Street Connellsville, PA 15425 Prepared by: Aspect, LLC
1529 Harlow Street Pittsburgh, PA 15204
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Chapter 1 Introduction
Whenever I see an adult on a bicycle, I have hope for the human race. ~ H.G. Wells The City of Connellsville is poised to become a world-class bicycle community. The
completion of the Great Allegheny Passage and commencement of the Sheepskin Trail
have provided the off-street infrastructure for the City to begin capitalizing on bicycle
tourism. Expanding and enhancing the City’s on-street bicycle facilities will augment the
City’s redevelopment efforts that can improve the tourism economy and significantly aid in
attracting and retaining residents.
The City of Connellsville Bicycle Master Plan defines a community vision in maximizing
redevelopment and economic development opportunities associated with a world-class
bicycle community. The Plan provides goals and recommendations as well as a capital
projects plan.
Vision
The City of Connellsville’s Bicycle Master Plan envisions Connellsville as a world class
biking community. Due to the City’s investment and commitment to biking, residents will
have premium active transportation infrastructure and visitors will experience a community
that tempts them to stay long-term.
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Chapter 2 Goals and Objectives
Goal 1: Encourage residents and visitors to bike in Connellsville
Objectives
o Install bicycle facilities on
corridors identified in the
bicycle network map
• Connect business
districts, cultural and
recreational amenities
with premium bicycle
facilities
• Install end-point
facilities including
sidewalk racks and
on-street bicycle
corrals.
• Install a bicycle wayfinding sign system
Goal 2: Improve safety of cyclists
Objectives
o Install protected bicycle infrastructure where feasible including cycle tracks and buffered
bike lanes.
o Increase highway caution signs to improve bicycle safety.
o Increase enforcement against aggressive and impaired driving
Goal 3: Establish Connellsville as a major bicycling recreation community.
Objectives
o Maximize the potential of the regional trails including Great Allegheny Passage Trail
and the Sheepskin Trail.
o Advertise Connellsville’s ideal proximity to the Pittsburgh Metropolitan region
o Establish Connellsville as a home base for Laurel Highlands outdoor adventures
o Market Connellsville’s proximity to mountain biking opportunities
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Goal 4: Use bikable amenities as a catalyst for economic development.
Objectives
o Support existing businesses
• Connect them to residents and visitors
• Promote them to residents and visitors
• Install end-point facilities adjacent or near
o Attract new business
• Food Service industry such as coffee shops, restaurants, night life venues (bars,
clubs, etc) tailored to biking
• Retail (boutiques and outdoor needs)
• Office (Design, medical, etc)
o Re-use existing industrial facilities to attract fabrication and manufacturing related to
bicycle
o Nurture tourism related to Great Allegheny Passage
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Chapter 3 Existing Conditions
Picturesque Connellsville is nestled in the foothills of the Laurel Highlands on the banks of
the Youghiogheny River. The City’s topography offers ample flat areas for leisure riding as
well as challenging grades for exercise. The weather allows for nine (9) months of
reasonable climate. Combining the potential of resident cyclists with the needs of touring
cyclists will create a community that attracts population while maximizing tourism revenue.
Bicycle Infrastructure
Currently Connellsville has very little infrastructure, although it has a rich history for on-‐street
cycling infrastructure. The 3rd Street separated facility installed as part of the Great Allegheny
Passage, was one of the first
separated facilities in the
country. As separated
facilities become the norm,
Connellsville can point to
this history as an innovator.
The City has also
commenced the installation
of bicycle racks on Crawford
Avenue. End point facilities
will be key as the City
continues to expand its on-‐
street infrastructure. Due to
their bicycle unfriendliness,
Connellsville’s bridges,
Memorial Bridge and
Crawford remain a
significant impediment to a
connected City-‐wide system
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Tourism
In 2013, the Great Allegheny Passage finally completed its trek into downtown Pittsburgh. Until
that completion, the trail connected only to Homestead. The trail is now poised to realize its full
potential. As a result, Connellsville will
experience a significant increase in cycling
tourism. Connellsville is approximately fifty (50)
miles from downtown Pittsburgh and its metro
population of 2.6. million people. That mileage
is ideal for weekend and vacation trips to the
Laurel Highlands. In addition, Connellsville will
continue to see recreation cyclists from
Ohiopyle, and to a lesser extent from western
Maryland and the Washington D.C. metro area. Finally, Connellsville has established connections to
adjacent communities including Dawson Borough and Dunbar Borough via the Sheepskin Trail. The
Sheepskin Trail will eventually connect Connellsville to Uniontown as well as Morgantown, WV,
where the trail will tap into over 50 miles of trails in the Morgantown area. As the Sheepskin trail
expands southward to Uniontown and Morgantown, WV, the regional tourism component will
become more lucrative.
Urban Context
Connellsville’s industrial economy has faded and
its downtown economy is dormant. Vacant lots
and buildings offer opportunities to establish
bicycle related retail and commercial potential
and bicycle tourisms support services.
Restaurants, coffee shops, outdoor retail shops, bicycle retail, hotel, bed and breakfast and clothing
boutiques rank high on customers that visit business corridors via bicycles. Retrofitting the City’s
business corridors to maximize cycling numbers would lay the ground work for economic
redevelopment.
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Chapter 4 Bicycle Network
Quality of Life is an indicator comprised of several factors that measures a community’s
health and attractiveness. A bicycle friendly community provides recreation, commuting and
social opportunities that enhances a community’s quality of life. Bicycle friendly
communities are generally safer communities, both from a crime standpoint and a traffic
standpoint. Bicycle friendly communities generally have active streets, with people
occupying sidewalks and roadways, providing eyes on the streets. Having eyes on the
streets allows the community to self-police against crime. Bicycle friendly streets also add
more bodies to roadways. Active roadways comprised of non-motorized transportation slow
down motorized transportation. Slower motorized transportation causes fewer and less
severe injuries.
Bicycle Network Summary
The Connellsville Bicycle Network is a Citywide pathway network that incorporates on-street
and trail facilities to provide access for residents to the City’s business corridors, cultural
and recreational amenities. The network also aims to capitalize on tourism opportunities
associated with the
Great Allegheny
Passage.
Business Corridors
Bicycle infrastructure is a
proven commodity to
boosting economic
development. Bicycle
infrastructure provides
access to business
corridors, essentially
increasing customer
capacity, consequently raising revenue and expansion opportunities. Connecting
Connellsville’s business corridors to residents and tourists is paramount.
West Side
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The West Side business corridor is the most convenient corridor for touring cyclists to visit.
The Great Allegheny Passage travels through the corridor via the 3rd Street cycle tracks.
Existing business would greatly benefit from the additional customers. Additional economic
development opportunities exist in vacant storefronts and vacant properties for bicycle
touring related business ventures including restaurant, coffee shop, outdoor retail and
bicycle retail. The West Side business corridor is isolated somewhat to the Downtown
business corridor, Pittsburgh Street business corridor, the East End and South Side due to
the bicycle and pedestrian unfriendliness of the Crawford Avenue Bridge.
As stated, the Plan identifies where premium bicycle infrastructure can be installed based on curb to curb widths. Crawford Avenue is wide enough to accommodate buffered bike lanes from 7th Street to the Crawford Avenue Bridge. Existing on-street parking would need to be relocated to side streets. Based on a parking audit conducted in December 2012, on-street parking on this corridor is severely under utilized and existing volumes can relocate to side streets with minimal to no impacts on businesses. In addition, bicycle racks installed on sidewalks will provide convenient bicycle parking for cyclists.
Downtown
The Downtown business corridor is significantly accessible to residents of the North End,
East End and South Side. Existing businesses would benefit from the improved access to
residents. Vacant storefronts and lots could experience economic development as well.
Downtown’s access to the West Side business corridor and Great Allegheny Passage is
somewhat restricted to the bicycle
and pedestrian unfriendliness of
Crawford Avenue Bridge.
Improving the Crawford Avenue
Bridge’s bicycle and pedestrian
friendliness will substantially
improve the Downtown business
corridor’s economic potential.
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Crawford Avenue is wide enough to accommodate buffered bike lanes from the Crawford Avenue Bridge to Prospect Street. Existing on-street parking would need to be relocated to off street lots that underutilized as well as side streets. Based on a parking audit conducted in December 2012, on-street parking on this corridor is severely under utilized and existing volumes can relocate to side streets with minimal to no impacts on businesses.
Pittsburgh Street
The Pittsburgh Street business corridor is defined by cross streets of Peach Street and Wills
Road. Pittsburgh Street business corridor is conveniently accessible to the North End, East
End and South Side areas of the City. Pittsburgh Street directly connects the North End
and South Side areas of the City as well as South Connellsville Borough. Pittsburgh
Street’s existing businesses would benefit from the increase in customer traffic associated
with bicycle and pedestrian friendly infrastructure. Vacant buildings and lots provide
additional development and economic development opportunities.
Pittsburgh Street is limited in providing premium bicycle infrastructure to do its narrow curb to curb width (24’). In order to accommodate premium bicycle facilities, Pittsburgh Street would have to be evaluated for a road diet and one-way configuration. This strategy would require a traffic study to determine impacts of such a design. In the short term, shared lane markings would provide indicators that encourage cyclists to bike through the corridor.
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Recreation Amenities
Due to the recreational aspect of biking, connections to recreational amenities such as
parks and playgrounds provide enhanced recreational opportunities for residents, future
residents and visitors. Connecting residents and visitors to parks, playgrounds and off-
street trails improves the city’s quality of life, augments efforts to attract and retain
population and spurs economic activity.
Community Parks
Connellsville has two (2) Community Parks, Yough River Park and East Park. Community
Parks provide vital recreation opportunities for residents as well as respite for touring
cyclists.
● Yough River Park: The
Great Allegheny
Passage directly
connects to the Yough
River Park. The
riverside park is
conveniently accessible
to residents on the West
Side. Connections to
the North End would be
via Memorial Bridge,
where cyclists must dismount to cross. Due to the bicycle unfriendliness of the
Crawford Avenue Bridge, access from the East End and the South Side is limited.
● East Park: East Park is conveniently accessible by residents in the North End,
East End and South Side. Due to the unfriendliness of the Crawford Avenue
Bridge, touring and recreational cyclists’ access is limited. Access for trail using
cyclists would be directed via the Memorial Bridge.
Neighborhood Parks
● 12th Street Park: The 12th Street Park is easily accessible by West Side residents
and touring cyclists using the Great Allegheny Passage. North End residents can
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use the Memorial Bridge, but due to the dismount regulation, use of Memorial
Bridge is limited. Residents in the East End and South Side neighborhoods have
severely limited access due to the bicycle unfriendliness of the Crawford Avenue
Bridge.
● North End: The North End Playground is conveniently accessible to residents
living in the North End, East End and South Side neighborhoods. Residents of
the West Side must cross the Memorial Bridge and dismount in the process.
Recreation Loops
Recreational loops are on-street recreation opportunities that offer residents and touring
cyclists access to the City’s neighborhoods and business districts. The loops also act as
commuter routes providing access for residents to such cultural and recreational amenities
such as the Carnegie Library, the Connellsville High School Campus and Highlands
Hospital.
● East End Loop: The East End Loop provides an opportunity to tour the City’s
East End areas as well as provide access to East Park, the Connellsville Area
High School campus, the Carnegie Library and Highlands Hospital. The East End
Loop is convenient for residents in the East End, North End and South Side
areas. West Side residents and touring cyclists have in convenient access do to
the Memorial Bridge and Crawford Avenue Bridge.
● South Connellsville Loop: The South Connellsville Loop offers a significant route
through the City South Side neighborhood and South Connellsville Borough. The
South Connellsville Loop also offers access to off-road cycling in the Laurel
Highlands as well as the Connellsville Area Senior High Track and Field/Football
Stadium. The South Connellsville Loop is convenient for residents living in the
South Side, East End and North End neighborhoods as well as the Downtown
and Pittsburgh Street Corridors.
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Trails/Off Road Connections
● Great Allegheny Passage: The Great Allegheny Passage is one of America’s
great regional trails. The trail offers direct access to Ohiopyle, PA; Pittsburgh, PA;
Laurel Highlands, Western Maryland recreational amenities and Washington D.C.
The Great Allegheny Passage travel through Connellsville’s West Side via 3rd
Street. It offers direct access to Yough River Park and the West Side business
district. West Side residents have convenient access to the Great Allegheny
Passage. Resident in the North End, East End and South Side must cross the
bicycle unfriendly Memorial Bridge and Crawford Avenue Bridge.
● Sheepskin Trail: The Sheepskin Trail spurs from the Great Allegheny Passage
just south of the City of Connellsville. The trail connect Connellsville to Dunbar
Borough. The Sheepskill will eventually connect Connellsville to Uniontown, PA
and Morgantown, WV.
● Laurel Highlands Off Road Opportunities: Off-Road Cyclists will have access to
the trails and fire roads of the Laurel Highlands. Ingress/egress to the Laurel
Highlands is via the South Connellsville Loop.
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Cultural Amenities
Schools
Connecting students to the City’s schools offers opportunities for students to increase
physical activity while decreasing transportation costs pertaining to bus service. In addition,
bicycle and pedestrian connections can be used by faculty and staff to decrease vehicular
traffic near schools and serve as a benefit in attracting new faculty and staff.
● High School Campus; The Connellsville High School Campus is accessible via
the East End Loop. Students and faculty will have a route to the Downtown and
Pittsburgh Street business corridors, East Park, and the South Side Loop, which
consequently offers access to the Falcon Stadium. Students traveling from the
West Side will be directed to cross the Memorial Bridge.
● South Side Elementary: The South Side Elementary school will be accessible via
the South Connellsville Loop. Students, faculty and staff will have convenient
access to Falcon Stadium, the Connellsville High School Campus, Downtown and
Pittsburgh Street business corridors and the North End. Access to the West Side
amenities will be less convenient, with access across the Crawford Avenue Bridge
and Memorial Bridge.
Highlands Hospital: Highlands Hospital will be accessible via the East End Loop.
Residents in the North End, South Side and East End will have convenient access to
Highlands Hospital. Visitors will have to traverse the Memorial Bridge and Crawford Bridge
(both are less than ideal for cycling) to access the hospital.
Carnegie Library: The Carnegie Library is accessible via the Pittsburgh Street business
district, East End Loop and South Side Loop.
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Chapter 5 Sign Network and End Point Facilities
The City of Connellsville Bicycle Network will encourage residents to bike and attract
tourists to visit. On-street pavement markings and trails will provide the framework for a
cycling system. A way-finding and destination sign system will aid in providing residents
and visitors with a comprehensive bicycle network. End Point facilities will provide short
term and long term parking options.
Sign Network
The way-finding and destination sign system will provide information for cyclists to
conveniently travel through the City and reach destinations both safely and quickly. The
sign system will consists of four (4) way-finding divisions:
1. West Side
2. Downtown
3. South Connellsville Loop
4. East End Loop
The sign system will also identify various destinations consisting of business districts,
services and cultural/recreational amenities. Destinations will include:
1. Downtown 2. Pittsburgh Street Business District 3. 12th Street Playground 4. Connellsville High School Campus 5. Casparis 6. East Park 7. Great Allegheny Passage 8. Highlands Hospital 9. Carnegie Library 10.West Side Business District 11.South Side
The Sign information is included in the appendix.
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End Point Facilities
Trails, bike lanes and signs get cyclists to their destination. End point facilities provide the storage
for bicycles as cyclists visit stores, go to work or simply need a brief respite. End point facilities
range from short term needs (rack, corral, etc) to long term needs (lockers, cages, etc). The end
point facilities will be focused in the business corridors as well as the cultural and recreation
amenity locations.
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Chapter 6 Recommendations
Infrastructure Implementation Plan
The Infrastructure Implementation Plan outlines the capital improvements including on-‐street
pavement markings and sign system. The on-‐street pavement markings are separated into three (3)
phases. The phased strategy will allow for infrastructure to be installed at costs that are feasible as
well as accommodating cyclists with infrastructure.
On-‐Street Infrastructure
Phase 1
Phase 1 includes both the West
Side Business District and
Downtown with connections to
West Side hill (via Leisenring
Avenue) and South Connellsville
Borough (via Arch Street). The
recommendations include:
1. Crawford Avenue:
Alternative A Buffered bike lanes from to 7th Street to Prospect Street (excluding
Crawford Bridge)
With some revisions to existing conditions, Crawford Avenue on the West Side could
host buffered bike lanes. Buffered bike lanes will attract the maximum amount of
cyclists to the West Side business district. On-street parking would be relocated to
the perpendicular side streets. A parking audit was conducted in December 2012
that illustrated that parking demand was low and could be accommodated on side
streets. Bicycle parking would be added to the corridor providing adequate parking
for cycling customers offsetting any possible short term impacts.
The short-term impact to existing economic conditions is expected to be minimal.
The long-term benefits to economic conditions are expected to be substantial with
the increase in customer capacity reflected by cycling customers.
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2. Crawford Avenue: Alternative B Shared Lane Markings from to 7th Street to Prospect
Street (excluding Crawford Bridge)
Shared lane markings could be installed instead of buffered bike lanes. Shared lane
markings don’t have the impact of separated infrastructure. The facilities impact is
not known to attract cyclists to a corridor. The symbols serve to accommodate
existing cyclists, confirming their place on urban streets. Shared lane markings
should be considered a temporary treatment on major streets.
3. Meason Street: Shared Lane Markings from 7th Street, Leisenring Street and Arch
Street, Hyndman Street and Baldridge Avenue.
Shared lane markings provide adequate visibility and wayfinding on low volume
streets such as Meason Street (7th Street to 1st Street), 7th Street (Meason Street to
Leisenring Street) and Leisenring Street (7th Street to 11th Street). Arch Street,
Hyndman Street and Baldridge would benefit greatly from bike lanes or buffered bike
lanes, but the streets are not wide enough to accommodate so shared lane markings
are recommended.
4. Crawford Bridge: Due to the narrowness of Crawford Bridge, only shared lane
markings can be applied. Due to the importance of the bridge’s connection to
Downtown and bicycle unfriendly sidewalk, green shared lane markings are should
be installed.
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Street Cross(Streets Units Unit(Subcost Linear(Ft LF(Sub(Cost Costs1 W.$Crawford$Ave Crawford$Bridge$to$7th$St 24 $4,704 2392 3588 $8,2922 Crawford$Bridge 14 $2,940 681 56182.5 $59,1233 Crawford$Ave Crawford$Bridge$to$Prospect 20 $3,920 2014 3021 $6,9414 7th$St Leisenring$Ave$to$Meason$St 16 $3,136 $3,1365 Meason$St 7th$St$to$Frank$St 14 $2,744 $2,7446 6th$St Meason$St$to$Memorial$Blvd 4 $784 $7847 Arch$St McCormick$St$to$W$Fayette$St 146 $28,616 $28,6168 Leisenring$Ave 12th$St$to$7th$St 20 $3,920 $3,920Material(Costs 258 $50,568 $113,556Planning(and(Engineering
$25,000
Total $138,556
Bicycle(Network(Phase(1(Alternative(ASymbols Lines
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Street Cross(Streets Units Unit(Subcosts Linear(Ft LF(Sub(Cost Costs1 W.$Crawford$Ave Crawford$Bridge$to$7th$St 24 4560 0 0 $4,5602 Crawford$Bridge 14 2660 681 56182.5 $58,8433 Crawford$Ave Crawford$Bridge$to$Prospect 20 3800 0 0 $3,8004 7th$St Leisenring$Ave$to$Meason$St 16 3040 $3,0405 Meason$St 7th$St$to$Frank$St 14 2660 $2,6606 6th$St Meason$St$to$Memorial$Blvd 4 760 $7607 Arch$St McCormick$St$to$W$Fayette$St 146 27740 $27,7408 Leisenring$Ave 12th$St$to$7th$St 20 3800 $3,800Material(Costs 258 49020 681 56182.5 $105,203Planning(and(Engineering
$25,000
Total $130,203
Bicycle(Network(Phase(1(Alternative(BLinesSymbols
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Phase 2
Due to the relative low traffic volume on most of the Phase 2 streets as well as the narrow
curb to curb width, it is recommended that shared lane markings be installed on the
following corridors:
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Phase 3
Due to the relative low traffic volume on most of the Phase 3 streets as well as the narrow
curb to curb width, it is recommended that shared lane markings be installed on the
following corridors:
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Sign Design
Bicycle wayfinding and destination sign design can differ based on a community’s
preference and priorities. The Manual of Uniform Control Devices (MUTCD) offers a
baseline design that communities are permitted to revise. Since the Great Allegheny
Passage travels through Connellsville, it recommended that Connellsville use a design that
mimics signs used in other communities on the Great Allegheny Passage to establish
conformity and predictability. Pittsburgh is using the basic MUTCD design and Washington
D.C. is using a design. As a result, it is recommended that Connellsville use the basic
MUTCD sign design seen below.
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End Point Facilities
Like the sign design flexibility, bike rack designs can offer creative interpretation. Many
communities treat bike racks as public art, but this strategy can be expensive. It
recommended that Connellsville implement basic inverted U shaped racks to establish
sufficient end point facilities. The racks should be placed in a symmetric pattern along
blocks that establishes predictability. Infill of racks would constitute a second phase with
the location being based on demand.
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Chapter 7 Implementation Plan
The recommendations in this plan in this Plan provide a basis for going forward with
improvements that will significantly improve Connellsville’s bicycle friendliness in the
short and long term. The strategy is to implement projects that have short term impacts
and substantial long term benefits.
Funding for bicycle improvements can come from a variety of sources. Funding will
mostly come from local, state and federal transportation funding sources as well as
private sources such as foundations and endowments. Foundation/endowment support
can be used to seed projects and/or provide match commitments for larger state and
federal projects.
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