2010 Route 62 Smart Transportation Study - Northwest Commission

ACKNOWLEDGMENTS PENNDOT DISTRICT 1-0 NORTHWEST PENNSYLVANIA REGIONAL CITY OF OIL CITY

PLANNING & DEVELOPMENT COMMISSION 255 Elm Street 395 Seneca Street 21 Seneca Street PO Box 398 PO Box 1127 Oil City, PA 16301 Oil City, PA 16301 Oil City, PA 16301 Phone: 814.678.7006 Phone: 814.677.7663 Phone: 814.678.3012 www.dot.state.pa.us www.nwcommission.org www.oilcity.org PROJECT STEERING COMMITTEE: City of Oil City - Christina Sporer, City Engineer Ryan Eggleston, City Manager Jan Ruditis Northwest Commission - Sue Smith PA Department of Transportation - Erin Wiley Moyers Randy Brink Susan Roach Venango County - Judy Downs Council on Greenway & Trails - Debra Frawley South Side Business Association - Brian Stoltenburg Oil Valley Chapter of the PA Council of the Blind - Scott Roberts Don Fischer PROJECT FUNDING: The completion of the Route 62 Smart Transportation Study was funded through Pennsylvania Department of Transportation’s Pennsylvania Community Transportation Initiative (PCTI) aimed to promote Smart Transportation solutions throughout the commonwealth of Pennsylvania. PROJECT CONSULTANTS: Johnson, Mirmiran & Thompson, Inc. Traffic Planning and Design, Inc.

1550 Coraopolis Heights Road Regional Enterprise Tower Suite 440 425 Sixth Avenue Moon Township, PA 15108 Suite 2825 Pittsburgh, PA 15219 Phone: 412.375.5100 Phone: 412.765.3717 www.jmt.com www.trafficpd.com

Route 62 Smart Transportation Corridor StudyFinal Report October 2010

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Table of Contents Section 1.0 Introduction ............................................................................................................................... 1

Section 1.1 Plan Purpose ........................................................................................................................... 1

Section 1.2 Planning Process..................................................................................................................... 2

Section 2.0 Vision, Goals & Objectives ......................................................................................................... 5

Section 2.1 Vision ...................................................................................................................................... 5

Section 2.2 Strengths, Weaknesses, Opportunities & Threats (SWOT) .................................................... 6

Section 2.3 Goal Setting ............................................................................................................................ 7

Section 2.4 Formulating Strategies ........................................................................................................... 8

Section 2.4.1 Smart Transportation ...................................................................................................... 8

Section 3.0 Existing Conditions ................................................................................................................... 11

Section 3.1 Study Area Conditions .......................................................................................................... 11

Section 3.1.1 Transportation Facilities ................................................................................................ 11

Section 3.1.2 Parking ........................................................................................................................... 11

Section 3.2 Traffic Operations................................................................................................................. 15

Section 3.2.1 Traffic Count Data Summary ......................................................................................... 15

Section 3.2.2 Future Traffic Projections .............................................................................................. 15

Section 3.2.3 Safety Analysis ............................................................................................................... 21

Section 3.2.4 Traffic Signals ................................................................................................................ 21

Section 3.2.5 Traffic Analysis .............................................................................................................. 22

Section 3.2.6 Access Management ..................................................................................................... 24

Section 3.2.7 Transit............................................................................................................................ 25

Section 3.3 Existing Land Use .................................................................................................................. 25

Section 3.3.1 Northern Venango County Multi-Municipal Regional Plan .......................................... 29

Section 3.4 Open Space and Greenways................................................................................................. 31

Section 3.4.1 Venango County Greenways Plan ................................................................................. 31

Section 3.4.2 Oil City Comprehensive Waterways Plan ...................................................................... 32

Section 4.0 Analysis of Improvement Options and Solutions ..................................................................... 35

Section 4.1 Front Street (Route 62) Corridor .......................................................................................... 35

Section 4.2 Streetscape Improvements .................................................................................................. 38

Section 4.3 Access Management ............................................................................................................ 39

Section 4.4 Traffic Signalization Plan ...................................................................................................... 41

Section 4.5 Wye Bridge Improvements .................................................................................................. 43

Section 4.6 Greenway / Trail ................................................................................................................... 44


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Section 4.7 Public Plaza ........................................................................................................................... 45

Section 4.8 Land Use and Economic Development Opportunities ......................................................... 46

Section 4.8.1 Methods for Determining a Balanced Mix of Uses ....................................................... 46

Section 4.8.2 Assessing Building and Business Inventory ................................................................... 46

Section 4.8.3 Business Community SWOT Analysis and Visual Preference Survey ............................ 47

Section 4.8.4 Analyzing the Business Mix using a Gap Analysis ......................................................... 47

Section 4.8.5 Analyzing Local Characteristics ..................................................................................... 49

Section 4.8.6 Revitalization Strategies ................................................................................................ 49

Section 4.9 South Side Business District Revitalization Concepts ........................................................... 53

Section 5.0 Action Plan ............................................................................................................................... 69

Section 5.1 Project Prioritization and Implementation .......................................................................... 69

Appendix A: Community Participation Report

Appendix B: Traffic Count Data

Appendix C: Future Traffic Projections

Appendix D: Traffic Signal Inventory

Appendix E: Synchro HCM Reports

Appendix F: Funding Analysis

Appendix G: GAP Analysis

Appendix H: Access Management

Appendix I: Traffic Signal Warrant Analyses

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Section 1.0 Introduction The City of Oil City is located in Venango County at the confluence of Oil Creek at the Allegheny River. Oil City is bordered by Cornplanter Township, Cranberry Township, and Sugarcreek Borough. The City encompasses 4.7 square miles of a predominately rural community of wooded lots and rolling hills. The region of Oil City was first established as an American settlement in the early 1800s, but grew in size and population following the development of commercial oil wells, refineries and support businesses. The growth of Oil City was a direct result of its location where Oil Creek and the Allegheny River come together, and the use of the Allegheny River as the primary means of transporting the local resources. The downtown area of Oil City is split by the Allegheny River. The two areas of Oil City’s downtown are commonly known as the “north side” and “south side.” US Route 62 runs through Oil City and provides access to the City’s south side area. US Route 62, or East Front Street/East First Street as it is named on the south side, runs along the Allegheny River through the downtown area and crosses the River by way of Petroleum Street.

Section 1.1 Plan Purpose

Venango County, in cooperation with the City of Oil City, realized the need to examine the land use and transportation needs impacting the sustainability, accessibility and safety of US Route 62 through Oil City. This corridor traverses an urban, densely developed portion of the south side of Oil City. Therefore, as with any downtown area, there is a mix of various transportation modes that must be considered in developing appropriate transportation and land use enhancements. The study emphasis is to coordinate transportation improvements with land use, infrastructure and other community development decisions that will respond to the unique land use and transportation needs of the south side business and commercial districts and that will be cohesive with goals and objectives defined by the stakeholders at the outset of the project. In

Oil City’s South Side

Latonia Theatre

Wye Bridge

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2005, Hickory Engineering (a Herbert, Rowland & Grubic, Inc. Company) prepared a “Route 8 and Route 62 Corridor Evaluation” under contract with the Oil Region Alliance and the municipalities of the City of Oil City, Cornplanter Township, City of Franklin, Sugarcreek Borough, and Rouseville Borough. This study generated (a) a database of all buildings, land parcels, and properties along Routes 8 and/or 62 in the subject governmental entities; (b) detailed building condition reports and adaptive use/reuse plans for 13 sample buildings throughout the corridor; (c) riverfront access and recreation development recommendations; and (d) policy/planning recommendations to showcase these highways which in essence function as the Main Street of the heart of Venango County, Pennsylvania. The City of Oil City has also undertaken a Comprehensive Waterways Plan to address the waterways assets running through the City and capitalizing on them to improve the quality of life for residents and to promote economic development and increased tourism. The Route 62 Smart Transportation Study will coordinate with these and other efforts so that the recommendations of this study will complement and work with these other studies to reach the overall goals of the City. The transportation recommendations and land use decisions along the US Route 62 Corridor are important to the overall transportation network and future economic growth of Oil City.

Section 1.2 Planning Process

The process for developing the US Route 62 Corridor Plan was based on a collaborative planning effort focused on gaining an understanding of the community’s vision for the study area. Several key parties were involved through discussions about the project and initiatives to assist in developing an understanding of future growth in the area. The project Steering Committee included representatives from the City of Oil City, Northwest Pennsylvania Regional Planning and Development Commission (NWPRPDC), PennDOT District 1-0, Venango County Regional Planning Commission, South Side Business Association, and other key stakeholders. The planning process also included coordination with the general public to assist with the development of future plans for the project study area. Documentation of the planning process is contained in Appendix A: Community Participation Report.

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Section 2.0 Vision, Goals & Objectives The Vision for the study corridor, including its goals, objectives, implementation concepts and strategies, creates the foundation that guides future transportation enhancements, development and redevelopment/revitalization projects. Such strategies and future development policies are created through a collaborative step-by-step planning process used to create a Vision for the Corridor. The planning process for the Route 62 Corridor Study followed these steps for strategic vision planning:

Step 1: Vision - Define the vision and set a strategy containing a hierarchy of goals. Step 2: SWOT - Analysis conducted to understand a community’s “perceived” issues and

assets (conducted at first public forum). Step 3: Goal Setting – Prepare measurable, meaningful, and attainable goals based on

community sustainability indicators (business meeting, first public meeting, committee meetings).

Step 4: Formulate Strategies - Formulate actions and processes to be taken to attain these goals (Map your Path).

Section 2.1 Vision

An initial Vision Statement was prepared using key words identified by the project’s Steering Committee at the kick-off meeting. Committee members were asked: What key words would you use to describe the future corridor?

Key Words Development / Re-Development Smart Transportation Implementation Strategy Pedestrian Safety Vehicular Safety River Access Improved Sight Distance Aesthetically Pleasing Accessible Sustainable

A second draft of the Vision Statement was prepared and finalized after the first public meeting. The following is the statement refined through the planning process, and accepted as a Vision for the corridor:

Corridor Vision Statement Enhance the Route 62 Corridor within Oil City to be a model of PennDOT's Smart Transportation initiative by coordinating transportation improvements with land use, infrastructure, economic development and community revitalization. Implementation strategies and community revitalization projects will strengthen a sense of place and establish safe, inviting, aesthetically pleasing and sustainable commercial and residential neighborhoods within the South Side Business District. Transportation improvements will address vehicular, transit, bicycle and pedestrian safety, accessibility and mobility. Improvements will enhance the Corridor and other streets to provide connections to and from residential and commercial neighborhoods and the waterfront for all modes of transportation. Transportation improvements will provide an opportunity for renewed development within and around the Corridor, continued community growth and a variety of amenities which establish this area as a unique place attracting residents, businesses and visitors.

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INTERNAL FACTORS - Factors that can be influenced by residents, local businesses, and municipal and county government. (Strengths & Weaknesses)

EXTERNAL FACTORS - Factors that are influenced by private property owners, developers, adjacent state and county regulatory mandates, market conditions and other factors. (Opportunities & Threats)

Section 2.2 Strengths, Weaknesses, Opportunities & Threats (SWOT)

The purpose of the SWOT (Strengths, Weaknesses, Opportunities & Threats) activity was to provide an opportunity for residents, business owners and other key stakeholders to identify the community’s assets or strengths and opportunities as well as weaknesses and threats. The planning process for the Route 62 Corridor included a two-part process. The initial step involved obtaining thoughts on the area’s strengths, weaknesses, opportunities and threats from the Project Steering Committee and the South Side Business Association. The following identifies the framework for the SWOT activity as it was conducted with the two groups.

STRENGTHS (S) – List the physical, social and regulatory assets within the region or your community.

What makes this region or your community unique? What do I like about this region or your community? What is contributing to a positive image in the region or your community?

WEAKNESSES (W) – List the physical, social or regulatory obstacles or shortcomings within the region or your community.

What do I dislike about this region or your community? What would I like to see less of in this region or your community? What is contributing to a poor community image in the region or your community?

OPPORTUNITIES (O) – List the physical and social entities or assets located outside the region that are underutilized or undeveloped.

Where are opportunities for new development and/or preservation in the region or your community? Where are opportunities for change? What would I like to see more of in this region or your community? What could change the image of this region or your community?

THREATS (T) – List the physical and social entities located outside the region that detract from the community or if left unchecked could diminish quality of life for residents and businesses in the community.

What prevents this region or your community from flourishing? What are obstacles to community development and/or preservation? What detracts from a positive image in the region or your community?

The final step in the SWOT Analysis activity involved presenting the general public with a summary list of the key issues associated with the study area in an effort to obtain a prioritized list of issues of concern.

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The planning process has revealed six focus topics to which goals and objectives have been created: � Safety � Aesthetically pleasing improvements � Promotion of development/re-development opportunities � Considerations for alternate modes of transportation � Project prioritization/funding opportunities � Riverfront access

The attendees at the April Public Meeting commented on the critical issues within or near the study corridor and prioritized those issues. Table 1 lists the issues of concern in priority order as voted on by attendees of the Business Association, Steering Committee and Public Meetings.

Table 1: Study Area Issues (1 = greatest issue of concern / 10 = lowest issue of concern)

Issue of Concern Business Association

Steering Committee

Public

Antiquated Traffic Signals at Intersections - High Rate of Accidents -Right Turns (Weakness)

2 2 2

Sight Distance at Major Intersections (Weakness) 5 6 1

Blighted Properties - Out of Town Owners (Threat) 4 3 5

Pedestrian Enhancements - Sidewalk, Plantings, Trashcans, Benches (Opportunity)

1 9 3

Traffic Speed (Weakness) 6 1 8

Safety and Pedestrian Crossing Signs - Enhanced Signage (Opportunity)

3 4 10

Traffic Calming - Roundabouts (Opportunity) 8 5 7

Available Funding and Current Local Economy (Threat) 9 7 4

Pedestrian Trails, Paths and Sidewalks - Railroad / Pedestrian Bridge - (Opportunity)

7 8 6

Bike Lanes along Roadways - Bike Facilities (Opportunity) 10 10 9

The results of the SWOT analysis, in coordination with the preliminary discussions with the Steering Committee, were used to help establish the potential improvements throughout the project study area.

Section 2.3 Goal Setting

Project goals were developed based upon issues and concerns expressed by the Steering Committee, Business Association, public meeting attendees and by local officials and staff. The goals and objectives outlined provide the basis for future transportation improvements, development/redevelopment and revitalization programs, policies, regulatory changes, and implementation projects.

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� Safety Goal: Create a safer environment along Route 62 and within south side’s downtown area for motorists, pedestrians, and bicyclists. � Aesthetically Pleasing Improvements Goal: Provide improvement solutions which incorporate Smart Transportation components and enhance the overall aesthetics to promote the character of the City.

� Promotion of Development/Re-Development Opportunities Goal: Gain recommendations for zoning and ordinance changes to promote development/re-development. � Considerations for Alternate Modes of Transportation Goal: Create strategies for the south side area that enable pedestrians, bicyclists and public transit vehicles and riders safe connections to shopping, work and places of entertainment.

� Project Prioritization/Funding Opportunities Goal: Develop a deliverable that identifies specific projects with associated costs to allow for the future addition of projects onto the Transportation Improvement Plan (TIP). � Riverfront Access Goal: Create strategies for developing a more accessible and inviting riverfront.

Section 2.4 Formulating Strategies

Formulating strategies requires the planning process to formulate actions and strategies to be taken to attain the goals and objectives outlined in the previous section. In order to understand all necessary actions, consistency with State, County and City initiatives must be clearly identified and incorporated into action planning. The Route 62 Transportation Corridor Plan incorporates the guiding principles recognized by the Commonwealth. The following guiding principles outline the characteristics and identify broad guidelines for transportation and community revitalization. The Smart Transportation Initiative is a leading statewide initiative that stresses the importance of creating solutions that are appropriate and specific to your community.

Section 2.4.1 Smart Transportation

Smart Transportation asks us to understand the financial, environmental, technological, and social contexts to which the State and others approach a community’s transportation challenges. Engineers are asked to apply the most innovative and cost-effective tools, ideas and design solutions to solve transportation challenges, while also helping to build or rebuild downtowns. The guiding principles that govern Smart Transportation include:

� Solutions tailored to the context of the community. Oil City has a unique mix of commercial and residential uses within and adjacent to the downtown core. An example of a solution unique to the community includes promoting the use

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of alternative modes of transportation, such as walking and bicycling, to take advantage of the unique land use mix that exists around the downtown core.

� Approach and solution tailored to meet specific project needs.

The analysis of the issues, concerns and needs integrate smart transportation solutions with downtown revitalization strategies that help create an increased sense of place.

� Projects planned in collaboration with the community. The planning process is a collaborative process that includes community businesses, local government staff, regional coordinating agencies, appointed steering committee and the general public, integrating the technical aspects of the project with public input.

Supporting agencies:

City of Oil City Oil Valley Chapter of the PA NWPRPDC Council of the Blind Venango County Planning Commission Council on Greenways & Trails PennDOT District 1-0 VenanGO Bus South Side Business Association Oil Region Alliance

Area Residents South Side Neighborhood Association

� Solutions address needs for alternative modes of

transportation. This community has great potential in that solutions for alternate modes of transportation are viable and are considered part of the strategy for short-term implementation solutions.

� Solutions formulated using ‘sound professional judgment.’ Sound planning and engineering design solutions ranged from community revitalization projects, to linkages to transit, to safe pedestrian walk and crossways and to context sensitive land use and transportation solutions that achieve the desired vision for the community.

� Scale of the solution is designed based upon the

problem. Oil City has historic and cultural value to the region. The scale of recommended project work is appropriately sized with respect to this urban environment. Design solutions are innovative and meet the needs of all modes of travel depending upon corridor location.

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These guiding principles, through a collaborative planning process with the various key stakeholders, were used to formulate strategies to address the transportation and land use issues within and surrounding the study area.

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Signalized Intersections along Front Street

State Street Petroleum Street

Signalized Intersections along

First Street State Street Central Avenue Petroleum Street

Section 3.0 Existing Conditions Analysis of existing conditions within the study area provides an understanding of the current social, economic and physical environment. This section presents a summary of the existing conditions along the Route 62 Corridor and surrounding study area.

Section 3.1 Study Area Conditions

The initial study area was defined as the Route 62 Corridor leading into the south side of Oil City from Pumphouse Road to Petroleum Street. While this area defined the Route 62 Corridor along the south side, the study area was expanded through discussions with the Project Steering Committee to include a larger portion of the downtown area within the south side of Oil City. A Smart Transportation Study is focused on studying a network of streets, pedestrian facilities and transit services within a defined area with the goal of balancing the transportation, community and land use improvements which benefit all users. Based upon the goal of a Smart Transportation Study, the project study area was redefined to encompasses the transportation network of the area bounded by US Route 62 (Front Street), Petroleum Bridge and Second Street. Figure 2 provides a graphical summary of the final study area.

Section 3.1.1 Transportation Facilities

A section of US Route 62 (Front Street) in Oil City is a four-lane roadway that prohibits parking anywhere along the Corridor from Pumphouse Road to the First Street/Wilson Avenue intersection. At the intersection of Wilson Avenue, Front Street becomes a part of a one-way-pair roadway system with First Street. From this point, Front Street consists of one or two northbound travel lanes to the intersection with Petroleum Street, while First Street consists of two southbound travel lanes between Petroleum Street and Wilson Avenue. The posted speed limit within the study area is 40 mph along the four-lane roadway section and 25 mph within the downtown core area. The study area consists of a total of five (5) signalized intersections; with two along Front Street and three along First Street. The overall condition of the existing roadways within the study area range from good to fair. There currently are no sidewalk facilities along the Front Street Corridor from Pumphouse Road to State Street. Pedestrian facilities do exist within the downtown area of the study area, including along First Street, Front Street (from Wilson to Petroleum), State Street, Central Avenue, Petroleum Street and Second Street. The condition varies throughout the study area. In addition, most of the existing ADA curb ramps do not meet current PennDOT requirements.

Section 3.1.2 Parking

The Front Street Corridor prohibits parking along the four-lane section leading into town from the southeast. The properties located adjacent to Front Street along this four-lane section are commercial and include off-street parking at each of the individual businesses. Front Street, from Wilson Avenue to Petroleum Street includes on-street parallel parking on one or both sides of Front Street. Petroleum Street between Front Street and First Street does not provide on-street parking, but does have a drop-off area adjacent to the YMCA. Wilson Avenue has no on-street parking between Front Street and Second Street. All of the remaining streets within the study area provide on-street parking. This

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includes Petroleum Street south of First Street, Central Avenue, State Street, Wilson Avenue south of Second Street, First Street and Second Street. Most of the parking spaces are parallel with the roadway, except that portions of the parking on Central Avenue and State Street are angled. Figure 3 provides a summary of the on-street parking facilities and Figure 4 provides a summary of off-street facilities.

Figure 2: Study Area

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Section 3.2 Traffic Operations

Average daily traffic (ADT) data from PennDOT’s Roadway Management System (RMS) database was obtained from PennDOT District 1-0. In addition, manual turning movement (MTM) traffic counts were performed at the 13 key study intersections during “typical” weekdays (Tuesday, Wednesday or Thursday) in November 2009; vehicular weekday peak hour traffic was also recorded in July 2010. These MTM counts recorded passenger vehicles, truck traffic (3+ axles), and bicycle traffic in 15-minute increments during the AM (7-9 a.m.) and PM (4-6 p.m.) peak periods. During the MTM counts noted above, pedestrian movements were also recorded at each intersection location. Each pedestrian movement was recorded in 15-minute increments by the approach that was crossed. During project steering committee meetings, it was noted that pedestrians are utilizing the railroad Wye Bridge near Pumphouse Road to cross the Allegheny River, as this crossing is the most direct route for pedestrians to achieve access to the southside, particularly to shopping destinations, from the Siverly neighborhood. Therefore, a pedestrian traffic count was conducted in the vicinity of the SR 62/Pumphouse Road intersection on July 8, 2010. The purpose of this count was to determine the number and location of pedestrian crossings across Route 62 in this area.

Section 3.2.1 Traffic Count Data Summary

The MTM traffic counts noted above were conducted during the month of November 2009 (November 3rd thru November 18th) at 13 key study intersections. AM and PM peak hour vehicular and pedestrian traffic volumes were determined from this data and are summarized in Figure 5.

Additional MTM traffic counts were conducted at seven of the 13 key study intersections during the month of July 2010. These traffic counts data were collected for comparison with the November data; it was anticipated that pedestrian and bicycle activity would be greater during summer months versus during late fall, due to inclement weather conditions. The AM and PM peak hour vehicular and pedestrian traffic volumes for this July 2010 data are shown in Figure 6. Copies of all traffic count data is contained in Appendix B.

A comparison of the November 2009 and July 2010 traffic volume data revealed the following:

Vehicular traffic volumes were greater in November 2009 than July 2010. There were no significant differences in pedestrian activity at the key study intersections. This indicates that pedestrian activity appears to be consistent throughout the year within the study corridor.

Section 3.2.2 Future Traffic Projections

One redevelopment project for the southeast corner of Petroleum and First Streets is in preliminary planning stages. The former use of this land was a funeral home, and a bank is planning to build a branch office on that site. A transportation improvement project located to the south of the project corridor at the intersection of Route 62 and SR 257 is currently in the final design stages; a new traffic signal is planned for that location. The PennDOT Traffic Unit suggested using a background growth rate of 0.5% per year for future year traffic projections along the Corridor; this growth rate will capture increases in future traffic volumes along the corridor due to these development/redevelopment and transportation enhancement projects.

Spreadsheets showing the calculated future traffic volume projections are contained in Appendix C.

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Section 3.2.3 Safety Analysis

Available reportable and non-reportable crash data for the most recent five-year period was provided by the City of Oil City and PennDOT District 1-0. This data showed that most of the crashes occurred at intersections. The table below provides a summary of the crash data for the study area intersections.

TABLE 3.1: Five-Year Crash History

Intersection # Crashes Predominant Type Front St / Petroleum St 17 Rear End Front St / Central Ave 4 Angle Front St / State St 4 Angle First St / Petroleum Ave 6 Struck Object/Parked Car First St / Central Ave 1 Pedestrian (fatality) First St / State St 7 Rear End/Angle, Pedestrian Front St / Wilson Ave 5 Angle First St / Wilson Ave 7 Angle Front St / E. Second St 7 Rear End/Angle Front St / Pumphouse Rd 4 Rear End

The intersection of Front Street / Petroleum Street experienced the most crashes in the Corridor. The midblock location with the highest number of crashes was the two-lane section of First Street between the intersections of Central Avenue and State Street; there were seven crashes (three rear-end and three struck fixed object). It should also be noted that even though the crash data showed there were seven crashes at the First Street / Wilson Avenue intersection over the 5-year data period, several people (during the project steering committee meetings, at a meeting with the south side business group, and at public meetings) commented that many near misses regularly occur at this intersection and sometimes involve pedestrians. These people stated that it is a daily occurrence.

Section 3.2.4 Traffic Signals

Within the study area, there are five signalized intersections. Existing traffic signal permit plans for each of these intersections was obtained from PennDOT. The existing timings programmed in each signal controller are shown on the signal permit plans.

The signal permit plans also indicate that the existing signals operate under time-based coordination; no physical signal interconnect (hardwire, fiber or wireless) currently exists.

The Oil City Fire Department maintains the existing traffic signals. JMT conducted a traffic signal inventory with the Fire Department. The purpose of this inventory was to field visit each signalized intersection and verify/record the existing signal equipment located at each intersection, for use in determining appropriate traffic signal upgrades/improvements.

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In discussions with the Fire Department personnel responsible for maintaining the traffic signals, JMT discovered the following:

Traffic signal heads have been upgraded to LED. The controller clocks “drift” out of time. Approximately once a month, the fire department manually resets each controller clock. The current signal timing and phasing programmed in each controller correspond to those shown on the signal permit plans.

Section 3.2.5 Traffic Analysis

The Synchro Version 7 traffic engineering software was used in performing the traffic analysis for this project; the HCM report output generated from the Synchro capacity analysis implements the Highway Capacity Manual (HCM) methodology and delay/LOS calculation. The existing roadway and signal network was coded in Synchro utilizing the intersection lane configurations obtained from field site visits, signal permit plans, and current AM and PM peak hour traffic volume data obtained from the MTM counts discussed in Section 3.2.

The results of the signalized and unsignalized intersection capacity/Levels of Service (LOS) analyses for existing conditions are shown in Tables 3.2 and 3.3, respectively. These results show the overall intersection operation; the detailed Synchro HCM Reports showing the delay and LOS for each approach and individual lane group movement are contained in Appendix D.

TABLE 3.2: Existing Year (2009) Signalized Intersection Capacity Analyses

INTERSECTION/ APPROACH

LEVEL OF SERVICE (LOS) / DELAY (sec/veh)

AM PM

W. FRONT ST / PETROLEUM ST B / 15.1 B/ 15.9

E. FRONT ST / STATE ST B / 14.2 B / 18.5

W. FIRST ST / PETROLEUM ST C / 22.4 C / 34.2

FIRST ST / CENTRAL AVE B / 11.6 B / 14.5

E. FIRST ST / STATE ST A / 10.0- B / 14.1

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TABLE 3.3: Existing Year (2009) Un-signalized Intersection Capacity Analyses


LEVEL OF SERVICE (LOS) / DELAY (sec/veh)(1)

AM PM

W. FRONT ST / CENTRAL AVE B / 11.9 C / 17.3

E. FRONT ST / WILSON AVE B / 11.3 B / 11.6

E. FIRST ST / WILSON AVE B / 13.5 C / 20.4

E. FRONT ST / IMPERIAL ST B / 12.3 C / 15.8

E. FRONT ST / E. SECOND ST C / 20.1 D / 25.4

E. SECOND ST / WILSON AVE B / 10.0+ C / 15.0

E. SECOND ALLEY / WILSON AVE B / 10.2 B / 11.4

E. SECOND ST / PINE ST B / 10.2 B / 12.8

E. SECOND ST / IMPERIAL ST A / 9.9 B / 13.1

Notes:

(1) LOS and delay shown are conditions for worst case conflicting movement of un-signalized intersection.

These results show that all study intersections are currently operating near or under capacity at LOS D or better during both the morning and evening peak hours. For use as a baseline in comparing potential improvement alternatives, an analysis of future “no-build” conditions was performed for the projected Year 2030 traffic volumes.

TABLE 3.4: Future Year 2030 Signalized Intersection Capacity Analyses


LEVEL OF SERVICE (LOS) / DELAY (sec/veh)

AM PM

W. FRONT ST / PETROLEUM ST B / 15.5 B/ 17.3

E. FRONT ST / STATE ST B / 14.6 B / 19.1

W. FIRST ST / PETROLEUM ST C / 23.9 D / 35.4

W. FIRST ST / CENTRAL AVE B / 11.7 B / 14.8

E. FIRST ST / STATE ST B / 10.3 B / 14.6

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TABLE 3.5: Future Year 2030 Un-signalized Intersection Capacity Analyses



AM PM

W. FRONT ST / CENTRAL AVE B / 12.5 C / 19.9

E. FRONT ST / WILSON AVE B / 11.7 B / 12.2

E. FIRST ST / WILSON AVE B / 14.4 D / 25.3

E. FRONT ST / IMPERIAL ST B / 13.1 C / 17.8

E. FRONT ST / E. SECOND ST C / 22.9 D / 30.4

E. SECOND ST / WILSON AVE B / 10.3 C / 17.6

E. SECOND ALLEY / WILSON AVE B / 11.2 B / 11.9

E. SECOND ST / PINE ST B / 10.4 B / 13.7

E. SECOND ST / IMPERIAL ST B / 10.1 B / 14.0

Notes:

(1) LOS and delay shown are conditions for worst case conflicting movement of un-signalized intersection.

These results show that with a projected slight growth in traffic volumes along the study corridor and the existing intersection configurations (i.e. no improvements) most study intersections are expected to operate under capacity at LOS C or better in Year 2030 during both the morning and evening peak hours; with relatively small increases in average delay per vehicles. In approximately 20 years, delay on the unsignalized side street approaches of Wilson Avenue at First Street and East Second Street at Front Street will increase by approximately five (5) seconds and operate at LOS D with vehicles on these approaches waiting an average of about 30 seconds.

Section 3.2.6 Access Management

The Transportation Research Board (TRB) has defined access management as “...the systematic control of the location, spacing, design, and operation of driveways, median openings, interchanges, and street connections to a roadway. It also involves roadway design applications, such as median treatments and auxiliary lanes, and the appropriate spacing of traffic signals. The purpose of access management is to provide vehicular access to land development in a manner that preserves the safety and efficiency of the transportation system.”

Per PennDOT’s Access Management Model Ordinances for Pennsylvania Municipalities Handbook, “Access management is a means of controlling the ways in which vehicles can access major roadways, using techniques such as limiting the number of driveways and intersections with local roadways.” The main goals of access management are to improve safety and reduce congestion. According to the National Highway Institute, it has been shown that with an effective access management program,

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crashes can be reduced by up to 50 percent and roadway capacity can be increased by 23 to 45 percent, resulting in decreased delay and travel times.

Additionally, locations with difficult driveway access can result in driver frustration and low patronage. Motorists prefer to visit places of business that are easy to get into and out of.

With these goals in mind, and in working with the project steering committee, several driveways and intersections were investigated within the study corridor. These efforts included developing intersection sightline requirements as well as developing proposed driveway access modifications. The areas specifically mentioned as locations of concern included the Country Fair located on Wilson Avenue between Route 62 and East Second Street, and East Second Street. Proposed improvement options are discussed in more detail in Section 4 of this document.

Section 3.2.7 Transit

There is limited bus service in the Route 62 Corridor. There is one bus stop located on the eastern end of the Corridor on Imperial Street between Route 62 and East Second Street at the Giant Eagle parking lot. It has a shelter and street lighting (see photo at right). The transit stop is a part of the Oil City Route and Inter-City Route of the Venango Bus transit service offered throughout Venango County. The Oil City Route provides transportation services within the City of Oil City, while the Inter-City Route provides services and connection between Oil City, Franklin, and Cranberry Township.

Section 3.3 Existing Land Use

The Route 62 Transportation Corridor passes through Oil City’s South Side downtown area. Through a detailed analysis of the land uses, intensity of land uses and locations of basic needs and services, several distinct areas of the Route 62 Corridor are depicted in Figure 5 including:

Core Downtown – The Core Downtown can be described to include the properties to the west of Wilson Avenue. The core area extends from Wilson Avenue west to Petroleum Street and north to south from the River south to East Second Street. The Core area includes retail (sporting goods, home furnishings and gifts, antiques and appliances), professional and personal services, small eateries, public spaces, and several churches. The Core Downtown area also contains small pockets of transitional residential areas on Front Street and East Second Street. Such properties have the ability in the future to convert to mixed commercial properties. Oil City is distinct in that their Core Downtown area contains historical monuments within their transportation network on Central Avenue. Transition Mixed Commercial – Several areas, over decades of time, have changed the residential component of the Route 62 Corridor outside of the Core Downtown. Transitional Mixed Commercial areas are located on East Second Street between Wilson Avenue and Imperial Street as well as Petroleum Street between Orchard Street and West Second Street.

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Today, these mixed commercial properties contribute to the downtown and region’s business economy. Suburban Commercial – The northern edge of the Route 62 Corridor has transitioned from a rural landscape into a commercial corridor for suburban retail. This occurred as this area was redeveloped in the late 1950’s. Lot sizes are larger and not bound by alleyways. The roadway corridor is a comfortable width along East Second Street from Wilson Avenue to Allegheny Avenue. Lot sizes, building size and business signage are all visibly larger in the suburban commercial area of the Corridor. East Second Street is bound by Highway Commercial and Mixed Uses. Residential – Several blocks of residential living still exist within the study area, primarily on Third Street and Second Street. Two different types of residential areas exist within the Corridor:

Transitional Residential – Transitional Residential areas are located within or adjacent to areas that have transitioned over time into mixed commercial areas. These transitional residential areas exist along Second Street and primarily contain multi-family units, attached units and duplexes along with small scale to medium scale commercial uses. Pockets of transitional residential uses can be seen outside of the downtown core. Along the west side of Petroleum Street, single-family and multi-family residential units are surrounded by commercial and mixed uses. Traditional Residential – These traditional residential neighborhoods are designed to be walkable and are located within a short distance from the downtown, schools and churches. In the study area traditional neighborhood developments along both Second Street and Third Street can be characterized as less intensive and primarily contain single-family and multi-family residential units.

Industrial – The area bounded by the Allegheny River and the Route 62 four-lane is zoned Manufacturing and Industrial; however, the area was formerly a railroad yard and roundhouse and is now vacant land with one active rail line. Other Uses – Park and recreational land uses are located at the intersection of East Front Street and State Street.

The following figures describe the current land use within the study area and the surrounding blocks.

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Section 3.3.1 Northern Venango County Multi-Municipal Regional Plan

The Northern Venango County Multi-Municipal Regional Plan addresses land use, housing, transportation, community facilities, the protection of natural resources, and economic development throughout the Northern Venango County Region. The plan is divided into three sections by municipality. An overview of each municipality is provided with facts describing the future trends of each jurisdiction. Recommendations are provided to guide the municipalities towards areas of interest and changes that should be made.

The Northern Venango County Multi-Municipal Regional Plan is comprised of Cornplanter Township, City of Oil City, and Rouseville Borough. The Regional Plan is designed to address:

Use existing resources first—physical, governmental, or institutional. They should always be the primary options. Choose a few projects from the many presented by this Plan to accomplish in the first year to give the Plan implementation traction. Explore, use, and promote avenues to regional cooperation.

Cornplanter Township Cornplanter Township lies on the northern border of the three municipalities. Currently 2,687 residents live within the Township. The Township is the largest of the three municipalities with 23,872 acres or 37.3 square miles. The land within the Township is primarily publicly owned land (Oil Creek State Park and Game Lands 253). Lightly settled residential developments are focused around small villages within the Township. Housing conditions within the Township were rated as being good. The majority of housing is single-family units (90%) and mobile homes (8.7%). The number of housing units has declined from 1990 to 2000, but on average five (5) to six (6) units are being built annually. The Pennsylvania Historical and Museum Commission recognizes Pithole City as being historically significant. Large mineral extraction within the region has led to focused efforts on preserving the beauty of the natural environment. Currently, the exploration for natural gas within the Township is occurring with two drilling rig permits acquired.

City of Oil City The City of Oil City is one of the major arterial corridors within Venango County. Base upon the 2000 census, 11,504 residents lived within Oil City, which encompasses 4.7 square miles. The US Census Board has estimated the population within Oil City has decreased annually since the 2000 census to 10,502 residents. The discovery and exploration of oil in the region as well as the geographic proximity to the Allegheny River helped to develop an early trading and shipping center. Heavy industrial uses within the region led to the widespread railroad network. Early development in Oil City was prominent around the water, thus small lots and homes were built so workers could walk to and from work. Nearly 17 percent or 497 acres of the City is listed on the National Register of Historic Places. Housing is a major concern on both the north and south side of Town. The overabundant amount of housing available within Oil City coupled with the poor housing market has led many units to become dilapidated or vacant. The Oil City Fire Department and the Oil City Police Department patrol and oversee the City. Recreational uses (parks and trails) and community facilities (library) are provided within the City. Transit and bus services are also provided throughout the City.

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Rouseville Borough Rouseville Borough has gone through much change over the past fifty years. The change has not involved new construction; instead the area has seen significant demolition of commercial buildings and generally far less retail activity. The primary difference during this time period was the closure and demolition of the Pennzoil refinery and offices that were located in the heart of Rouseville. Currently 429 residents live within the Borough of Rouseville, which encompasses 0.9 square miles. The majority of the Borough is comprised of residential land uses. A large portion of the residential housing community lies east of Route 8 and north of Route 227. Smaller pockets of residential development can be found south of Cherry Run and to the east of Route 8. Development has been limited in the Borough due to steep slopes and widespread floodplains. There is very little commercial and industrial land uses remaining in the Borough. Buildings remain vacant from commercial and industrial uses that have left the Borough. The housing market is very slow within the Borough due to poor economic conditions. The Rouseville Volunteer Fire Department and Borough park are community facilities and services that are provided to the residents.

Regional Initiatives A regional task force has been created with the three municipalities and the County to address the basic needs for the region. Four task force teams will address policies relating to land use, housing, community facilities and public safety.

The Regional Transportation Plan The primary funding source for transportation projects in the region is the United States Department of Transportation. The Regional Transportation Plan identifies transportation projects that will include upgrades to transit, rail, roadways and highways.

Economic Plan The economic status throughout the Cornplanter – Oil City – Rouseville Area (COR) has remained constant or unchanged. Cornplanter Township and Rouseville Borough have seen a decrease in median household income from 1990 to 2000, whereas Oil City experienced an increase in median household income over the same time period. Opportunities for economic development exist within the region. Tourism and retail are the main providers of revenue to the current status of the Region’s economic value. Tourism is one of Venango County’s major industries. Tourism provides a large source of revenue for the Region as well as employment opportunities. Oil City is the most prominent location for retail within the three municipalities; however, retail trade has been declining in Oil City over the past decades. Advanced manufacturing, health care, and energy are three sectors that appear to be potential growth opportunities for the Region’s economy.

Other Plans and Policies The Bike Trail is a major priority for the Oil Region Alliance. The Bike Trail Plan suggests positive additions to the current bikeways plan and recommendations for continued trail improvement. The Oil City Bike Trail and Justus Trail are designated as being segments of the main stem of the Erie to Pittsburgh Trail which is now being linked and developed. The ARTS and Culture Plan strives to make Oil City a destination for artists. The National Transit Building currently houses 25 artist tenants in the North Side downtown. New businesses and existing businesses are relocating to the downtown where the revival of the Arts is taking place.

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Transportation and land use improvements recommended as a part of the Route 62 Smart Transportation study need to be focused on the retail and tourism opportunities available within the City of Oil City. The improvements should be focused on a multi-modal approach that not only enhances the existing motor vehicle network, but also promotes pedestrian safety, transit use and commuter and recreational bicycle facilities.

Section 3.4 Open Space and Greenways

Section 3.4.1 Venango County Greenways Plan

The Venango County Greenways Plan is a part of the Northwest Pennsylvania Greenways Planning effort. The Northwest Planning and Development Commission completed the multi-county effort for six counties.

Venango County is plentiful with recreational opportunities. These natural resources are important to the County and the surrounding Region. These resources include:

The Oil Heritage Region: The Region is historically significant for its legacy as the creation of the petroleum industry. Artifacts, scenic vistas, and museums are a few of the incredible areas to explore within the Region. Oil Creek State Park: The Park is approximately 6,250 acres and is located in the Oil Creek Valley. Drake Well Museum and Park is situated immediately north and east of Oil Creek State Park. Two High Quality Streams (Cherry Run and Little Sandy Creek) and two Exceptional Value Streams (Hemlock Creek and Dennison Run) Important Bird Areas Washington’s Trail: Historic and scenic route commemorating George Washington’s first military and diplomatic journey Allegheny River: The River stretches from its northern headwater in central Potter County downstream to Pittsburgh. The 325-mile river flows into the Monongahela to form the Ohio River in Pittsburgh. French Creek North Country National Scenic Trail: The Trail encompasses 4,600 miles from its western point in North Dakota to its eastern point in New York.

Through conservation and proper planning efforts to preserve greenways and their corridors in Venango County, future generations will be able to experience these exceptional resources.

Greenways provide a vast number of recreational opportunities for visitors. A greenway may offer trails for hiking, jogging, biking, canoeing / kayaking, and other outdoor recreational activities. Greenways also create naturally occurring buffers that separate developed and non-developed lands. These aspects present benefits to local municipalities and their residents. Benefits would include:

Promotes environmentally sound land development Promotes land and water restoration Encourages a network of non-motorized and motorized land and water transportation corridors to connect people to our resources

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Explores opportunities to expand motorized off-highway vehicle and snowmobile trail opportunities Conserves natural resource infrastructure resources Builds capacity at the local level for implementation and encourages economic development Promotes healthy living Enhances the quality of life

The Venango County Greenways Plan defines implementation strategies that must be put in place in order to create the vision for greenways in Venango County. The County has the opportunity to complete the following tasks if the recommendations are fulfilled.

Guide growth and development in a sustainable manner Improve the economy in Venango County by enhancing tourism opportunities and venues and by providing goods and services to meet the needs of our residents and tourists Provide alternate forms of transportation to improve air and water quality and to reduce traffic congestion Connect its residents and neighborhoods to one another, as well as its parks, schools, and cultural and natural resources Conserve natural resources, which provide life sustaining functions and create the character of place, for current and future generations of Venango County residents

Proposed facilities identified in the plan are shown on Figure 9.

The Venango County Greenway is consistent with the Smart Transportation approach to make trails an integral part of the overall transportation network.

Section 3.4.2 Oil City Comprehensive Waterways Plan

The City of Oil City has contracted with Mackin Engineering Company to develop a Comprehensive Waterways Plan for the City focused on identifying opportunities and developing strategies that would enhance the waterfront at eight (8) key locations along the Allegheny River and Oil Creek. In addition, general corridor-wide recommendations are also being included in the Plan. The evaluation of each of the eight areas provided recommendations pertaining to the following:

Recreational Enhancements Economic Development Opportunities Access Management Educational Opportunities Aesthetic Enhancements

The Waterways Plan has made initial recommendations for the area of the South Side Business District, including designating a white-water loop under the Veteran’s Memorial Bridge (State Street), improving River access for fishing and boating, and redeveloping and strengthening the south side business section. Recommendations have also been made with regard to the Siverly Railroad Bridge, which connects the City’s Siverly neighborhood to the south side commercial and residential areas.

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The Waterways Plan was not complete at the time of finalization of this Smart Transportation Study. Implementation of the recommendations developed through this Smart Transportation study should consider the final recommendations of the Waterways Plan.

Figure 9: Venango County Greenways

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Smart Transportation Principles

� Solutions tailored to the context of the community.

� Approach and solution tailored to meet specific project needs.

� Projects planned in collaboration with the community.

� Solutions address needs for alternative modes of transportation.

� Solutions formulated using sound professional judgment.

� Scale of the solution is designed based upon the problem.

Section 4.0 Analysis of Improvement Options and Solutions The Smart Transportation principles provided a guide for the collaborative planning process, including the development of improvement options and solutions for the south side of Oil City that enhance the Route 62 Corridor and surrounding study area. The solutions identified through the planning process are focused on addressing the critical issues by improving the quality of the area within the study and developing a plan for transportation and land use improvements that promote safety and encourage development/re-development opportunities within the south side.

Section 4.1 Front Street (Route 62) Corridor

The Front Street (Route 62) Corridor currently consists of a four-lane road from Pumphouse Road to Wilson Avenue. Front Street can be accessed from First Street/Wilson Avenue, Imperial Street, Second Street and Pumphouse Road. In addition, vehicles traveling east along Front Street have access to the CVS parking area via a right-in/right-out access point. The existing traffic volumes, which are consistent with future volumes, are low enough to allow for a potential “road diet” along the Front Street Corridor. In addition to a potential reduction of travel lanes, the Front Street Corridor could also be enhanced to provide for bicycle and pedestrian facilities, as well as additional traffic calming through the use of roundabouts at the First Street/Wilson Avenue and Second Street intersections. Road Diet The term “road diet” is associated with the reduction of travel lanes along a roadway while still providing a facility that meets the current and future traffic demand. The proposed lane reduction would reduce the existing four-lane roadway (two lanes in each direction) to a three-lane roadway, which would include one lane per direction and a left turn lane/median area. The elimination of two thru lanes would allow sufficient space for the median/left turn area, as well as designated pedestrian/bicycle facilities. The median area would provide an opportunity for a landscaped area to provide a more welcoming entrance to the City’s south side. The goal of the pedestrian/bicycle facilities would be to provide a sidewalk facility on the south side of Front Street and a shared-use facility on the north side. These improvements should also help to reduce the travel speeds along this section of Front Street. Implementation of the “road diet” improvements could be completed in a phased approach. The initial phase would reduce the number of travel lanes through pavement marking improvements which would provide a cost-effective means for calming traffic entering the City. The second phase would implement the full improvements which would include a curb, median, pedestrian/bicycle facilities and landscape plantings. Coupled with the “road diet” (under either the initial phase or full improvements) would be the reconfiguration of the Wilson Avenue approach at its intersection with First Street and Front Street,

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reducing it to a single-lane approach. The existing two-lane configuration adds to driver confusion and reduced sight distance for vehicles on Wilson Avenue. Thus, a single-lane approach should improve safety.

A traffic capacity analysis was performed at the following unsignalized study area intersections with the three-lane concept on Front Street, and the single-lane concept on Wilson Avenue:

Front Street/Wilson Avenue First Street/Wilson Avenue Front Street/Imperial Street Front Street/East Second Street

As shown in Table 4.1 below, the results of the intersection capacity analysis with 2009 traffic volumes indicate that acceptable LOS D or better would be provided with the proposed three-lane configuration; LOS D operations would occur on the stop-controlled side street at the First Street/Wilson Avenue and Front Street/East Second Street intersections during the PM peak hour. Comparing this with the existing conditions analysis (Table 3.3) reveals that delays would increase slightly in the AM peak hour and moderately in the PM peak hour.

TABLE 4.1: Unsignalized Intersection Capacity Analyses for 3-Lane

Wilson Avenue to East Second Street



2009 with 3-lane Configuration

2030 with 3-lane Configuration

AM PM AM PM

E. FRONT ST / WILSON AVE C / 18.2 C / 23.8 C / 22.0 D / 33.9

E. FIRST ST / WILSON AVE B / 14.7 D / 31.6 C / 16.1 F / 50.4

E. FRONT ST / IMPERIAL ST B / 14.6 C / 19.9 C / 16.0 C / 23.7

E. FRONT ST / E. SECOND ST C / 20.1 D / 25.5 C / 22.9 D / 30.5

Notes:

(1) LOS and delay shown are conditions for worst case conflicting movement of unsignalized intersection.

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In Year 2030 with the three-lane configuration, LOS C conditions would exist at all intersections during the AM peak hour. During the PM peak hour all but the intersection of First Street/Wilson Avenue would operate at LOS D or better; the Wilson Avenue approach at First Street would experience LOS F conditions with vehicles on Wilson Avenue waiting approximately 50 seconds on average before proceeding through the intersection. Therefore, additional long-term improvements were considered at the First Street/Wilson Avenue intersection and are discussed below. Roundabouts Improvements to the Front Street corridor could include roundabouts at the First Street/Wilson Avenue intersection and/or the Second Street intersection. The inclusion of a single-lane roundabout at either of these locations would provide a means of traffic calming as motor vehicles enter the downtown area. In addition, the roundabout at the First Street/Wilson Avenue intersection would provide a gateway to the City of Oil City’s south side. Sufficient space is available to provide a roundabout at this location that incorporates the existing fountain into the center island, while minimizing impacts to surrounding properties and businesses. It appears that constructing a roundabout at the Second Street intersection would be more challenging and potentially costly than at the First Street/Wilson Avenue intersection for several reasons, including anticipated right-of-way impacts, roadway geometry, and the potential for a retaining wall adjacent to the railroad tracks to limit grading impacts and the need for track relocation. For these reasons, analysis of traffic operations of a roundabout at the Second Street intersection was not performed. A traffic analysis using the PennDOT roundabout evaluation spreadsheet was conducted for a roundabout at the First Street/Wilson Avenue intersection. One of the evaluation measures used in this analysis is the volume-to-capacity (v/c) ratio of the approaches to the roundabout; this measure is the ratio of the demand volume on the approach to the capacity (how much volume the roadway can handle) of the approach. For the roundabout analysis, a v/c ratio of 0.85 (or 85% of the capacity) is accepted as the threshold of acceptable level of service (LOS). The results of the analysis of the First Street/Wilson Avenue roundabout for existing traffic volumes and future year 2030 traffic volume projections showed that all roundabout approaches would operate below an acceptable volume to capacity (v/c) ratio of 0.85. A more detailed roundabout traffic analysis of the First Street/Wilson Avenue intersection was performed using the SIDRA traffic engineering software. The results of this analysis were consistent with the PennDOT roundabout spreadsheet. The SIDRA analyses showed a LOS A operation for the overall roundabout for 2009 and 2030 traffic volumes during the AM and PM peak hours. All approaches are expected to operate below an acceptable v/c ratio of 0.85; the worst approach would be First Street operating below a v/c ratio of 0.74. Based upon the level of service analysis, a roundabout would operate more efficiently during existing and future (2030) traffic conditions when compared to stop-controlled intersection. The results of the SIDRA analyses are contained in Appendix E.

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Smart Transportation � Solutions tailored to the context of

the community. � Approach and solution tailored to

meet specific project needs. � Projects planned in collaboration

with the community. � Solutions address needs for

alternative modes of transportation. � Solutions formulated using sound

professional judgment. � Scale of the solution is designed

based upon the problem.

Section 4.2 Streetscape Improvements

The primary goal of streetscape improvements within the study area will be to develop a consistent pedestrian facility that meets user expectancy while providing a safe and aesthetically pleasing means of transportation for pedestrians. Streetscape improvements need to be planned and designed to meet two unique areas within the project study area. These areas include the downtown core area bounded by First Street, Petroleum Street, Wilson Avenue and Front Street, as well as the residential area located outside of the downtown core along Second Street. Within the downtown core of the south side of Oil City, the focus of the streetscape improvements will be to bring together transportation improvements with land use, and coordinate pedestrian facilities within the business and commercial districts of the study area. Improvements in this area are to include full streetscape enhancements, including the following:

Concrete sidewalks

Decorative brick pavers (buffer area)

Pedestrian lighting

Traffic Signal Improvements

Amenities (Benches, Trash receptacles, Bicycle Racks)

Decorative crosswalks

ADA curb ramps

Infrastructure Improvements (Water & Stormwater Improvements)

Street trees

Signage

The streetscape improvements along the Second Street corridor would have the same focus, including providing a safe and aesthetically pleasing facility for the pedestrians. However, the design would be less elaborate than the downtown core area and would be designed to establish dependable pedestrian facilities which adhere to the current ADA guidelines. Providing such improvements would present the residential area of the study area as being comfortable, inviting, and having a safe environment. A critical component of the pedestrian facilities in any area is adherence to current ADA guidelines, including ADA curb ramps. PennDOT is focused on upgrading the ADA curb ramps throughout the state. The City will need to work closely with PennDOT to understand their future roadway maintenance and construction project schedule as it relates to state routes within the study area. It is recommended that the City coordinate closely with PennDOT with the goal that all ramps at a given intersection are improved at one time and meet the aesthetic standards that are associated with future streetscape improvements.

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Section 4.3 Access Management

Opportunities for access management can be found within the study area along Wilson Avenue and East Second Street. The following summarizes some of the access management techniques that could be applied to this Corridor.

Country Fair Store/Wilson Avenue/East Second Street As it exists, the segment of Wilson Avenue between First and Second Street sees a lot of activity from both vehicles and pedestrians. In particular, this area is not clearly delineated to separate vehicle traffic on the roadway, vehicle traffic entering/exiting Country Fair, and pedestrians walking in the area. Five access management techniques that could be made in this area to better delineate vehicle and pedestrian areas include:

Driveway delineation – eliminate the wide open driveway access on Wilson Avenue and First Street by adding channelization and islands Driveway consolidation – eliminate the driveway on East Second Street due to its proximity to Wilson Avenue Cross access with CVS – provide a cross access connection from Country Fair to CVS, which would allow County Fair patrons to access Second Street via the existing CVS driveway Pedestrian Sidewalks – improve pedestrian delineation by adding more sidewalk area Street closure – eliminate the confusing roadway split of Wilson Avenue south of Second Street

US Post Office/Thorne’s Market This area could benefit by adding cross access between the USPS parking lot and Thorne’s Market parking lot. It was observed that there were shoppers parking in Thorne’s lot and entering the USPS building. In addition to providing a cross access, one of the existing Thorne’s Market driveway openings could be eliminated to reduce the number of access points along Second Street.

Imperial Street Imperial Street runs between Rite Aid and Giant Eagle. The area is currently wide open with no delineation. Tractor trailers were observed turning from Front Street onto Imperial Street. There are existing driveways on Imperial Street less than 100’ from Front Street. This creates a situation where sight distance is limited for turn vehicles. This area could benefit from better driveway delineation. Providing an entry throat on Imperial Street for approximately 100’ south of Front Street would eliminate vehicle conflicts at the driveways with vehicles turning from Front Street. Head-in parking could be maintained if necessary for Rite-Aid and the wide open access to Giant Eagle could be reduced to one or two standard sized driveway openings.

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East Second Street from Imperial Street to Front Street Due to the narrow lot depth between East Second Street and Front Street, there is less opportunity for shared/cross access in this area. However, existing driveway openings could be narrowed to standard widths to provide better delineation and shorten pedestrian crossings of driveways.

Concept sketches illustrating the proposed access management improvements, as well as a draft model access management ordinance are contained in Appendix H.

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Section 4.4 Traffic Signalization Plan

A traffic signal study was performed along the Route 62 Corridor at each of the key study area intersections between Petroleum Street and Wilson Avenue. Using the intersection traffic volumes collected from the intersection turning movement counts, Traffic Signal Warrant 2 (Four-Hour Warrant) and Traffic Signal Warrant 3 (Peak Hour Warrant) contained in the Manual on Uniform Traffic Control Devices (MUTCD) were examined. The volume counts were made during the week and did not consider weekend traffic, which could be considerably higher. The results of these analyses showed that the existing traffic volumes at the following intersections do not meet the minimum volume criteria to warrant a traffic signal (see Appendix I for the detailed worksheets of the warrant analyses):

First Street/Petroleum Street First Street/Central Avenue First Street/State Street

The pedestrian volumes collected during the intersection manual turning movement traffic counts was also reviewed and compared with the criteria for MUTCD Traffic Signal Warrant 4 (Pedestrian Volume). The existing pedestrian crossings across First Street (the major street) at any of these intersections did not meet the minimum 100 crossings per hour. Intersection capacity analyses were then performed at these three (3) intersections for 2009 and 2030 traffic to determine impacts on traffic operations and anticipated delays that would be anticipated if these existing traffic signals were removed. Multi-lane approaches at stop controlled intersections can lead to driver confusion; therefore, single-lane approaches were used for all intersection approaches. These analyses showed that for all-way stop control with a single lane on all intersection approaches Petroleum Street would experience LOS F conditions with an average vehicle stop control delay of over one minute during the PM peak hour. This could result in vehicles queuing back into the Front Street/Petroleum Street intersection and across the bridge. This is already known to occur during weekend peak traffic volumes. Two lanes exist now on Petroleum Street at the intersection of First Street to allow a single left turning lane separate from the right turn/straight through lane. Two lanes also exist on the approach of West First Street onto Petroleum, providing separate left turn and right turn/straight through lanes. For these reasons, the removal of the traffic signal at First Street/Petroleum Street is not recommended and was removed from further consideration.

The capacity analyses for single-lane approaches at the First Street/Central Avenue intersection showed that with current traffic volumes and all-way stop control, all approaches would operate acceptably at LOS C or better during both the morning and evening peak hours.

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It should be noted that following a pedestrian fatality that occurred at the intersection of First Street/Central Avenue, the Oil Valley Chapter of the PA Council of the Blind requested the City of Oil City to upgrade the traffic signal to provide audible pedestrian traffic signal operation. This upgrade would include an exclusive pedestrian signal phase, meaning pedestrians would be able to cross the intersection while all vehicles would be stopped. In order to provide this exclusive pedestrian movement, the traffic signal at First Street/Central Avenue must be maintained. The capacity analyses performed for current traffic volumes and single-lane approaches at the First Street/State Street intersection showed that the First Street approach would operate at capacity LOS E during the evening peak hour. This delay would increase in time with an increase in traffic volumes. With the traffic signal and current weekday traffic volumes, the intersection runs at LOS A or B. With increased volumes, signal timings can be adjusted to relieve the Route 62 straight-through traffic. Therefore, it is recommended the traffic signal be maintained. The traffic signal warrant analyses also showed that based on existing traffic volumes, traffic signals are not currently warranted at the following unsignalized intersections; however, peak weekend traffic counts should be collected at these intersections and analyzed prior to any traffic control modifications:

Front Street/Central Avenue Front Street/Wilson Avenue First Street/Wilson Avenue

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Section 4.5 Wye Bridge Improvements

Pedestrian connections across the Allegheny River, connecting the south side to the north side, include the State Street and Petroleum Street bridges. These two bridges are in proximity to one another and provide a direct connection to the two downtown core areas of each of the north and south sides. There is also an existing Wye Railroad bridge which crosses the Allegheny River east of the State Street Bridge, near the eastern limits of the study area. The bridge is currently posted for “no pedestrians;” however it is commonly used by pedestrians. The bridge connects the Siverly residential neighborhood on the north side to the commercial, residential and other areas on the south side. The Wye Bridge contains an active rail line which services Continental Plastic Containers approximately three to four times per month. Improvements to the existing bridge would be a strategic solution to provide pedestrian and bicycle use to connect the north and south sides of the river. Improvements to the bridge could include a new trail surface with a railing/fence to separate the trail from the active rail line, lighting, and repainting of the structure. Such improvements would provide a safe and convenient access and could be tied into other improvements such as open space or trail improvements.

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Section 4.6 Greenway / Trail

Open space along the southern banks of the Allegheny River provides a convenient opportunity for a hiker/biker trail within the study area. The proposed trail could stretch from the Veteran’s Memorial Bridge to the Wye Railroad Bridge and connect to future trail extensions. The goal of this improvement is to create a pedestrian facility that promotes pedestrian and bicycle use, serving recreational, as well as transportation, purposes. The proposed 10’ wide facility would consist of a handicapped accessible trail surface similar to the high standard surfaces used throughout the Oil Region system of trails. By introducing this improvement along with the Wye Bridge improvement, City residents could enjoy a healthier way of living through safe walking and biking, and also through a reduction in automobile use, noise, air pollution and greenhouse gas emissions.

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Section 4.7 Public Plaza

The proposed public plaza is located adjacent to the First Street and Front Street intersection. The goal of this improvement is to create a beautiful pedestrian gathering facility within the study area in a location that is positioned close to the downtown core area of the south side, as well as access to the views and potential recreational opportunities along the Allegheny River. Improvements in this area should also consider the final recommendations contained in the City’s Comprehensive Waterways Plan. The proposed plaza space could include an open space area that includes the existing pavilion. The open space area would provide a year-round passive space. The open space could also be used for special events, including the Oil Heritage Festival and other community events. Elements of the plaza space would need to include a retaining wall to increase the level area at the Front Street elevation. The level area could be constructed of concrete sidewalk, concrete paver sidewalk, a combination of concrete and concrete paver sidewalk or another type of hard walkway surface. The plaza would provide a river overlook outlined by an appropriate height railing. Potential exists for the plaza area to include a seating area, possibly integrated within a series of retaining/seating walls, to provide bleacher type seating for viewing of kayaking or other events along the river. The plaza area would need to provide pedestrian access to other potential improvements within the area. This would include a pedestrian walkway to the downtown core via the Front Street and State Street intersection, a pedestrian walkway to the commercial area via the Front Street and First Street intersection and pedestrian access to a future trail along the Allegheny River via an ADA accessible ramp from the plaza area to the lower banks of the river. Other key elements of the Public Plaza would include appropriate scaled lighting to provide the necessary security and site furnishings including benches, trash receptacles and bicycle racks.

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Section 4.8 Land Use and Economic Development Opportunities

Coordinating land use, economic development and transportation is considered a facet of “smart growth” or “sustainable development.” This section explores opportunities for land use and economic development based upon transportation system enhancements increasing viable options for people to access opportunities, goods, services and other resources that improve the quality of life for City residents as well as residents of the region. The goal is to create a balance of mixed uses including housing, educational, employment, recreational, retail and service opportunities within the South Side Business District through:

improved access; increased variety of consumer goods and services within clusters; increased spending for consumer goods and services from residents of the City and region; enhanced amenities and aesthetics to provide an inviting environment for residents, businesses, shoppers and visitors; and improved regulation of land use and building condition to support business development.

Section 4.8.1 Methods for Determining a Balanced Mix of Uses

The following outlines the methods for assessment and analysis to support development of revitalization strategies with respect to land use and economic development opportunities:

Assessing Building and Business Inventory Business Community SWOT Analysis and Visual Preference Survey Analyzing the Business Mix using a Gap Analysis Analyzing Local Economics Revitalization Strategies

Section 4.8.2 Assessing Building and Business Inventory

A building and business inventory provides the foundation for describing, understanding, and restructuring the economy of the business district and downtown area. The “Route 8 and Route 62 Corridor Evaluation” performed by Hickory Engineering in 2005 generated a database of all buildings, land parcels, and properties along Route 62 in Oil City and detailed building condition reports and adaptive use/reuse plans for two buildings in the current Route 62 study area - the Latonia Theater building at 1 East First Street and the C. F. Cramer block at 2-30 West Front Street. Some basic information has been compiled as part of the current Route 62 Smart Transportation Study with respect to building condition, use/occupancy and business type for each structure located in the core of the South Side Business District. Over time, this information can be routinely updated and augmented with more detailed assessment and analysis. A summary of this information is depicted on maps and street profiles contained in Section 5. Based upon the information assembled, assessed and analyzed to date, the following key issues of concern have been identified with respect to building condition and business type. Key issues of concern with respect to building condition and integrity include:

Underutilization of first floor space; Vacant and underutilized upper floor space; Substandard minor and major conditions of upper floors and roof damage to several buildings; and

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Façade modifications altering original architectural character of the building detracts from the physical appearance and aesthetics of the environment.

Key issues of concern with respect to business inventory include: Quality of business establishments; Lack of business clusters with respect to specialty stores; Although a cluster of restaurants is in place, a more robust mix is necessary to achieve higher attraction rates; Although a cluster of retail operations with convenience and household items exists, a more robust mix is necessary to achieve higher attraction rates; and Lack of business services available.

Section 4.8.3 Business Community SWOT Analysis and Visual Preference Survey

The South Side Business Association participated in the planning process and was actively engaged in discussions about study area strengths, weaknesses, opportunities and threats as well as provided responses to a Visual Preference Survey (VPS). The results of each of these activities is summarized in Appendix A: Community Participation Report. Input received from the business community was used to guide technical analysis and strategy development contained in this section.

Section 4.8.4 Analyzing the Business Mix using a Gap Analysis

A Gap Analysis was conducted for three areas within a defined trade area. Retail spending was assessed considering the trade area as the study area plus an eight-mile radius. Within this trade area retail spending was also assessed for the study area, Oil City (an approximate two-mile radius around the study area) and Oil City with an eight-mile radius. The Gap Analysis was used to analyze the business mix indicating the general areas where opportunity gaps as well as surplus gaps may be for retail goods and services. The following briefly describes an opportunity and surplus gap. Refer to Appendix F for a detailed GAP Analysis for Oil City and the surrounding area defined as the Trade Area for this analysis. Opportunity and surplus gaps can be defined as follows:

An opportunity gap occurs when a household must resort to spending their retail dollars on goods and services outside their neighborhood or locale due to one or more of the following conditions:

The specific type of retail opportunity does not exist in the neighborhood; The quality of goods and services is simply better outside the region; The existing retail establishments do not carry enough product to service the neighborhood;

or The type of retail goods or services does not meet the needs of the neighborhood residents.

This circumstance is referred to as an opportunity gap because, due to reasons mentioned, there is the potential for new or expansion of existing businesses to meet local demands.

A surplus gap occurs when local retail sales of goods and services exceed household spending for goods and services. A surplus indicates that local retail stores are making sales to non-local households. This circumstance is referred to as a surplus because it indicates that locally there are more goods and

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services than the actual number of household residents can consume. If the surplus gap is exceptional or unique to a specific locality, this type of repeating expenditures could be considered a “niche” within a market area. The opportunity gaps indicating the expenditure of local dollars outside the community (goods and services not adequately provided for in the local community) and the surplus gaps of goods and services provided in the City or Surrounding Area are further identified and quantified in Appendix G: Gap Analysis. The results of this analysis can be used to identify business development opportunities, such as those identified on the following table, identifies areas to target business development in the context of physical space and configuration of land use patterns in a small town business district. The following information identifies potential opportunities to establish business clusters and niche businesses in vacant and underutilized space as well as in occupied space as uses change. The information presented represents the unmet demand for retail goods and services within the Trade Area. These opportunities should be viewed as areas for further exploration with current businesses and prospective business owners on a small scale. The information in the table below indicates the maximum amount of space that could supply goods and services to meet the demand for those services purchased outside of the Trade Area.

TABLE 4.2: Business Cluster and Niche Business Development Opportunities based upon Consumer Spending Outside of Trade Area

Business Type

Annual Opportunity

Gap in Target Area

Business Expansion or Business Development Opportunity

Demand for Maximum Square Footage within Target Area

($150-$250 in sales/sq. foot) Restaurants

Full-Service Restaurant $9,318,130 3,727 - 6,212

Limited-Service Eating Place $14,255,402 57,021 – 95,036

Special Food Services $3,499,081 13,996 – 23,327

Specialty Niches

Camera and Photographic Equipment Store $377,033 1,508 – 2,513

Luggage and Leather Goods $247,418 989 – 1,649

Hobby, Toy and Game Store $793,444 3,173 – 5,289

Book Store and Newsstand $820,772 3,283 – 5,471

Gift, Stationery, Office Supply and Novelty Store $1,157,137 4,628 – 7,714

Sporting Goods Store $3,688,326 14,753 – 24,588

Music and Musical Instrument Store $360,635 1,442 – 2,404

The rule of thumb for determining the amount of space for retail use is minimum $150 of sales per square foot. Based upon Gap Analysis results, stores with first-floor and second-floor spaces consisting of 1,000 -2,000 and 3,000 square feet can be physically and financially supported in the South Side Downtown District.

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Section 4.8.5 Analyzing Local Characteristics

The following table provides key demographics for the Study Area and Trade Area.

TABLE 4.3: Key Demographics for the Study Area and Trade Area

Demographic Oil City Study Area Oil City (2-Mile

Radius) Oil City Surrounding Area (8-Mile Radius)

Population

2015 Projection 6,303 12,338 32,023

2010 Estimate 6,630 12,928 33,485

Target Age Groups

18-20 144 3.8% 262 3.6% 614 3.3%

21-24 181 4.8% 316 4.3% 747 4.0%

25-34 436 11.5% 809 11.0% 1,979 10.5%

35-44 562 14.8% 1,082 14.7% 2,857 15.2%

45-54 519 13.7% 972 13.2% 2,601 13.8%

55-64 305 8.1% 633 8.6% 1,875 10.0%

Households

2015 Projection 2,690 5,260 13,495

2010 Estimate 2,811 5,467 13,988

Target Household Size

1-person 981 32.7% 1,813 31.4% 4,257 29.0%

2-persons 894 29.8% 1,850 32.1% 5,034 34.3%

3 or more persons 1,123 37.5% 2,107 36.5% 2,355 36.7%

Households by Target Incomes

$50,000 – $74,999 453 15.1% 922 15.9% 2,437 16.5%

$75,000 - $99,999 99 3.3% 252 4.3% 847 5.7%

$100,000+ 98 3.3% 211 3.6% 648 4.4%

Tenure of occupied Housing Units

Owner Occupied 1,814 60.5% 3,778 65.5% 10,533 71.7%

Renter Occupied 1,183 39.5% 1,990 34.5% 4,162 28.3%

Employed within Target Area

Working within Target Area 1,394 46.7% 2,539 45.1% 6,518 44.4%

Working outside of Target Area 1,590 53.3% 3,091 54.9% 8,149 55.6% Source: Claritas MarketPlace – 2010 The Nielsen Company.

Section 4.8.6 Revitalization Strategies

The following describes various revitalization strategies targeted to the South Side Business District and Route 62 Corridor. �Transportation Investments Consistent with Land Use Planning and Development

Smart transportation solutions outlined in Section 2 that generally: Enhance or improve accessibility, mobility and safety for all modes of transportation (i.e. vehicular; Provide adequate access and space for loading and unloading of goods, materials and supplies;

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Provide sufficient design of space at intersections for truck turning movements; Provide transit connections and pedestrian and bicycle safety improvements with connections to open space and recreational areas; and Provide amenities for pedestrians as part of streetscape elements.

�Upper Floor Usage & Building Rehabilitation

A considerable number of structures within the core of the South Side Business District have vacant or underutilized (storage) upper floors. Second floor use for retail and office space is important as well as upper floor use for apartments, and should be targeted for this area. One important factor is the condition of upper floors in the South Side Business District. Many of the upper floors require substantial or major rehabilitation resulting in considerable private or public-private investment. Programs and incentives should be developed to support rehabilitation of structures.

Office uses play an important role in supporting the expansion or addition of retail space. Office uses such as real estate agents, mortgage brokers, accountants, doctors’ offices and lawyers, if signed appropriately, can benefit from a second or third floor location above a vibrant retail establishment. Build upon existing loan programs, including the Oil Region Alliance’s Revolving Loan Fund for Route 8/62 for historic preservation and/or increased adaptive reuse, by developing a Mixed-Use Rehabilitation Loan Program with requirements for first floor commercial and upper floor office or apartment uses.

o Ensure rehabilitation efforts incorporate design requirements for rehabilitation of existing or infill development for ground floor spaces that are appropriate for retail tenants, even if retail tenants do not occupy them. Architectural features, access and window configuration should be such to support retail space.

o Support the development of second and third story office or residential uses. �Façade Improvement Program Continue a Façade Improvement Program designed to promote the continued use and maintenance of commercial buildings in the South Side Business District by helping property owners and tenants rehabilitate and restore eligible structures. Support implementation of this program by:

Allocating dedicated grants for a Façade Improvement Program for historic renovations. Enhancing and promoting the City’s Façade Improvement Program. Establishing eligibility criteria for façade improvements (exterior improvements) such as:

o Exit doors; o Painting; o Shutters and awnings; o Signs; o Stairs, porches, railings and exits; and o Walls, windows and cornices.

�Business Retention and Expansion Offer a program for business retention and expansion to support businesses to become or remain profitable within the South Side Business District. A program of this type will be designed to help existing businesses survive and grow. This strategy includes the following components:

Continue to build a detailed market analysis using the results of this study as the basis for further development of current information useful in business retention such as:

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o Characteristics of the business district; o Description of the Trade Area; o Characteristics of existing and potential customers; and o Trends and future opportunities.

Conduct a detailed business survey. Continue to identify key businesses creating business clusters and niches.

�Niche Retail Opportunities

In the South Side Business District, niches already exist, but simply need to be organized. Strategies to grow these niches to become more visible can be achieved through store expansion, recruitment of new businesses and cooperative advertising and promotion (i.e. branding). The following describes the strategy for strengthening the existing niche markets:

Build upon the Farmers’ Market by creating a Festive Marketplace consisting of restaurants and specialty shops along with several stores offering convenience items to local residents. Build upon existing niches targeting the following opportunities.

Restaurant Niche Opportunities The following are opportunities for consideration that build upon an existing cluster of restaurant uses:

o Expand dining opportunities by offering a mix of dining opportunities from take-out, casual to fine dining (breakfast, lunch and evening dining opportunities);

Full-Service Restaurants; Special Food Services; Limited-Service Eating Places; and

o Specialty food stores combined with dining opportunities.

Restaurants should be encouraged to use outdoor areas where possible. The sidewalk and plaza area in front of the restaurants can serve this purpose. Adding a few tables with colorful umbrellas can add greatly to the visual quality of the street. Besides enhancing the vitality of the street scene, outdoor areas increase restaurant capacity with minimal increase in fixed costs. With the addition of heating elements, these tables can be used into the colder months (Fall and Spring) of the year.

Residents of the downtown area are an important market segment for existing and future dining operations in the downtown. This opportunity can be strengthened by daytime workers and tourists. The National Restaurant Association has identified four major groups of frequent diners.

o Busy parents of children often involved in after-school activities and sports typically use

drive-thru and carry-out restaurants. o Older adults and empty nesters typically eat on-premises at inexpensive sit-down

restaurants, buffets and fast food eateries. o People who are convenience driven and dislike cooking (with no young children)

typically use a variety of carry-out sources including restaurants and grocery stores. o Young, urban professionals with no children dine at higher priced establishments.

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TABLE 4.4: Population Characteristics Supporting Restaurant Dining

Factor Threshold Target Market Characteristics

Oil City Study Area

Oil City with 2-mile radius

Oil City with 8-mile radius

Household Income

Annual Income: $50,000 – 74,999 Spends $500 to $1,396 per capita on food away from home

15.1% 15.9% 16.5%

Annual Income: $75,000- $99,999 Spends $1,396 per capita on food away from home

3.3% 4.3% 5.7%

Age Householder age 45-55 spend more per capita on food away from home

13.7% 13.2% 13.8%

Household Size One and two person households spend more per capita on food away from home

62.6% 63.5% 63.2%

Household Composition

Husband and wife composition spend more per capita on food away from home

46.2% 48.6% 53.1%

Occupation Managerial and professional occupations spend the most per capita on food away from home

49.0% 19.2% 17.0%

Source: Claritas MarketPlace – 2010 The Nielsen Company. Specialty Niche Opportunities The following are a list of potential specialty niche opportunities that tend to cluster in smaller urban areas:

o Camera and Photographic Equipment Store; o Luggage and Leather Goods; o Hobby, Toy and Game Store; o Book Store and Newsstand; o Gift, Stationery, Office Supply and Novelty Store; o Sporting Goods; and o Music and Musical Instrument Store.

�Festive Marketplace with Connection to the Waterfront

The festive marketplace strategy is used to reverse the negative trends by attracting local residents, suburban residents and out-of-town visitors to downtown areas. A typical festive marketplace includes local involvement in the creation of a safe and trendy attraction intended to serve as a major catalyst for other redevelopment. Generally, a festive marketplace offers major restaurants, specialty retail shops, and a cluster of international foods. The more successful projects seem to benefit from waterfront locations and secure parking. The festive marketplace attracts the recreational shopper/tourist shopper but is also likely to attract the convenience shopper as more residential development on upper floors takes place. The area is likely to continue attracting area residents for dining and entertainment. An opportunity for further exploration is expansion of the existing seasonal farmers market with connection along First Street to designated space along the waterfront for additional vendors with opportunities for shopping and dining as local residents and visitors travel on foot or bicycle along First Street from Central Avenue (location of traditional farmer’s market) to the waterfront (new

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location for additional vendors). This opportunity may not succeed, however, without additional parking opportunities in this area.

Adequate Parking Supply Maintain sufficient parking on-site, on-street and in shared parking lots throughout the South Side Business District. Ensure sufficient time restrictions are placed based upon location of high demand and higher frequency of use. Develop a Parking Management Strategy as revitalization efforts warrant. �Strengthen Residential Neighborhoods Strengthen residential neighborhoods through rehabilitation, renovation and property maintenance with an increase in property values. Provide for appropriate pedestrian and bicycle safety measures to allow for these modes of travel to and from neighborhoods to the South Side Business District. Provide for sufficient densities to support commercial revitalization efforts. �Land Use Regulation and Building Codes Review and update land use regulations and building codes to address the following while maintaining consistency with the recently revised Multi-Municipal Regional Plan:

Consider Form-based Zoning for the South Side Business District with emphasis on design of public and private space with emphasis on vertical mixed use where retail or commercial are on the ground floor and residential or commercial are on upper floors. Strengthen the property maintenance code. Adopt a sign code conducive to urban environment with consideration of mass, scale, location and materials.

�Regional Tourism and Marketing Strategy

Establish connections between North Side Business District and South Side Business District through coordination and promotion of events, wayfinding signage, access to the waterfront, streetscape improvements, aesthetics and other means. Conduct joint business association meetings for the North Side Business District and the South Side Business District in order to cross market, establish a brand for Oil City and jointly promote shopping, dining, entertainment, recreation and tourism opportunities. Identify target markets.

Section 4.9 South Side Business District Revitalization Concepts

This section identifies revitalization concepts for the South Side Business District with emphasis on the core of the district. The following provides an understanding of existing conditions and potential revitalization concepts for the South Side Business District.

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Section 5


P a g e | 69

Section 5.0 Action Plan Several improvements have been identified to address the overall project purpose of providing the City of Oil City with an approach to the development of transportation and land use improvements within the city’s south side area based upon PennDOT’s Smart Transportation initiative. These improvements focus on solutions that meet the goals defined by the City and project steering committee.

Section 5.1 Project Prioritization and Implementation

The various projects that contribute to fulfilling the vision for Smart Transportation solutions along the Route 62 Corridor and surrounding south side area have been analyzed in terms of cost, impact to the community, financing, necessary partnerships, and improvement to the local economy. Through this analysis the following project implementation and prioritization strategy has been developed.

High Level Priorities

o Central Avenue Streetscape Improvements � Central Avenue improvements would provide necessary infrastructure

improvements and an aesthetically pleasing upgrade to the pedestrian and roadway facilities between the limits of Front Street and Second Street. The improvements will accomplish these goals without impact to the existing cannon and monuments within the central island area.

o Central Avenue and First Street Signal Improvements

� Accessible (or Audible) Pedestrian Signal (APS) improvements at the intersection of Central Avenue and First Street will provide a safer crossing condition for the visually impaired pedestrian, as well as all pedestrians. The goal of an APS is to provide an audible notification of when it is safe to cross at an intersection. In addition, most modern devices are equipped with Braille to provide additional directions for operating the pedestrian push button.

o Second Street Streetscape Improvements

� Streetscape improvements along the Second Street Corridor, from Wilson Avenue to Front Street would provide functional and aesthetic improvements to the existing pedestrian facilities along this commercial/residential corridor. The improvements should be completed in coordination with access management improvements along the commercial side of the corridor, as well as infrastructure upgrades to the existing public water facilities.

o Front Street (Route 62) Corridor � A “road diet” project along the Route 62 Corridor will establish a transportation

facility that is consistent with existing and projected traffic volumes while promoting alternative modes of transportation through the inclusion of pedestrian facilities. This can be done in a phased approach, with the first phase establishing the new traffic patterns with turning lanes through the use of pavement markings only.

Section 5


P a g e | 70

o First Street Roundabout � A single-lane roundabout at the intersection of First Street / Wilson Avenue and

Front Street will provide a gateway into the business district of the south side of Oil City while calming traffic and improving the overall safety of motor vehicles and pedestrians.

o Land Use Initiatives � Incorporation of the various revitalization strategies identified in the previous

section with a focus of balancing the transportation and land use initiatives to enhance the downtown core of the south side business district.

Middle Level Priorities

o Downtown Core Streetscape � Streetscape improvements within the downtown core area will provide an

impact related to the Smart Transportation goals and objectives that were used as guidance through the development of the corridor study. The streetscape improvement would be focused on safety and aesthetic improvements to the pedestrian facilities. These improvements could be completed at once or packaged as smaller, more affordable projects.

o Railroad Wye Bridge � Currently, the railroad bridge is posted for no pedestrians, however, the bridge

is commonly used as an access means between the north side and south side of Oil City. Bridge safety improvements, as well as upgraded pedestrian and bicycle facilities would provide a safe and convenient access between the residential area on the north side and the commercial area on the south side. Implementation of these improvements will require coordination and buy-in from leaseholder Western New York and Pennsylvania Railroad.

o Rail Trail

� Open space along the southern banks of the Allegheny River provides a convenient opportunity for a hiker/biker trail within the study area. The proposed trail could stretch from the Veteran’s Memorial Bridge to the Wye Railroad Bridge and connect to future trail extensions. The goal of this improvement is to create a pedestrian facility that promotes pedestrian and bicycle use for recreational purposes, as well as transportation purposes. Implementation of these improvements will require coordination and buy-in from leaseholder Western New York and Pennsylvania Railroad.

o Public Plaza

� The proposed public plaza is located adjacent to the State Street and Front Street intersection. The goal of this improvement is to create a beautiful pedestrian gathering facility within the study area in a location that is close to the downtown core area of the south side, as well as access to the views and potential recreation opportunities along the Allegheny River.

Section 5


P a g e | 71

While the above solutions are categorized in “High Level” and “Mid-Level” priorities, the final implementation of these improvements will be finalized based upon available funding and partnership opportunities. It is recommended that the City of Oil City utilize the priorities to allow for a focused effort to obtain funding, but be willing to modify their course for the better good of the City. The following project sheets provide the base information pertaining to each of the proposed improvements, including the necessary information for the County’s Transportation Improvement Program (TIP).

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P a g e | 72


Project Description:

Central Avenue improvements would provide necessary infrastructure improvements and aesthetically pleasing upgrades to the pedestrian and roadway facilities. The improvements will accomplish these goals without impact to the existing cannon and monuments within the central island area. The planned improvement from Front Street to Second Street would include the following:

Concrete/concrete paver sidewalks Pedestrian lighting Benches, trash receptacles, bicycle racks Decorative median treatments Decorative crosswalks ADA curb ramps Street trees Water line replacement Roadway milling and overlay

Cen

tral A

venu

e S

treet

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e

Project Location

Project Characteristics

Priority Level High

Project Partners PennDOT, NWPRPDC, SS Business Association, SS Neighborhood Association, Oil Valley Chapter of the PA Council of the Blind, Property / Business Owners, Oil Region Alliance

Cost $1.4 to $1.5 Million

Funding Opportunities

PCTI Grant, CDBG EDA—Community Infrastructure ARRA Grant DCED—Community Revitalization Program DCED—Community & Municipal Facilities Assistance Program

Potential Improvements

Central Avenue 2nd

Stre

et

1st

Stre

et

Fron

t Stre

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Central Avenue Streetscape

Existing Conditions


Accessible (or Audible) Pedestrian Signal (APS) improvements at the intersection of Central Avenue and First Street will provide a safer crossing condition for the visually impaired pedestrian. The goal of an APS is to provide an audible notification of when it is safe to cross at an intersection. In addition, most modern devices are equipped with Braille to provide additional directions for operating the pedestrian push button. To implement the APS improvements, several upgrades would be required to the existing signal, including:

New signal control cabinet Additional conduit and wiring Pushbuttons with integrated APS ADA curb ramps

Acc

essi

ble

Ped

estri

an S

igna

l

Project Location


Priority Level High

Project Partners PennDOT, NWPRPDC, SS Business Association, SS Neighbor-hood Association, Oil Valley Chapter of the PA Council of the Blind, Property / Business Owners

Cost $150,000 to $175,000

Funding Opportunities PCTI Grant, CDBG USDA—Community Facilities Loans and Grants PennDOT—Hometown Street, Safe Routes to School

Accessible Pedestrian Signalization

Existing Conditions


Streetscape improvements along the Second Street Corridor, from Wilson Avenue to Front Street would provide functional and aesthetic improvements to the existing pedestrian facilities along the commercial/residential corridor. The improvements would be completed in coordination with access management improvements along the commercial side of the corridor. Specific streetscape features would include:

Concrete sidewalks Pedestrian lighting ADA curb ramps Street trees Water line replacement Roadway milling and overlay Access management improvements

Sec

ond

Stre

et S

treet

scap

e

Project Location


Priority Level High



Funding Opportunities PCTI, CDBG DCED—Community & Municipal Facilities Assistance Program DCED—Elm Street EDA—Community Infrastructure ARRA Grant

Current Conditions Potential Improvements

Second Street Streetscape

Existing Conditions


Priority Level High

Project Partners PennDOT, NWPRPDC, Venango County, SS Business Association, Property / Business Owners, Oil Region Alliance


Funding Opportunities EDA—Public Works and Economic Development PennDOT—Pennsylvania Community Transportation Initiative/ Smart Transportation


The Front Street (Route 62) Corridor currently consists of a four-lane road from Pumphouse Road to Wilson Avenue. Front Street can be accessed from First Street/Wilson Avenue, Imperial Street, Second Street and Pumphouse Road. In addition, vehicles traveling east along Front Street have access to the CVS parking area via a right-in/right-out access point. The existing traffic volumes, which are consistent with future volumes, are low enough to allow for a potential “road diet” along the Front Street Corridor. In addition to a potential reduction of travel lanes, the Front Street Corridor could also be enhanced to provide for bicycle and pedestrian facilities, as well as additional traffic calming through the use of roundabouts at the First Street/Wilson Avenue and Second Street intersections. The term “road diet” is associated with the reduction of traveled lanes along a roadway while

Fron

t Stre

et (R

oute

62)

Cor

ridor

Project Location

still providing a facility that meets the current and future traffic demand. The proposed lane reduction would reduce the existing four-lane roadway (two lanes in each direction) to a three-lane roadway, which would include one lane per direction and a left turn lane/median area. The elimination of two thru lanes would allow for sufficient space for the median/left turn area, as well as designated pedestrian/bicycle facilities. The median area would provide an opportunity for a landscaped area to provide a more welcoming entrance to the City’s south side. The goal of the pedestrian/bicycle facilities would be to provide a sidewalk facility on the south side of Front Street and a shared-use facility on the north side. These improvements should also help to reduce the travel speeds along this section of Front Street.

Front Street (Route 62) Corridor

Existing Conditions

Alternate Roundabout


The existing intersection of Front Street/Wilson Avenue/First Street provides a unique opportunity for a gateway to the City of Oil City’s south side. This could be accomplished through the inclusion of a single lane roundabout at this location. In order for the roundabout to function as a single lane facility, it would need to be implemented following or along with the Front Street Corridor Improvements which reduce the typical roadway section from a 4-lane to a 3-lane section. A roundabout would not only provide the necessary gateway feature, but it would also provide an effective traffic control option, including reducing speeds as vehicles enter town. The proposed roundabout could be constructed to incorporate the existing fountain and associated landscaping into the center island area.

Firs

t Stre

et R

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abou

t

Project Location


Priority Level High

Project Partners PennDOT, NWPRPDC, Venango County, Business Associations, Property / Business Owners, Oil Region Alliance

Cost $550,000 to $600,000

Funding Opportunities EDA—Public Works and Economic Development PennDOT—PCTI/Smart Transportation FHWA—Capital Investments in Surface Transportation Infrastruc-ture


First Street Roundabout

Existing Conditions


Within the downtown core of the south side of Oil City, the focus of the streetscape improvements will be to bring together transportation improvements with land use, and coordinate pedestrian facilities within the business and commercial districts of the study area. Improvements in this area are to include full streetscape enhancements, including the following:

Concrete sidewalks Decorative brick pavers (buffer area) Pedestrian lighting Traffic signal improvements Amenities (Benches, Trash receptacles, Bicycle Racks) Decorative crosswalks ADA curb ramps Infrastructure Improvements (Water & Stormwater Improvements) Street trees Signage

These improvements could be completed at once or phased as funding becomes available.

Dow

ntow

n C

ore

Stre

etsc

ape

Project Location


Priority Level Middle


Cost $300,000 to $350,000 / Block Face (block sample First St from Central to State)

Funding Opportunities DCED—Community & Municipal Facilities Assistance Program DCED—Elm Street EDA—Community Infrastructure ARRA Grant


Downtown Core Streetscape


Existing Conditions

Rai

lroad

“Wye

” Brid

ge

Project Location


Priority Level Middle

Project Partners NWPRPDC, Venango County, Council on Greenways and Trails, Oil Region Alliance

Cost $350,000 to $375,000

Funding Opportunities FHWA—Capital Investments in Surface Transportation Infrastructure—ARRA


Pedestrian connections across the Allegheny River, connecting the south side to the north side include the State Street and Petroleum Street bridges. These two bridges are close to one another and provide a direct connection to the two downtown core areas of each of the north and south sides. There is also an existing Wye Railroad bridge which also crosses the Allegheny River east of the State Street Bridge, near the eastern limits of the study area. The bridge is currently posted for “no pedestrian” but it is commonly used by pedestrians. The bridge connects the Siverly residential neighborhood on the north side to the commercial, residential and other areas on the south side. The Wye Bridge contains an active rail line which services Continental Plastic Containers approximately three to four times per month. Improvements to the existing bridge would be a

strategic solution to provide pedestrian and bicycle use to connect the north and south sides of the river. Improvements to the bridge could include a new trail surface with a railing/fence to separate the trail from the active rail line, lighting, and repainting of the structure. Improvements to the bridge would include the following:

General bridge surface repairs Stone dust trail 4’ handrail separating the trail and rail 5’ wide pedestrian sidewalk Repainting of bridge structure

Such improvements would provide a safe and convenient access and could be tied into other improvements

Railroad Bridge

Existing Conditions

Potential Improvements

Existing Conditions

Rai

l Tra

il

Project Location


Priority Level Other

Project Partners NWPRPDC, Venango County, Council on Greenways & Trails, Oil Region Alliance

Cost $500,000 to $550,000

Funding Opportunities Bikes Belong Coalition—Bikes Belong Program EDA—Public Works & Economic Development Bikes Belong Coalition—REI/Bicycle Friendly Communities Grants


Open space along the southern banks of the Allegheny River provides a convenient opportunity for a hiker/biker trail within the study area. The proposed trail could stretch from the Veteran’s Memorial Bridge to the Wye Railroad Bridge and connect to future trail extensions. The goal of this improvement is to create a pedestrian facility that promotes pedestrian and bicycle use, serving recreational, as well as transportation, purposes. The proposed 10’ wide facility would consist of a handicapped accessible trail surface similar to the high standard surfaces used throughout the Oil Region system of trails. By introducing this improvement along with the Wye Bridge improvement, City residents could enjoy a healthier way of living through safe walking and biking, and also through a reduction in automobile use, noise, air pollution and greenhouse gas emissions.

Rail Trail

Existing Conditions

Pub

lic P

laza

Project Location


Priority Level Other

Project Partners NWPRPDC, Venango County, Council on Greenways & Trail, Oil Region Alliance

Cost $950,000 to $1 Million

Funding Opportunities

EDA—Planning Program EDA—Community Infrastructure ARRA Grant DCED—Community & Municipal Facilities Assistance Program USDA—Community Facilities Loans and Grants


The proposed public plaza is located adjacent to the First Street and Front Street intersection. The goal of this improvement is to create a beautiful pedestrian gathering facility within the study area in a location that is positioned close to the downtown core area of the south side, as well as access to the views and potential recreation opportunities along the Allegheny River. The proposed plaza space could include an open space area that includes the existing pavilion. The open space area would provide a year-round passive space. The open space could also be used for special events, including the Oil Heritage Festival, fairs and other community events. Elements of the plaza space would need to include a retaining wall to increase the level area at the Front Street elevation. The level area could be constructed of concrete sidewalk, concrete paver

sidewalk, a combination of concrete and concrete paver sidewalk or another type of hard walkway surface. The plaza would provide a river overlook outlined by an appropriate height railing. Potential exists for the plaza area to include a seating area, possibly integrated with a series of retaining/seating walls, to provide bleacher type seating for viewing of kayaking or other events along the river. The plaza area would need to provide pedestrian access to other potential improvements within the area. This would include a pedestrian walkway to the downtown core via the Front Street and State Street intersection, a pedestrian walkway to the commercial area via the Front Street and First Street intersection and pedestrian access to a future trail along the Allegheny River via an ADA accessible ramp from the plaza area to the lower banks of the river. Other key elements of the public plaza would include appropriate scaled lighting to provide the necessary security and site furnishings including benches, trash receptacles and bicycle racks.

Public Plaza

Existing Conditions

Appendix A

Route 62 Smart Transportation Corridor Study Final Report October 2010

Appendix A: Community Participation Report


P a g e | i

Table of Contents Appendix A: Community Participation .......................................................................................................... 1

Appendix A.1: Introduction ....................................................................................................................... 1

Appendix A.1.1: Study Area / Vision Statement ................................................................................... 1

Appendix A.1.2: Steering Committee.................................................................................................... 2

Appendix A.1.3: Business Association ................................................................................................... 2

Appendix A.1.4: Public Meetings .......................................................................................................... 2

Appendix A.2: Committees ....................................................................................................................... 3

Appendix A.2.1: Steering Committee.................................................................................................... 3

Appendix A.2.2: Business Association ................................................................................................... 3

Appendix A.2.3: Public Meetings .......................................................................................................... 3

Appendix A.3: Scheduled Meetings .......................................................................................................... 4

Appendix A.3.1: February 1, 2010 Steering Committee ....................................................................... 4

Appendix A.3.2: February 1, 2010 Business Association ...................................................................... 8

Appendix A.3.3: April 21, 2010 City Council........................................................................................ 15

Appendix A.3.4: April 21, 2010 Steering Committee .......................................................................... 16

Appendix A.3.5: April 21, 2010 Public Meeting .................................................................................. 17

Appendix A.3.6: June 30, 2010 Steering Committee .......................................................................... 26

Appendix A.3.7: August 25, 2010 Steering Committee ...................................................................... 27

Appendix A.3.8: August 30, 2010 City Council .................................................................................... 28

Appendix A.3.9: September 2, 2010 Public Meeting .......................................................................... 29

Appendix A


P a g e | 1

Appendix A: Community Participation

Appendix A.1: Introduction

Appendix A.1.1: Study Area / Vision Statement

A Vision Statement describes desired future conditions for a community, neighborhood or transportation corridor such as the Route 62 Corridor. The following Draft Vision Statement for the Corridor was distributed for comment by the steering committee.

Draft Corridor Vision Statement (Original) Enhance the Route 62 Corridor in the city of Oil City to be a model of PennDOT’s Smart Transportation initiative by coordinating transportation improvements with land use, infrastructure and community development decisions. The developed implementation strategy will establish a safe, inviting and sustainable commercial area within the south side business district focused on improving vehicular and pedestrian safety. This desirable destination will provide an exceptional shopping and dining experience on the south side of Oil City as well as provide amenities that identify this area as an essential part of our community.

Appendix A


P a g e | 2

Draft Corridor Vision Statement (Revised) Enhance the Route 62 Corridor within Oil City to be a model of PennDOT's Smart Transportation initiative by coordinating transportation improvements with land use, infrastructure, economic development and community revitalization. Implementation strategies and community revitalization projects will strengthen a sense of place and establish safe, inviting, aesthetically pleasing and sustainable commercial and residential neighborhoods within the South Side Business District. Transportation improvements will address vehicular, transit, bicycle and pedestrian safety, accessibility and mobility. Improvements will enhance the Corridor and other streets to provide connections to and from residential and commercial neighborhoods and the waterfront for all modes of transportation. Transportation improvements will provide an opportunity for renewed development within and around the Corridor, continued community growth and a variety of amenities which establish this area as a unique place attracting residents, businesses and visitors.

Appendix A.1.2: Steering Committee

The steering committee was created to volunteer their time to assist, review and comment on the Corridor Study. The Committee met, on average, every two months throughout the planning process that extended from February 2010 through August 2010.

Appendix A.1.3: Business Association

The business association was created to gather input and insight on the Route 62 Corridor Study.

Appendix A.1.4: Public Meetings

Public meetings were held at various locations on the Southside of Oil City. These meetings were designed to inform the public on the study and to gather their input for future recommendations.

Appendix A


P a g e | 3

Appendix A.2: Committees

Appendix A.2.1: Steering Committee

Steering Committee Members met on the following dates: February 1, 2010 April 21, 2010 June 30, 2010 August 25, 2010

Appendix A.2.2: Business Association

Business Association Members met on the following sates: February 1, 2010

Appendix A.2.3: Public Meetings

Public Meetings were held on the following dates: April 21, 2010 September 2, 2010

Appendix A


P a g e | 4

Appendix A.3: Scheduled Meetings

Appendix A.3.1: February 1, 2010 Steering Committee

The first Steering Committee Meeting was held on February 1, 2010.

Appendix A.3.1.1: Agenda

Appendix A


P a g e | 5

Appendix A.3.1.1: Strengths, Weaknesses, Opportunities & Threats (SWOT) The following is a summary of the top strengths, weaknesses, and opportunities and threats identified and prioritized by the meeting attendees. The purpose of the SWOT activity is to provide an opportunity for local residents, businesses, and organizations to identify the community’s assets and opportunities as well as weakness and threats. Participants were asked to react to the following questions to identify community strengths, weaknesses, opportunities and threats.

STRENGTHS (S) – List the physical, social and regulatory assets of the community.

What makes this community unique? What do I like about this community? What is contributing to a positive community image?

WEAKNESSES (W) – List the physical, social or regulatory obstacles or shortcomings of the community.

What do I dislike about this community? What would I like to see less of in this community? What is contributing to a poor community image?

OPPORTUNITIES (O) – List the physical and social entities or assets of the community that are underutilized or undeveloped.

Where are opportunities for new development and/or preservation? Where are opportunities for change? What would I like to see more of in this community? What could change the image of this community?

THREATS (T) – List the physical and social entities or assets and regulations that detract from the community or if left unchecked could diminish quality of life for residents and businesses in the community.

What prevents this community from flourishing? What are obstacles to community development and/or preservation? What detracts from a positive community image?

Upon completion of identification of issues or review of identified issues, participants were given an opportunity to identify the level of importance for various items listed.

Appendix A


P a g e | 6

Participants ranked their community assets, opportunities, weaknesses and threats by using a priority scale. High Priority = 5 High to Medium Priority = 4 Medium Priority = 3 Medium to Low Priority = 2 Low Priority = 1 The average was calculated for each strength, weaknesses, opportunity and threat using this scale. The following provides a summary listing of the issues and concerns identified through the SWOT activity conducted with the Steering Committee’s input from the meetings held on February 1, 2010.

Appendix A


P a g e | 7

Appendix A


P a g e | 8

Appendix A.3.2: February 1, 2010 Business Association

The first Business Association Meeting was held on February 1, 2010.


Appendix A


P a g e | 9

Appendix A.3.2.2: Strengths, Weaknesses, Opportunities & Threats (SWOT) The following is a summary of the top strengths, weaknesses, and opportunities and threats identified and prioritized by the meeting attendees. The purpose of the SWOT activity is to provide an opportunity for local residents, businesses, and organizations to identify the community’s assets and opportunities as well as weakness and threats. Participants were asked to react to the following questions to identify community strengths, weaknesses, opportunities and threats.

STRENGTHS (S) – List the physical, social and regulatory assets of the community. What makes this community unique? What do I like about this community? What is contributing to a positive community image?

WEAKNESSES (W) – List the physical, social or regulatory obstacles or shortcomings of the community.

What do I dislike about this community? What would I like to see less of in this community? What is contributing to a poor community image?

OPPORTUNITIES (O) – List the physical and social entities or assets of the community that are underutilized or undeveloped.

Where are opportunities for new development and/or preservation? Where are opportunities for change? What would I like to see more of in this community? What could change the image of this community?

THREATS (T) – List the physical and social entities or assets and regulations that detract from the community or if left unchecked could diminish quality of life for residents and businesses in the community.

What prevents this community from flourishing? What are obstacles to community development and/or preservation? What detracts from a positive community image?

Upon completion of identification of issues or review of identified issues, participants were given an opportunity to identify the level of importance for various items listed. Participants ranked their community assets, opportunities, weaknesses and threats by using a priority scale. High Priority = 5 High to Medium Priority = 4 Medium Priority = 3 Medium to Low Priority = 2 Low Priority = 1 The average was calculated for each strength, weaknesses, opportunity and threat using this scale. The following provides a summary listing of the issues and concerns identified through the SWOT activity conducted with the Business Association’s input from the meetings held on February 1, 2010.

Appendix A


P a g e | 10

Appendix A


P a g e | 11

Appendix A.3.2.3: Visual Preference Survey Summary of Visual Preference Survey A visual preference survey (VPS) is an innovative and successful technique that enables citizens to evaluate physical images of natural and built environments. The process involves asking participants to view and evaluate a wide variety of slides depicting streetscapes, land use, site design, building type, aesthetics and amenities. Individual scores indicate the level of preference for images viewed during the survey. The results are analyzed to determine what is appropriate for the Corridor. The visual preference survey was conducted during the Business Association Meeting on February 1, 2010. The following includes analysis methodology, presentation of results, a summary of preferences and the images used in the VPS. Methodology Individuals attending the meeting were asked to view numbered pictures which depicted various images of natural and built environments. Each participant was provided a sheet or a response card to record their response indicating appropriateness of the suitability of the development or setting for the Corridor. Individuals responded to twenty nine images. Response options included strongly oppose, oppose, no preference, some preference, and strong preference. Following the meeting, the survey sheets were collected and tallied. Each response option was assigned a weight factor, whereby the weights included: strongly oppose (-2), oppose (-1), no preference (0), some preference (1), and strong preference (2). The number of responses for each response option was summed and an average response value was calculated for each slide. Visual Preference Survey Results Overall, responses to the survey were favorable with some preference, or an average response value of 0.50. There were several images with strong preference, and several with strong opposition. The top preferred images included 10, 13, 15, 20, 21 and 25, with an average value of 1.53 (strong preference); while the top opposed images included 2, 12, 14, 22, 24 and 29, with an average value of -0.68. The following is a summary of images of the highest preferred and least preferred images.

Appendix A


P a g e | 12

Highest Preference Images These images suggest a higher importance should be placed on public space such as picnic areas, sidewalks, trails, paths and parks. Historical landmarks and signage were preferred images.

Average: 2.00 Average: 1.70



Appendix A


P a g e | 13

Lowest Preference Images These images suggest a higher importance should be placed on streetscape enhancements and signage.

Average: -0.90 Average: -0.90



Appendix A


P a g e | 14

Overall, the images provide a guide for the types of public spaces desired as well as types of uses and structures requiring rehabilitation or redevelopment, and desired or undesired design elements and aesthetics. The results of the survey are used to provide insight to design land use strategies and design standards for various locations throughout the Corridor.

Appendix A


P a g e | 15

Appendix A.3.3: April 21, 2010 City Council

The first City Council Meeting was held on February 1, 2010.


Appendix A


P a g e | 16

Appendix A.3.4: April 21, 2010 Steering Committee

The second Steering Committee Meeting was held on April 21, 2010.


Steering Committee Members in attendance were able to complete the activities in Section 3.4. Their results are included in Section 3.4.

Appendix A


P a g e | 17

Appendix A.3.5: April 21, 2010 Public Meeting

The first Public Meeting was held on April 21, 2010.


Appendix A


P a g e | 18

Appendix A.3.5.2: Study Area / Vision Statement A Vision Statement describes desired future conditions for a community, neighborhood or transportation corridor such as Route 62 Corridor. Please review the Draft Vision Statement for the Corridor and provide and suggested changes. Draft Corridor Vision Statement (Revised) Enhance the Route 62 Corridor within Oil City to be a model of PennDOT's Smart Transportation initiative by coordinating transportation improvements with land use, infrastructure, economic development and community revitalization. Implementation strategies and community revitalization projects will strengthen a sense of place and establish safe, inviting, aesthetically pleasing and sustainable commercial and residential neighborhoods within the South Side Business District. Transportation improvements will address vehicular, transit, bicycle and pedestrian safety, accessibility and mobility. Improvements will enhance the Corridor and other streets to provide connections to and from residential and commercial neighborhoods and the waterfront for all modes of transportation. Transportation improvements will provide an opportunity for renewed development within and around the Corridor, continued community growth and a variety of amenities which establish this area as a unique place attracting residents, businesses and visitors. Comments provided by the public include:

Long I feel the Southside of Oil City to be the future heart of a new Venango City, because of Venango campus, stores, library and Y’s. Future Venango City should extend to Bredinsburg Road. Yes Sounds good Good vision Sounds good

Appendix A.3.5.3: SWOT Activity The Corridor possesses the following strengths:

Proximity of residential and commercial districts Diverse business mix with full capacity High volume of traffic to access commercial uses Scenic River Views Library, Churches, YMCA / YWCA and other attractions

The following is a summary of key corridor issues identified as weaknesses, opportunities and threats. The Key Corridor issues were ranked from 1 to 12, with 1 being the highest priority.

Appendix A


P a g e | 19

Appendix A.3.5.4: Build – A – Streetscape (Business District) Please select all components that you would like the study to consider for future streetscape improvements within the South Side Business District.

Comments provided by the public include: Landscape plantings for stormwater management and shading, etc. I would like the Southside (present) to become the new Venango City like it originally was back in the 1840’s and 1850’s before oil. If the speeders won’t slow down on Route 62 East I would like to see some speed bumps in place. No bumpouts. Try to work with Main Street Design Committee and Garden Club. Stormwater runoff should be assessed with a more environmental approach. Streetscape on the east end would enliven a utilitarian avenue.

Appendix A


P a g e | 20

Appendix A.3.5.5: Route 62 Boulevard Please identify all features the study should analyze as part of the alternatives considered for Route 62.

Comments provided by the public include:

Nice medians Maintenance and above. Do the bike and pedestrian trail. Without a proper riverfront any walkways would be underutilized.

Appendix A.3.5.6: Roundabouts Proper implementation of roundabouts can provide the following benefits:

Provide a means to calm traffic Can serve as a gateway feature Reduces frequency and severity of crashes When compared to a signal alternative, roundabouts can reduce traffic delays and increase traffic capacity

Please provide your opinion on consideration of a roundabout to be studied to address traffic safety and traffic speed issues.

Comments provided by the public include:

Too much for our little town. Concerns about east side pedestrian crossing. Wilson / Second is a wonderful intersection for pedestrians.

Appendix A


P a g e | 21

Appendix A.3.5.7: Visual Preference Survey Summary of Visual Preference Survey A visual preference survey (VPS) is an innovative and successful technique that enables citizens to evaluate physical images of natural and built environments. The process involves asking participants to view and evaluate a wide variety of slides depicting streetscapes, land use, site design, building type, aesthetics and amenities. Individual scores indicate the level of preference for images viewed during the survey. The results are analyzed to determine what is appropriate for the Corridor. The visual preference survey was conducted during the Public Meeting on April 21, 2010. The following includes analysis methodology, presentation of results, a summary of preferences and the images used in the VPS. Methodology Individuals attending the meeting were asked to view numbered pictures which depicted various images of natural and built environments. Each participant was provided a sheet or a response card to record their response indicating appropriateness of the suitability of the development or setting for the Corridor. Individuals responded to twenty nine images. Response options included strongly oppose, oppose, no preference, some preference, and strong preference. Following the meeting, the survey sheets were collected and tallied. Each response option was assigned a weight factor, whereby the weights included: strongly oppose (-2), oppose (-1), no preference (0), some preference (1), and strong preference (2). The number of responses for each response option was summed and an average response value was calculated for each slide. Visual Preference Survey Results Overall, responses to the survey were marginal with some preference, or an average response value of 0.18. There were several images with strong preference, and several with strong opposition. The top preferred images included 13, 10, 23, 5, 7 and 25, with an average value of 1.45 (strong preference); while the top opposed images included 2, 12, 14, 22, 24 and 29, with an average value of -1.05. The following is a summary of images of the highest preferred and least preferred images.

Appendix A


P a g e | 22

Highest Preference Images These images suggest a higher importance should be placed on public space such as picnic areas, sidewalks, trails, paths and parks. Historical landmarks and signage were preferred images.




Appendix A


P a g e | 23

Lowest Preference Images These images suggest a higher importance should be placed on streetscape enhancements and signage.




Appendix A


P a g e | 24

Overall, the images provide a guide for the types of public spaces desired as well as types of uses and structures requiring rehabilitation or redevelopment, and desired or undesired design elements and aesthetics. The results of the survey are used to provide insight to design land use strategies and design standards for various locations throughout the Corridor.

Appendix A


P a g e | 25

Appendix A.3.5.8: Miscellaneous Do you feel the railroad bridge should be studied for use by pedestrians? Comments provided by the public include:

Pedestrians and bicycles Yes, walking traffic from Siverly Yes Yes Yes Yes It gets used study or not Yes Yes Yes Yes, all stores and banks and most businesses frequented by Siverly residents are on the southside.

Do you have any concerns related to parking within the project study area? Comments provided by the public include:

Some parking needs to be eliminated or improved. No Always Yes Fear of loss by many businesses Yes Diagonal parking on Central Avenue. Yes Back out of diagonal spaces can be risky.

Other ideas / comments / concerns… Comments provided by the public include:

Consider bike lanes Concern for pedestrians crossing near roundabouts. Turn on red at all traffic lights. Sidewalk rehabilitation for the east end. Most ranked poorly. More bus stops, too few and far between.

Appendix A


P a g e | 26

Appendix A.3.6: June 30, 2010 Steering Committee

The third Steering Committee Meeting was held on June 30, 2010.

Appendix A.3.6.1 Agenda

Appendix A


P a g e | 27

Appendix A.3.7: August 25, 2010 Steering Committee

The fourth Steering Committee Meeting was held on August 25, 2010.


Appendix A


P a g e | 28

Appendix A.3.8: August 30, 2010 City Council

The second Steering City Council Meeting was held on August 30, 2010.


Appendix A


P a g e | 29

Appendix A.3.9: September 2, 2010 Public Meeting

The second Public Meeting was held on September 2, 2010.


Appendix B


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Appendix C


Appendix C: Future Traffic Projections

0.500%

*Growth Rate suggested by PennDOT

AM PM AM PM AM PMNBLNBT 186 202 187 203 207 224NBRSBLSBT 276 502 277 505 306 557SBREBL 33 32 33 32 37 36EBTEBR 11 7 11 7 12 8WBL 145 196 146 197 161 218WBTWBR 228 272 229 273 253 302TOTAL 879 1211 883 1217 976 1345

NBL 52 82 52 82 58 91NBTNBRSBLSBTSBREBLEBTEBRWBL 65 167 65 168 72 185WBT 326 388 328 390 362 431WBRTOTAL 443 637 445 640 492 707

NBLNBT 133 137 134 138 148 152NBRSBLSBT 289 415 290 417 321 461SBR 163 239 164 240 181 265EBLEBTEBRWBL 6 19 6 19 7 21WBT 235 309 236 311 261 343WBR 323 430 325 432 359 477TOTAL 1149 1549 1155 1557 1277 1719

NBL 159 285 160 286 177 316NBTNBRSBLSBTSBREBLEBTEBRWBLWBT 415 463 417 465 461 514WBRTOTAL 574 748 577 751 638 830

NBL 7 6 7 6 8 7NBT 24 34 24 34 27 38NBR 1 6 1 6 1 7SBL 141 318 142 320 157 353SBT 34 52 34 52 38 58SBR 257 341 258 343 285 379EBL 159 174 160 175 177 193EBT 153 151 154 152 170 168EBR 6 3 6 3 7 3WBLWBTWBRTOTAL 782 1085 786 1091 870 1206

NBLNBT 48 48 48 48 53 53NBR 87 87 87 87 97 97SBL 15 80 15 80 17 89SBT 49 82 49 82 54 91SBREBL 13 26 13 26 14 29EBT 275 395 276 397 305 439EBR 13 55 13 55 14 61WBLWBTWBRTOTAL 500 773 501 775 554 859

NBLNBTNBRSBL 284 383 285 385 315 425SBT 12 44 12 44 13 49SBREBL 138 142 139 143 153 158EBT 260 390 261 392 289 433EBR 7 23 7 23 8 26WBLWBTWBRTOTAL 701 982 704 987 778 1091

2030

4 - Front Street and Wilson Avenue

3 - Front Street and State Street

2 - Front Street and Central Avenue

2009 2010

Annual Growth Rate (Urban Non-Int.)* =

Route 62

Existing Year Year Year

Smart Transportation Study

5 - Petroleum Avenue and 1st Street

6 - 1st Street and Central Avenue

7 - 1st Street and State Street

1 - Petroleum Street and Front Street

0.500%

*Growth Rate suggested by PennDOT

AM PM AM PM AM PM20302009 2010

Annual Growth Rate (Urban Non-Int.)* =

Route 62

Existing Year Year Year

Smart Transportation Study

NBLNBT 147 257 148 258 163 285NBR 2 2 2 2 2 2SBLSBTSBREBL 12 28 12 28 13 31EBT 374 488 376 490 415 542EBR 150 265 151 266 167 294WBLWBTWBRTOTAL 685 1040 689 1044 760 1154

NBL 1 10 1 10 1 11NBT 404 427 406 429 449 474NBRSBLSBT 370 472 372 474 411 524SBR 6 13 6 13 7 14EBL 11 36 11 36 12 40EBTEBR 12 18 12 18 13 20WBLWBTWBRTOTAL 804 976 808 980 893 1083

NBL 48 89 48 89 53 99NBT 401 433 403 435 445 481NBRSBLSBT 382 484 384 486 424 537SBR 0 6 0 6 0 7EBL 4 4 4 4 4 4EBTEBR 48 82 48 82 53 91WBLWBTWBRTOTAL 883 1098 887 1102 979 1219

NBL 3 3 3 3 3 3NBT 44 57 44 57 49 63NBR 25 72 25 72 28 80SBL 103 229 104 230 114 254SBT 32 35 32 35 36 39SBR 5 2 5 2 6 2EBL 2 5 2 5 2 6EBT 0 1 0 1 0 1EBR 0 4 0 4 0 4WBL 23 82 23 82 26 91WBT 1 3 1 3 1 3WBR 99 191 99 192 110 212TOTAL 337 684 338 686 375 758



14 - 2nd Street and Imperial Street

10 - Front Street and Imperial Street

11 - Front Street and 2nd Street

12 - 2nd Street and Wilson Avenue

13 - 2nd Street and Pine Street

8 - 1st Street and Wilson Avenue

Appendix D


Appendix D: Traffic Signal Inventory

�

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HCM Signalized Intersection Capacity Analysis ROUTE 62 1: W. Front Street & Petroleum Street ��

�� !��"#�� $

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 2: W. Front Street & Central Avenue ��

�� !��"#��

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HCM Signalized Intersection Capacity Analysis ROUTE 62 3: E. Front Street & Veterans Memorial Bridge ��

�� !��"#�� 1

��% � �" &'( &'� &'� )'( )'� )'� �'( �'� �'� �'( �'� �'�(� �*��+��,�"��-.�,� �/%!�0 5 �13 1�1 $11 �4� $51�6 �7�8�/%!�!0 $� $� $� $� $� $� $� $� $� $� $� $� (� �)�6"�� $� $� $� $ $$ $� $� $� $� $� $� $39�6 �/:0 �$: $: �$: ��:��"�(�-"�"�� /-0 3; 3; 3; 3; 3; 3; (� ��"�;�7�"�� $; $; $; $; $; $; 7�!<=�! 6><�? - $; $; ;�4 $; $; ;��7!<=�! 6><�? - $; $; $; $; $; $; 7�" $; $; ;43 $; $; ;437"��" �" 6 ;�3 $; $; $; $; $; �"6;�7�8�/!��"0 $5�� $��2 $3�� $�$ $�$� $�5�7"�� "" 6 ;�3 $; $; $; $; $; �"6;�7�8�/! ��0 $5�� $��2 $3�� $�$ $�$� $�5�� ?��,��+�"��=��@7 ;�� ;�� ;�� ;�1 ;�1 ;�1 ;�$ ;�$ ;�$ ;4� ;4� ;4��6A;�7�8�/%!�0 5 �31 12� $4� 1�3 $41�� 6,�"��/%!�0 $�$ $�$(� �9��,!�7�8�/%!�0 5 �31 $�5 $4� 1�3 5�*��+;�� 6-;�/B>��0 $ $ � 1 1 �@ %��. �� -�/:0 �: �: �: 1: 1: 1: : : : : : :�,��! � �� " �" 6��- - 4 � 5� ��"" 6��- - 4 4 5��"," 6�9� �=�9�/-0 11; 11; 11; ��; ��; ��; &++ �"�% �9� �=��/-0 11; 11; 11; ��; ��; ��; ��"," 6��>*��"�� ;3$ ;3$ ;3$ ;12 ;12 ;12* �� /-0 3; 3; 3; 3; 3; 3; (� �9�!�*!�/%!�0 4�5 � $ ��3 525 53 3��%>-��"��" � ;$2 ;$ � ;$�%>-��"�� ; ;$� ; 2%>��"�� ; $ ;�4 ;�1 ;�� ;3 ;$ ��+�� =�6$ �;� �;� 4;� $3;4 $�;$ $2;�� --��7�"�� $; $; $; $; 3 $; $; �� "�� =�6� ; ;4 ;� $;$ �;� ;1� ��/-0 �;� $ ; �;5 $�;� $�;� $3;$( % ��+�� %�� ' ' '�!!�� /-0 ; �;� $�;� $4;$�!!��(�� ' '

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 4: E. Front Street & Wilson Avenue ��

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HCM Signalized Intersection Capacity Analysis ROUTE 62 5: W. 1st Street & Petroleum Street ��

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HCM Signalized Intersection Capacity Analysis ROUTE 62 6: W. 1st Street & Central Avenue ��

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��% � �" &'( &'� &'� )'( )'� )'� �'( �'� �'� �'( �'� �'�(� �*��+��,�"��-.�,� �/%!�0 $1 ��3 $1 24 4� $3 2� �6 �7�8�/%!�!0 $� $� $� $� $� $� $� $� $� $� $� $� (� �)�6"�� $� $ $� $� $� $� $� $1 $� $ $ $�9�6 �/:0 �1: $: : 1:��"�(�-"�"�� /-0 3; 3; 3; 3; (� ��"�;�7�"�� ;�3 $; $; $; 7�!<=�! 6><�? - $; $; $; $; 7!<=�! 6><�? - $; $; $; $; 7�" ;�� ;�$ $; $; 7"��" �" 6 $; $; ;�3 $; �"6;�7�8�/!��"0 1$ � $��3 $353 $5247"�� "" 6 $; $; ;53 $; �"6;�7�8�/! ��0 1$ � $��3 $ 51 $524� ?��,��+�"��=��@7 ;4� ;4� ;4� ;�� ;�� ;�� ;4$ ;4$ ;4$ ;�5 ;�5 ;�5�6A;�7�8�/%!�0 $3 1$5 $3 3� $ � � 52 �� 6,�"��/%!�0 2 �$ (� �9��,!�7�8�/%!�0 12� �3 � 52 *��+;�� 6-;�/B>��0 $ 3 3 $ � �@ %��. �� -�/:0 �: �: �: �: �: �: $: $: $: 5: 5: 5:�,��! � �� " �" 6��- - 2 � 5� ��"" 6��- - 2 5��"," 6�9� �=�9�/-0 2 ;$ 4;5 4;5 4;5&++ �"�% �9� �=��/-0 2 ;$ 4;5 4;5 4;5��"," 6��>*��"�� ;54 ;$3 ;$3 ;$3* �� /-0 3; 3; 3; 3; . �� &G" �-��/-0 1; 1; 1; 1; (� �9�!�*!�/%!�0 �$�� 5 $35 �2$%>-��"��" � ; 2 ; 2%>-��"�� ;$$ ; �%>��"�� ;$5 ;�� ;$1 ;��+�� =�6$ 1;1 ��;1 �$;4 ��;�� --��7�"�� $; $; $; $; �� "�� =�6� ;� ;5 ;2 ;5� ��/-0 1;3 ��;� ��;� ��;4( % ��+�� %�� * * *�!!�� /-0 1;3 ; ��;� ��;��!!��(�� * *

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HCM Signalized Intersection Capacity Analysis ROUTE 62 7: E. 1st Street & State Street ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 8: E. 1st Street & Wilson Avenue ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 10: Imperial Street & E. Front Street ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 11: E.2nd Street & E. Front Street ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 12: E.2nd Street & Wilson Avenue ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 13: E.2nd Street & Pine Street ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 14: Imperial Street & E.2nd Street ��

�� !��"#�� $1

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 19: E. 1st Street & E. Front Street ��

�� !��"#�� $2

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 121: E. 2nd Alley & Wilson Avenue ��

�� !��"#�� $3

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HCM Signalized Intersection Capacity Analysis ROUTE 62 1: W. Front Street & Petroleum Street ��

�� !��"#�� $

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 2: W. Front Street & Central Avenue ��

�� !��"#��

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HCM Signalized Intersection Capacity Analysis ROUTE 62 3: E. Front Street & Veterans Memorial Bridge ��

�� !��"#�� 1

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 4: E. Front Street & Wilson Avenue ��

�� !��"#�� 2

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HCM Signalized Intersection Capacity Analysis ROUTE 62 5: W. 1st Street & Petroleum Street ��

�� !��"#�� 3

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HCM Signalized Intersection Capacity Analysis ROUTE 62 6: W. 1st Street & Central Avenue ��

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HCM Signalized Intersection Capacity Analysis ROUTE 62 7: E. 1st Street & State Street ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 8: E. 1st Street & Wilson Avenue ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 10: Imperial Street & E. Front Street ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 11: E.2nd Street & E. Front Street ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 12: E.2nd Street & Wilson Avenue ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 13: E.2nd Street & Pine Street ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 14: Imperial Street & E.2nd Street ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 19: E. 1st Street & E. Front Street ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 121: E. 2nd Alley & Wilson Avenue ��

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HCM Signalized Intersection Capacity Analysis ROUTE 62 1: W. Front Street & Petroleum Street �� 1 ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 2: W. Front Street & Central Avenue �� 1 ��

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HCM Signalized Intersection Capacity Analysis ROUTE 62 3: E. Front Street & Veterans Memorial Bridge �� 1 ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 4: E. Front Street & Wilson Avenue �� 1 ��

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HCM Signalized Intersection Capacity Analysis ROUTE 62 5: W. 1st Street & Petroleum Street �� 1 ��

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HCM Signalized Intersection Capacity Analysis ROUTE 62 6: W. 1st Street & Central Avenue �� 1 ��

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HCM Signalized Intersection Capacity Analysis ROUTE 62 7: E. 1st Street & State Street �� 1 ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 8: E. 1st Street & Wilson Avenue �� 1 ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 10: Imperial Street & E. Front Street �� 1 ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 11: E.2nd Street & E. Front Street �� 1 ��

�� !��"#�� $

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 12: E.2nd Street & Wilson Avenue �� 1 ��

�� !��"#�� $$

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 13: E.2nd Street & Pine Street �� 1 ��

�� !��"#�� $�

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 14: Imperial Street & E.2nd Street �� 1 ��

�� !��"#�� $1

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 19: E. 1st Street & E. Front Street �� 1 ��

�� !��"#�� $2

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 121: E. 2nd Alley & Wilson Avenue �� 1 ��

�� !��"#�� $3

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HCM Signalized Intersection Capacity Analysis ROUTE 62 1: W. Front Street & Petroleum Street �� 1 ��

�� !��"#�� $

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 2: W. Front Street & Central Avenue �� 1 ��

�� !��"#��

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HCM Signalized Intersection Capacity Analysis ROUTE 62 3: E. Front Street & Veterans Memorial Bridge �� 1 ��

�� !��"#�� 1

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 4: E. Front Street & Wilson Avenue �� 1 ��

�� !��"#�� 2

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HCM Signalized Intersection Capacity Analysis ROUTE 62 5: W. 1st Street & Petroleum Street �� 1 ��

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HCM Signalized Intersection Capacity Analysis ROUTE 62 6: W. 1st Street & Central Avenue �� 1 ��

�� !��"#�� 5

��% � �" &'( &'� &'� )'( )'� )'� �'( �'� �'� �'( �'� �'�(� �*��+��,�"��-.�,� �/%!�0 �5 1�3 33 24 41 4 4� �6 �7�8�/%!�!0 $� $� $� $� $� $� $� $� $� $� $� $� (� �)�6"�� $� $ $� $� $� $� $� $1 $� $ $ $�9�6 �/:0 �1: $: : 1:��"�(�-"�"�� /-0 3; 3; 3; 3; (� ��"�;�7�"�� ;�3 $; $; $; 7�!<=�! 6><�? - $; ;�4 $; $; 7!<=�! 6><�? - $; $; ;�� $; 7�" ;�4 ;�$ $; $; 7"��" �" 6 $; $; ;�3 $; �"6;�7�8�/!��"0 1�� $�25 $5�1 $��7"�� "" 6 $; $; ;34 $; �"6;�7�8�/! ��0 1�� $�25 �45 $�� ?��,��+�"��=��@7 ;�� ;�� ;�� ;�� ;�� ;�� ;42 ;42 ;42 ;�� ;�� ;��9��8"��7�"��/%!�0 $$$: $$$: $$$: $$$: $$$: $$$: $$$: $$$: $$$: $$$: $$$: $$$:�6A;�7�8�/%!�0 1$ 2�� 55 51 $$ $$� $$3 �� 6,�"��/%!�0 4 45 (� �9��,!�7�8�/%!�0 355 4� $$� $$3 *��+;�� 6-;�/B>��0 $2 � � $2 $1 $$ $$ $1@ %��. �� -�/:0 �: �: �: �: �: �: $: $: $: $: $: $:�,��! � �� " �" 6��- - 2 � 5� ��"" 6��- - 2 5��"," 6�9� �=�9�/-0 3 ;1 $�;� $�;� $�;�&++ �"�% �9� �=��/-0 3 ;1 $�;� $�;� $�;��"," 6��>*��"�� ;5� ;$4 ;$4 ;$4* �� /-0 3; 3; 3; 3; . �� &G" �-��/-0 1; 1; 1; 1; (� �9�!�*!�/%!�0 ��24 1 4 $�2 1 3%>-��"��" ; 3 ; �%>-��"�� ;$� � ;$$%>��"�� ;�3 ;�4 ;52 ;14��+�� =�6$ 2;1 �5;$ �4; �5;5�� --��7�"�� $; $; $; $; �� "�� =�6� ;1 ;3 �;� ;4� ��/-0 2;5 �5;5 13;� ��;2( % ��+�� %�� * � *�!!�� /-0 2;5 ; �5;5 1$;5�!!��(�� * *

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HCM Signalized Intersection Capacity Analysis ROUTE 62 7: E. 1st Street & State Street �� 1 ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 8: E. 1st Street & Wilson Avenue �� 1 ��

�� !��"#�� 4

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 10: Imperial Street & E. Front Street �� 1 ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 11: E.2nd Street & E. Front Street �� 1 ��

�� !��"#�� $

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 12: E.2nd Street & Wilson Avenue �� 1 ��

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 13: E.2nd Street & Pine Street �� 1 ��

�� !��"#�� $�

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HCM Unsignalized Intersection Capacity Analysis ROUTE 62 14: Imperial Street & E.2nd Street �� 1 ��

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Appendix E


Appendix E: Synchro HCM Reports

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Appendix F


Appendix F: Funding Analysis

Tran

sit a

nd B

icyc

le

Age

ncy

Gra

nt/F

undi

ng R

esou

rce

Des

crip

tion

/Elig

ibili

ty

Win

dow

of O

ppor

tuni

ty

Econ

omic

Dev

elop

men

t A

dmin

istr

atio

n (E

DA

)

Plan

ning

Pro

gram

Pu

blic

Wor

ks a

nd E

cono

mic

Dev

elop

men

t Fa

cilit

ies

Prog

ram

Co

mm

unity

Infr

astr

uctu

re A

RRA

Gra

nt

Plan

ning

initi

ativ

es d

esig

ned

to c

reat

e an

d re

tain

hig

her-

skill

, hig

her-

wag

e jo

bs, i

n ec

onom

ical

ly d

istr

esse

d re

gion

s. A

ssis

t loc

al a

nd re

gion

al o

rgan

izat

ions

with

thei

r sh

ort a

nd lo

ng te

rm p

lann

ing

effo

rts.

w

ww

.eda

.gov

/PD

F/FY

09-E

DA

P-FF

O-F

INA

L.pd

f Co

nstr

uctio

n or

reha

bilit

atio

n of

ess

entia

l pub

lic in

fras

truc

ture

and

faci

litie

s

ww

w.a

rc.g

ov/i

ndex

.do?

node

Id=3

320

$246

,000

,000

app

ropr

iate

d A

pplic

atio

n de

adlin

e - J

une

30,

2011

FHW

A

Capi

tal I

nves

tmen

ts in

Sur

face

Tr

ansp

orta

tion

Infr

astr

uctu

re (A

RRA

) (T

IGER

gra

nts)

Fe

dera

l Tra

nspo

rtat

ion

Fund

ing

Repl

enis

hed

the

Hig

hway

Tru

st F

und

Tran

spor

tatio

n pr

ojec

ts to

be

prov

ided

to a

Sta

te, l

ocal

gov

ernm

ent,

tran

sit a

genc

y or

col

labo

ratio

n am

ong

such

en

titie

s w

ith lo

ng-t

erm

out

com

es o

r job

cre

atio

n, in

nova

tion

and

stem

par

tner

ship

s. S

afe

Rout

es to

Sch

ools

; Tr

ansp

orta

tion

Enha

ncem

ents

; Rec

reat

iona

l Tra

ils; S

ceni

c By

way

s; a

nd th

e U

.S. B

icyc

le R

oute

Sys

tem

w

ww

.fhw

a.do

t.go

v/ec

onom

icre

cove

ry/i

ndex

.htm

w

ww

.am

eric

antr

ails

.org

/rtp

/Obe

rsta

r-tr

ansp

orta

tion-

plan

-Jun

e-20

09.h

tml

$600

,000

,000

is a

vaila

ble

thro

ugh

Sept

embe

r 30,

201

2

Cong

estio

n M

anag

emen

t and

Air

Qua

lity

Impr

ovem

ent P

rogr

am (C

MA

Q)

Proj

ects

that

red

uce

crite

ria a

ir p

ollu

tant

s re

gula

ted

from

tran

spor

tatio

n-re

late

d so

urce

s ov

er a

per

iod

of fi

ve

year

s.

$8.6

bill

ion

dolla

rs in

fund

s to

Sta

te D

OTs

, MPO

s, a

nd

tran

sit a

genc

ies

PEN

ND

OT

Urb

an T

rans

it O

pera

ting

Ass

ista

nce

Prog

ram

Fu

nd p

rovi

ded

to c

over

cos

ts in

curr

ed in

the

daily

ope

ratio

n of

loca

l pub

lic tr

ansp

orta

tion.

Th

e an

nual

am

ount

of f

undi

ng is

det

erm

ined

by

legi

slat

ive

form

ula.

U

rban

Cap

ital A

ssis

tanc

e Pr

ogra

m

Prov

ide

gran

ts to

loca

l ope

rato

rs o

f pub

lic tr

ansp

orta

tion

syst

em.

Loca

l mat

chin

g fu

nds

are

requ

ired

.

Hom

etow

n St

reet

s; S

afe

Rout

es to

Sch

ool

Impr

ove

the

qual

ity o

f life

in o

ur c

omm

uniti

es.

Stre

etsc

ape

impr

ovem

ents

for

dow

ntow

ns a

nd c

omm

erci

al

cent

ers;

and

saf

e w

alki

ng a

nd b

ikin

g pa

ssag

es to

our

sch

ools

. w

ww

.dot

.sta

te.p

a.us

/Pen

ndot

/Bur

eaus

/CPD

M/P

rod/

Safe

rout

e.ns

f/gu

idan

ce?O

penP

age

ww

w.s

mar

t-tr

ansp

orta

tion.

com

Mat

chin

g fu

nds

– ut

ilize

s fe

dera

l fun

d; m

atch

is 2

0% o

f the

to

tal p

roje

ct c

osts

.

Penn

sylv

ania

Com

mun

ity T

rans

port

atio

n In

itiat

ive

(PCT

I) (S

mar

t Tra

nspo

rtat

ion)

Tr

ansp

orta

tion

Impr

ovem

ent P

rogr

am (T

IP) s

uppo

rts

pote

ntia

l pro

ject

s th

at e

xhib

it Sm

art T

rans

port

atio

n pr

inci

ples

.

$60

mill

ion

dolla

rs o

f fed

eral

and

sta

te tr

ansp

orta

tion

fund

s w

ill b

e m

ade

avai

labl

e. P

roje

cts

may

rec

eive

up

to $

5 m

illio

n do

llars

(no

mor

e th

an $

300,

00 d

olla

rs fo

r pla

nnin

g ac

tiviti

es) f

or p

roje

cts.

App

lican

ts m

ust r

eque

st fu

nds

thro

ugh

Penn

DO

T’s

Cent

er fo

r Pro

gram

Dev

elop

men

t and

M

anag

emen

t.

Fede

ral T

rans

it

Adm

inis

trat

ion

Bus

and

Bus

Faci

litie

s; R

ail a

nd F

ixed

G

uide

way

Mod

erni

zatio

n (5

309)

New

and

rep

lace

men

t bus

es, r

elat

ed e

quip

men

t, a

nd fa

cilit

ies.

M

oder

niza

tion

of e

xist

ing

rail

syst

ems,

new

and

re

plac

emen

t bus

es a

nd fa

cilit

ies,

new

fixe

d gu

idew

ay s

yste

ms

w

ww

.fta.

dot.

gov/

fund

ing/

gran

ts/g

rant

s_fin

anci

ng_3

557.

htm

l w

ww

.fta.

dot.

gov/

fund

ing/

gran

ts/g

rant

s_fin

anci

ng_3

558.

htm

l

Dis

cret

ion

fund

s m

ust b

e sp

ent i

n th

ree

fisca

l yea

rs.

Mat

ch: 8

0 %

Fed

eral

, 20

% lo

cal

allo

catio

n m

ust b

e sp

ent

in th

ree

year

s E

lm S

tree

t -A

dmin

- $22

5,00

0

Rein

vest

men

t- $

225,

000/

year

Dep

artm

ent o

f Com

mun

ity

and

Econ

omic

Dev

elop

men

t (D

CED

)

Gro

win

g G

reen

er II

Ca

pita

l im

prov

emen

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ts a

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cost

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rect

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h ph

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uild

ing

impr

ovem

ents

suc

h as

the

acqu

isiti

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nd p

re-d

evel

opm

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osts

A

nnua

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ding

ran

ge b

etw

een

$250

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to $

500,

000

Com

mun

ity A

ctio

n Te

am P

re-d

evel

opm

ent

Gra

nt to

Loa

n Pr

ogra

m

Earl

y st

age

capi

tal,

to fa

cilit

ate

sket

ch p

lann

ing,

cos

t est

imat

ing,

mar

ket e

valu

atio

n, m

inim

al s

ite c

ontr

ol a

ctiv

ities

an

d ge

nera

l dev

elop

men

t coo

rdin

atio

n.

$75,

000

per

proj

ect;

onl

ine

appl

icat

ion

proc

ess

/ ac

cept

ed

thro

ugho

ut th

e fis

cal y

ear

Com

mun

ity R

evita

lizat

ion

Prog

ram

(CRP

) Pr

ovid

es g

rant

fund

s to

sup

port

loca

l ini

tiativ

es th

at p

rom

ote

com

mun

ity s

tabi

lity

and

qual

ity o

f life

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ndin

g va

ries

– e

lect

roni

c si

ngle

app

licat

ion

for a

ssis

tanc

e w

ww

.new

PA.c

om; M

arch

21,

2011

sub

mis

sion

dea

dlin

e Co

mm

unity

& M

unic

ipal

Fac

ilitie

s A

ssis

tanc

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m

Impr

ove

the

stab

ility

of t

he c

omm

unity

; pro

mot

e ec

onom

ic a

nd/o

r co

mm

unity

dev

elop

men

t, im

prov

e ex

istin

g an

d/or

dev

elop

new

civ

ic, c

ultu

ral,

recr

eatio

nal,

indu

stri

al, a

nd o

ther

faci

litie

s or

act

iviti

es.

Fund

ing

vari

es –

ele

ctro

nic

sing

le a

pplic

atio

n fo

r ass

ista

nce

ww

w.n

ewPA

.com

; Mar

ch 2

1,20

11 s

ubm

issi

on d

eadl

ine

Elm

Str

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am

Revi

taliz

atio

n of

resi

dent

ial a

nd m

ixed

use

nei

ghbo

rhoo

ds; a

dmin

istr

atio

n ca

ts to

sup

port

an

Elm

Str

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rogr

am.

Fund

ing

– U

p to

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0,00

0. O

nlin

e ap

plic

atio

n pr

oces

s or

pr

inte

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py.

App

licat

ions

may

be

subm

itted

at a

ny ti

me.

Mai

n St

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Pro

gram

Ph

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prov

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ts s

uppo

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by

dow

ntow

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an fo

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inve

stm

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ompo

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, acq

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cost

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d ph

ysic

al b

uild

ing

impr

ovem

ents

for a

ncho

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mpo

nent

s.

Fund

ing

for

$115

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r a 5

yea

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riod

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ownt

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rein

vest

men

t and

anc

hor

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ing

com

pone

nts:

up

to

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or

not t

o ex

ceed

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of p

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osts

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Bike

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long

Coa

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Bike

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long

Pro

gram

El

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age

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mm

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clud

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bui

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ke tr

ails

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and

larg

e-sc

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bicy

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advo

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App

licat

ions

due

May

28,

Aug

27

and

Nov

26,

201

0 up

to $

10,0

00

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cle

Frie

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Com

mun

ities

Gra

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Cons

truc

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and

prom

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icyc

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cilit

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mar

ketin

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duca

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and

awar

enes

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ogra

mm

ing.

Su

ppor

ts b

icyc

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iend

ly c

omm

uniti

es th

at a

re d

emon

stra

ting

succ

ess,

em

ploy

ing

crea

tive

stra

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es, a

nd

show

ing

mar

ked

adva

ncem

ents

in b

ecom

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cycl

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A

nnua

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rang

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twee

n $5

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15,0

00

Stre

etsc

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Enha

ncem

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Age

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undi

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Win

dow

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Plan

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Pro

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Pu

blic

Wor

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cono

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Dev

elop

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cilit

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Co

mm

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Infr

astr

uctu

re A

RRA

Gra

nt

Plan

ning

initi

ativ

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esig

ned

to c

reat

e an

d re

tain

hig

her-

skill

, hig

her-

wag

e jo

bs, i

n ec

onom

ical

ly d

istr

esse

d re

gion

s. A

ssis

t loc

al a

nd re

gion

al o

rgan

izat

ions

with

thei

r sh

ort a

nd lo

ng te

rm p

lann

ing

effo

rts.

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ww

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INA

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f Co

nstr

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reha

bilit

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n of

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lic in

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truc

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sing

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Dev

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UD

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Com

mun

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lock

Gra

nt (C

DBG

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ARR

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fund

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ousi

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nd in

fras

truc

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inis

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pro

gram

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ually

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quir

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Hom

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afe

Rout

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Sch

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Impr

ove

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qual

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in o

ur c

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Stre

etsc

ape

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ents

for

dow

ntow

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omm

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cent

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saf

e w

alki

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nd b

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g pa

ssag

es to

our

sch

ools

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ww

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w.s

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com

Mat

chin

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atch

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f the

to

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Penn

sylv

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Com

mun

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rans

port

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itiat

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(PCT

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mar

t Tra

nspo

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Tr

ansp

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ovem

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IP) s

uppo

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pote

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ject

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xhib

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dolla

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sta

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ill b

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ade

avai

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roje

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up

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5 m

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llars

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mor

e th

an $

300,

00 d

olla

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or p

roje

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App

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ust r

eque

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thro

ugh

Penn

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Cent

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r Pro

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Dev

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anag

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Dep

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mun

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and

Econ

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CED

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Gro

win

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reen

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Ca

pita

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prov

emen

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ts a

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ose

cost

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rect

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uild

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impr

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ents

suc

h as

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acqu

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opm

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osts

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nnua

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etw

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to $

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ctio

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am P

re-d

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tal,

to fa

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lann

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cos

t est

imat

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mar

ket e

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atio

n, m

inim

al s

ite c

ontr

ol a

ctiv

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an

d ge

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elop

men

t coo

rdin

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$75,

000

per

proj

ect;

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ine

appl

icat

ion

proc

ess

/ ac

cept

ed

thro

ugho

ut th

e fis

cal y

ear

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n St

reet

Pro

gram

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ysic

al im

prov

emen

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uppo

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by

dow

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an fo

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ntow

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inve

stm

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ompo

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uisi

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d ph

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uild

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impr

ovem

ents

for a

ncho

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ldin

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mpo

nent

s.

Fund

ing

for

$115

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r a 5

yea

r pe

riod

. D

ownt

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men

t and

anc

hor

build

ing

com

pone

nts:

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to

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ceed

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Dra

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prov

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or A

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dmin

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Publ

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nom

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ww

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ities

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ion

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Loan

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fras

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Impr

ove

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mun

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To d

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ctiv

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neig

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ters

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pub

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orks

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port

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mun

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Fund

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Fund

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Appendix G


Appendix G: GAP Analysis


P a g e | i

Table of Contents Appendix G.1 GAP Analysis ........................................................................................................................... 1

Appendix G.1.1: Oil City Study Area / Gap Analysis Results ..................................................................... 1

Appendix G.1.2: Oil City (2 Mile Radius) / Gap Analysis Results ............................................................... 3

Appendix G.1.3: Oil City Surrounding Area (8 Mile Radius) / Gap Analysis Results ................................. 5

Appendix G.1.4: Oil City Study Area .......................................................................................................... 9

Appendix G.1.5: Oil City (2 Mile Radius) ................................................................................................. 11

Appendix G.1.6: Oil City Surrounding Area (8 Mile Radius) .................................................................... 13

Appendix G


P a g e | 1

Appendix G.1 GAP Analysis For reference, opportunity gaps indicate the expenditure of local dollars outside of the community (goods and services not adequately provided for in the local community) and the surplus gaps of goods and services provided in the City or Surrounding Area that meet regional demand.

Appendix G.1.1: Oil City Study Area / Gap Analysis Results

The data indicates that the Oil City Study Area may be able to support a motor vehicle and parts dealer, gasoline station, a general merchandise store, or clothing and clothing accessory store. The data also indicates that the Oil City Study Area is meeting a regional demand for electronics and appliances, building materials and garden equipment, food and beverage products, health and personal care facilities and products, and food services and drinking places. Utilizing a gap analysis provides an initial indicator for retail and services opportunities for a selected region, therefore further market study and analysis is considered prudent.

Table G.1-1: Oil City Study Area Opportunity Gap & Opportunity Surplus Oil City Study Area Opportunity Gap & Opportunity Surplus

Opportunity Gaps: Opportunities for new or expanded stores. Local resident demand exceeds local store supply of goods or services for the following:

$463,797 for Motor Vehicle and Parts Dealers (automotive dealers) $64,519 for Furniture and Home Furnishings $696,896 for Gasoline Stations (stations with or without convenience stores) $209,647 for Clothing and Clothing Accessory products (clothing, shoe, jewelry, luggage, and leather

stores) $65,405 for Sporting Goods, Hobby, Book, Music products (sporting goods, books, periodical, and

musical instrument stores) $599,933 for General Merchandise Store products (department stores) $37,640 for Miscellaneous Store products (florists, office supplies, gifts, and used merchandise stores) $390,795 for Non-Store Retailers

Opportunity Surplus: Opportunities to meet regional demand. Local store supply of goods and services in this area exceeds local resident demand. This indicates that people from outside the area come here to purchase the following products.

$107,918 for Electronics and Appliances (appliance, electronic, computer and software, camera equipment stores)

$291,472 for Building Materials, Garden Equipment Store products $1,439,426 for Food and Beverage Store products (grocery, specialty foods, beer, wine, & liquor stores) $966,146 for Health and Personal Care Store products (health and personal care merchandise from

fixed point-of-sale locations – which may include Doctors, Physicians, Counselors, as staff) $112,602 for Food Service and Drinking Places (full service restaurants, limited service restaurants,

special food services, and drinking places)

Source: 2010 Claritas Inc., GAP Report

Appendix G


P a g e | 2

Factors such as location as well as local and regional demand must be further analyzed through a feasibility study by the private sector to validate the potential for the following additional business establishments and number of employees. Current land use regulations with respect to retail favor small to medium sized retail operations.

Table G.1-2: Oil City Study Area Business Overview – Existing Conditions Oil City Study Area Business Overview

Total Total Business Description Establishments Employees Industries (All) 92 666 Industries (Private Sector) 73 431 Industries (Government and Non-Profit) 19 235 Retail (All Retail) 30 186 Building Materials and Garden Supply 1 6 General Merchandise Stores 1 6 Food Stores 6 33 Auto Dealers and Gas Stations 2 3 Apparel and Accessory Stores 0 0 Home Furniture, Furnishings and Equipment 3 15 Eating and Drinking Places 10 61 Miscellaneous Retail Stores 7 62 Service (All) 34 268 Hotel and Other Lodging 0 0 Personal Services 4 9 Business Services 2 3 Motion Picture and Amusement 1 6 Health Services 10 57 Legal Services 1 2 Educational Services 1 11 Social Services 5 150 Misc, Membership Orgs and Non-classified 10 30

Source: 2010 Claritas Inc.

Appendix G


P a g e | 3

Appendix G.1.2: Oil City (2 Mile Radius) / Gap Analysis Results

The data indicates that the two mile radius within Oil City may be able to support in addition to the current businesses, motor vehicle and parts dealer, furniture and home furnishing store, electronics and appliance store, food and beverage store, health and personal care store, gasoline station, clothing and clothing accessory store, sporting goods, hobby and music store, general merchandise store, and a food service and drinking place. The data also indicates that the geographic region is meeting a regional demand for building materials and garden equipment. Utilizing a gap analysis provides an initial indicator for retail and services opportunities for a selected region; therefore further market study and analysis is considered prudent.

Table G.1-3: Oil City (2 Mile Radius) Opportunity Gap & Opportunity Surplus

Oil City (2 Mile Radius) Opportunity Gap – Opportunity Surplus Opportunity Gaps: Opportunities for new or expanded stores. Local resident demand exceeds local store supply of goods or services for the following:

$10.8 million for Motor Vehicle and Parts Dealers (automotive dealers) $3.0 million for Furniture and Home Furnishings $1.1 million for Electronics and Appliances (appliance, electronic, computer and software, camera

equipment stores) $10.1 million for Food and Beverage Store products (grocery, specialty foods, beer, wine, & liquor

stores) $2.5 million for Health and Personal Care Store products (health and personal care merchandise from

fixed point-of-sale locations – which may include Doctors, Physicians, Counselors, as staff) $4.4 million for Gasoline Stations (stations with or without convenience stores) $7.0 million for Clothing and Clothing Accessory products (clothing, shoe, jewelry, luggage, and leather

stores) $2.3 million for Sporting Goods, Hobby, Book, Music products (sporting goods, books, periodical, and

musical instrument stores) $22.8 million for General Merchandise Store products (department stores) $1.7 million for Miscellaneous Store products (florists, office supplies, gifts, and used merchandise

stores) $14.1 million for Non-Store Retailers $12.5 for Food Service and Drinking Places (full service restaurants, limited service restaurants, special

food services, and drinking places)


$2.1 million for Building Materials, Garden Equipment Store products

Source: 2010 Claritas Inc., Gap Report

Appendix G


P a g e | 4


Table G.1-4: Oil City (2 Mile Radius) Business Overview – Existing Conditions Oil City (2 Mile Radius) Business Overview

Total Total Business Description Establishments Employees Industries (All) 490 6,308 Industries (Private Sector) 376 4,909 Industries (Government and Non-Profit) 114 1,399 Retail (All Retail) 94 568 Building Materials and Garden Supply 5 31 General Merchandise Stores 3 17 Food Stores 12 103 Auto Dealers and Gas Stations 7 31 Apparel and Accessory Stores 3 3 Home Furniture, Furnishings and Equipment 11 35 Eating and Drinking Places 29 243 Miscellaneous Retail Stores 24 105 Service (All) 219 2,111 Hotel and Other Lodging 2 51 Personal Services 44 134 Business Services 31 495 Motion Picture and Amusement 7 19 Health Services 29 166 Legal Services 13 59 Educational Services 14 436 Social Services 28 537 Misc, Membership Orgs and Non-classified 51 214


Appendix G


P a g e | 5

Appendix G.1.3: Oil City Surrounding Area (8 Mile Radius) / Gap Analysis Results

The data indicates that Oil City and the Surrounding Area (8 Mile Radius) may be able to support a furniture and home furnishing store, food and beverage store, clothing and clothing accessory store, sporting goods, hobby and music store, general merchandise store, and a food service and drinking place. The data also indicates that Oil City and the Surrounding Area is meeting a regional demand for automotive and tire sales, electronics and appliance stores, building material and garden equipment stores, health and personal care stores, gasoline stations, as well general merchandise stores. Utilizing a gap analysis provides an initial indicator for retail and services opportunities for a selected region, therefore further market study and analysis is considered prudent.

Table G.1-5: Oil City Surrounding Area (8 Mile Radius) Opportunity Gap – Opportunity Surplus Oil City Surrounding Are (8 Mile Radius) Opportunity Gap – Opportunity Surplus

Opportunity Gaps: Opportunities for new or expanded stores. Local resident demand exceeds local store supply of goods or services for the following:

$4.6 million for Furniture and Home Furnishings $12.1 million for Food and Beverage Store products (grocery, specialty foods, beer, wine, & liquor

stores) $9.3 million for Clothing and Clothing Accessory products (clothing, shoe, jewelry, luggage, and leather

stores) $3.7 million for Sporting Goods, Hobby, Book, Music products (sporting goods, books, periodical, and

musical instrument stores) $0.2 million for Miscellaneous Store products (florists, office supplies, gifts, and used merchandise

stores) $26.7 million for Non-Store Retailers $26.6 for Food Service and Drinking Places (full service restaurants, limited service restaurants, special

food services, and drinking places)


$17.9 million for Motor Vehicle and Parts Dealers (automotive dealers) $3.9 million for Electronics and Appliances (appliance, electronic, computer and software, camera

equipment stores) $15.9 million for Building Materials, Garden Equipment Store products $1.8 million for Health and Personal Care Store products (health and personal care merchandise from

fixed point-of-sale locations – which may include Doctors, Physicians, Counselors, as staff) $0.3 million for Gasoline Stations (stations with or without convenience stores) $45.5 million for General Merchandise Store products (department stores)

Source: 2010 Claritas Inc., Gap Report

Appendix G


P a g e | 6


Table G.1-6: Oil City Surrounding Area (8 Mile Radius) Business Overview – Existing Conditions

Oil City Surrounding Area (8 Mile Radius) Business Overview

Total Total Business Description Establishments Employees Industries (All) 1,601 21,620 Industries (Private Sector) 1,262 17,285 Industries (Government and Non-Profit) 399 4,335 Retail (All Retail) 324 3,861 Building Materials and Garden Supply 16 174 General Merchandise Stores 13 746 Food Stores 29 377 Auto Dealers and Gas Stations 54 415 Apparel and Accessory Stores 11 37 Home Furniture, Furnishings and Equipment 31 128 Eating and Drinking Places 85 1,084 Miscellaneous Retail Stores 85 900 Service (All) 687 7,622 Hotel and Other Lodging 10 138 Personal Services 158 505 Business Services 89 2,029 Motion Picture and Amusement 32 197 Health Services 142 2,297 Legal Services 32 138 Educational Services 30 809 Social Services 71 1,020 Misc, Membership Orgs and Non-classified 123 489


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Appendix G


P a g e | 9

Appendix G.1.4: Oil City Study Area

Retail Store Type

Appendix G


P a g e | 10


Food Away From Home


Appendix G


P a g e | 11

Appendix G.1.5: Oil City (2 Mile Radius)

Retail Store Type

Appendix G


P a g e | 12


Food Away From Home


Appendix G


P a g e | 13

Appendix G.1.6: Oil City Surrounding Area (8 Mile Radius)

Retail Store Type

Appendix G


P a g e | 14

Note: All Retail Stores Total is NOT the sum of the other line items. Some line items are sub-categories of multiple

line items and could appear in more than one line item. Source: 2009 Claritas Inc.

Food Away From Home


Appendix H


Appendix H: Access Management

Introduction to Access Management and Sample Access Management Ordinance for Oil City

Access management is a means of controlling the ways in which vehicles can access major roadways, using techniques such as limiting the number of driveways and intersections with local roadways. Although it involves a sometimes complex balance of the need for local accessibility with the need for overall mobility, properly managed access is vital to the safety and efficiency of your community’s road network. Conversely, when highway access points are not managed effectively, accidents and congestion increase and a community’s quality of life can deteriorate. The Transportation Research Board’s (TRB) Access Management Manual defines access management as: ..the systematic control of the location, spacing, design, and operation of driveways, median openings, interchanges, and street connections to a roadway. It also involves roadway design applications, such as median treatments and auxiliary lanes, and the appropriate spacing of traffic signals. The purpose of access management is to provide vehicular access to land development in a manner that preserves the safety and efficiency of the transportation system. 10 Principals of Access Management

Provide a specialized roadway system Limit direct access to major roadways Promote intersection hierarchy Locate signals to favor through movements Preserve the functional area of intersections and interchanges Limit the number of conflict points Separate conflict areas Remove turning vehicles from through-traffic lanes Use non traversable medians to manage turn movements Provide a supporting street and circulation system

Benefits of Access Management An effectively implemented access management program can improve public safety and reduce traffic congestion. Studies show that as the number of access points increases, crash rates increase. In addition to fatalities and injuries, roadway incidents are responsible for nearly 25 percent of delays. Access management ordinances only apply to new or altered development, not existing homes and businesses, so they will not immediately solve access problems that have already emerged. However, land uses change over time. For example, a house may become a business, or a current use may wish to expand. Having access management ordinances and a plan in place ensures that when changes do occur, sound access management techniques can be instituted. Model Ordinance Tiers The access management practices have been categorized into three tiers of model ordinance language based on ease of implementation; timeline to achieve desired outcomes; and the level of coordination required between the municipality, property owners, affected stakeholders, and PennDOT.

Tier 1 Tier 1 practices relate to the number and location of driveways and basic design elements that should be evaluated for every access. These practices should be implemented during the land development approval process and require coordination between the municipality, property owner, and possibly PennDOT. Additional practices such as shared driveways and internal access to outparcels attempt to consolidate access points among adjacent property owners. The practices included in this tier are generally the easiest to implement because they cost the least, take the least time to implement, and require the least amount of coordination between the property owner, municipality, and PennDOT. • Number of Driveways • Corner Clearance • Safe Sight Distance • Driveway Channelization • Joint and Cross Access • Access to Outparcels • Driveway Throat Length • Driveway Throat Width • Driveway Radius • Driveway Profile

Tier 2 Tier 2 practices involve more complex design elements for individual driveways, such as left turn lanes and deceleration lanes. Other practices, such as driveway and signalized intersection spacing, involve multiple driveways or off-site intersections. The practices in this tier can be implemented during the land development approval process, but they could require a higher level of coordination among the municipality, multiple property owners, and PennDOT. Some of the practices could require implementation through multiple land development approvals or a comprehensive project involving several properties. The practices in this tier can be more costly and require a longer period of time to implement than the practices in Tier 1 due to the participation of multiple property owners. • Auxiliary Lanes • Left Turn Lane • Acceleration Lane • Driveway Spacing • Signalized Intersection Spacing • Driveway Clearance from Interchange Ramps

Tier 3 Tier 3 includes roadway design and planning practices such as medians, two-way center left turn lanes, setbacks, frontage roads involving multiple driveways, intersections, and properties. These practices cover a much larger corridor or area and typically require the highest degree of coordination among property owners, the municipality, and PennDOT. In addition, this tier contains planning and regulatory tools such as the official map and zoning overlay districts to implement these types of practices. In most situations, these practices would require capital funding for implementation. These types of practices could require years to fully implement. These practices are more expensive, require much higher levels

of coordination between stakeholders, and much more time to implement than Tier 1 and Tier 2 practices. • Overlay Districts • Official Map • Two-way Left Turn Lanes • Frontage/Service Roads • Non-traversable Medians • Setbacks • Bonuses and Incentives • Pre-existing Access

References Access Management Model Ordinances for Pennsylvania Municipalities Handbook, PennDOT Access Management Manual, Transportation Research Board

ACCESS MANAGEMENT ORDINANCE FOR OIL CITY (adapted from Access Management Model Ordinances for Pennsylvania Municipalities Handbook, PennDOT)

Purpose The purpose of this ordinance is to provide vehicular access to land development in a manner that preserves the safety and efficiency of the transportation system. Access management encompasses the careful planning of the location, design and operation of driveways, median openings, interchanges, and street connections. If access systems are not properly designed, the primary transportation network, including arterials and highways, will be unable to accommodate the access needs of development and retain their primary transportation function. This ordinance is intended to promote safe and efficient travel within Oil City by limiting the number of conflict points, providing safe spacing standards between driveways, encouraging shared access between abutting properties, and ensuring safe access by emergency vehicles.

Applicability This ordinance shall apply to all arterials and collectors within the City, as identified herein, and to all properties which abut these roadways. List proposed streets

Conformance with Plans, Regulations, and Statutes This ordinance is generally consistent with of the comprehensive plan for Oil City. This ordinance also conforms with the requirements of the Pennsylvania Municipalities Planning Code and meets or exceeds the standards contained in Title 67, Chapter 441 of the Pennsylvania Code titled, Access To And Occupancy Of Highways By Driveways And Local Roads.”

Definitions 85th Percentile Speed – The speed, in miles per hour, which is exceeded by only 15 percent of the drivers traveling on a section of highway.

95th Percentile Queue Length - The queue exceeded at some point during 5 percent of the signal cycles.

Access – A driveway, street, or other means of passage of vehicles between the highway and abutting property, including acceleration and deceleration lanes and such drainage structures as may be necessary for proper construction and maintenance thereof. [67 PA Code Chapter 441]

Average Daily Traffic (ADT) – The total volume of traffic during a number of whole days (more than one day) and less than one year divided by the number of days in that period.

Design Speed – The maximum safe speed that can be maintained over a section of roadway when conditions are so favorable that the design features of the road govern.

Driveway – Every entrance or exit used by vehicular traffic to or from properties abutting a highway. The term includes proposed streets, lanes, alleys, courts, and ways. [67 PA Code Chapter 441]

Egress – The exit of vehicular traffic from abutting properties to a street.

Functional Area – The area beyond the physical intersection of two controlled access facilities that comprises decision and maneuver distance, and the required vehicle storage lengths.

High Volume Driveway – A driveway used or expected to be used by more than 1,500 vehicles per day. [67 PA Code Chapter 441]

Highways, Roads, or Streets – any highways, roads, or streets identified on the legally adopted municipal street or highway plan or the official map that carry vehicular traffic, together with all necessary appurtenances, including bridges, rights-of- way and traffic control improvements. The term shall not include the Interstate Highway System.

Ingress – The entrance of vehicular traffic to abutting properties from a street.

Internal Trips – Site-generated trips that occur between two or more land uses on the subject site without exiting onto the intersecting street.

Level of Service (LOS) – A qualitative measure describing the operational conditions within a section of roadway or at an intersection that includes factors such as speed, travel time, ability to maneuver, traffic interruptions, delay, and driver comfort. Level of service is described as a letter grade system (similar to a school grading system) where delay (in seconds) is equivalent to a certain letter grade from A through F.

Local Road – Every public highway other than a state highway. The term includes existing streets, lanes, alleys, courts, and ways. [67 PA Code Chapter 441]

Low Volume Driveway – A driveway used or expected to be used by more than 25 but less than 750 vehicles per day. [67 PA Code Chapter 441]

Medium Volume Driveway – A driveway used or expected to be used by more than 750 but less than 1,500 vehicles per day. [67 PA Code Chapter 441]

Minimum Use Driveway – A residential or other driveway that is used or expected to be used by not more than 25 vehicles per day. [67 PA Code Chapter 441]

Outparcel – A lot that is adjacent to the roadway that interrupts the frontage of another lot.

Pre-Existing Driveway – Permitted driveways in place at the time of the adoption of this ordinance that do not conform to the standards herein.

Right-of-Way – An area of land, measured from the centerline of the cartway that can be used by the public for travel and the location of utilities.

Right-of-Way Preservation – The acquisition of an area of land, through dedication or easement, needed to accommodate the future widening of the roadway.

Stopping Sight Distance – The distance required by a driver traveling at a given speed to stop the vehicle after an object on the roadway becomes visible to the driver.

Street – Includes street, avenue, boulevard, road, highway, freeway, parkway, lane, alley, viaduct, and any other ways used or intended to be used by vehicular traffic or pedestrians, whether private or public.

Trip – A one-directional vehicular trip to or from a site.

Trip Generation – The total number of vehicular trips going to and from a particular land use on a specific site during a specific time period.

A. Driveways

1) Number of Driveways

a) Only one access shall be permitted for a property.

b) An additional access or accesses shall be permitted if the applicant demonstrates that an additional access or additional accesses are necessary to accommodate traffic to and from the site and it can be achieved in a safe and efficient manner.

c) The municipality shall restrict access to right turn only ingress and egress or to another state maintained road or local road if safe and efficient movements cannot be accommodated.

d) For a property that abuts two or more roadways, the municipality may restrict access to only that roadway that can more safely and efficiently accommodate traffic.

e) If the municipality anticipates that a property may be subdivided and that the subdivision may result in an unacceptable number or arrangement of driveways, or both, the municipality shall require the property owner to enter into an access covenant to restrict future access.

2) Corner Clearance

a) Corner clearance shall meet the following driveway spacing standards that are desirable for arterial and major collector roads:

i) Principal arterial: 600 feet

ii) Minor arterial: 400 feet

iii) Major collector: 200 feet

b) Access shall be provided to the roadway where corner clearance requirements can be achieved.

c) If the minimum driveway spacing standards cannot be achieved due to constraints, the following shall apply in all cases:

i) There shall be a minimum 10-foot tangent distance between the end of the intersecting roadway radius and the beginning radius of a permitted driveway.

ii) The distance from the nearest edge of cartway of an intersecting roadway to the beginning radius of a permitted driveway shall be a minimum of 30 feet.

d) If no other reasonable access to the property is available, and no reasonable alternative is identified, the driveway shall be located the farthest possible distance from the intersecting roadway. In such cases, directional connections (i.e., right in/right out only, right in only or right out only) may be required.

e) The municipality shall require restrictions at the driveway if the municipal engineer determines that the location of the driveway and particular ingress or egress movements will create safety or operational problems.

3) Safe Sight Distance

a) Safe sight distance shall be available for all permitted turning movements at all driveway intersections.

b) PennDOT’s Pub. 441 and Pub. 282 for driveways or Pub. 70 for local roads shall be referenced to determine minimum driveway and roadway intersection safe sight distance requirements.

c) All driveways and intersecting roadways shall be designed and located so that the sight distance is optimized to the degree possible without jeopardizing other requirements such as intersection spacing, and at least minimum sight distance requirements are met.

4) Driveway Channelization

a) For high and medium volume driveways, channelization islands and medians shall be used to separate conflicting traffic movements into specified lanes to facilitate orderly movements for vehicles and pedestrians.

b) Where it is found to be necessary to restrict particular turning movements at a driveway, due to the potential disruption to the orderly flow of traffic or a result of sight distance constraints, the municipality may require a raised channelization island.

c) Raised channelization islands shall be designed with criteria consistent with the latest AASHTO publication entitled A Policy on Geometric Design of Highways and Streets.

5) Joint and Cross Access

a) The municipality may require a joint driveway in order to achieve the following driveway spacing standards that are desirable for arterial and major collector roads:

i) Principal arterial: 600 feet

ii) Minor arterial: 400 feet

iii) Major collector: 200 feet

b) Adjacent non-residential properties shall provide a joint or cross access driveway to allow circulation between sites wherever feasible along roadways classified as major collectors or arterials in accordance with the functional classification contained in the municipal comprehensive plan. The following shall apply to joint and cross access driveways:

i) The driveway shall have a design speed of 10 mph and have sufficient width to accommodate two-way traffic including the largest vehicle expected to frequently access the properties.

ii) A circulation plan that may include coordinated or shared parking shall be required.

iii) Features shall be included in the design to make it visually obvious that abutting properties shall be tied in to provide cross access.

c) The property owners along a joint or cross access driveway shall:

i) Record an easement with the deed allowing cross access to and from other properties served by the driveway.

ii) Record an agreement with the municipality so that future access rights along the driveway shall be granted at the discretion of the municipality and the design shall be approved by the municipal engineer.

iii) Record a joint agreement with the deed defining the maintenance responsibilities of each of the property owners located along the driveway.

6) Access to Outparcels

a) For commercial and office developments under the same ownership and consolidated for the purposes of development or phased developments comprised of more than one building site, the municipality shall require that the development be served by an internal road that is separated from the main roadway.

b) All access to outparcels shall be internalized using the internal roadway.

c) The driveways for outparcels shall be designed to allow safe and efficient ingress and egress movements from the internal road.

d) The internal circulation roads shall be designed to avoid excessive queuing across parking aisles.

e) The design of the internal road shall be in accordance with all other sections of this ordinance.

f) All necessary easements and agreements required under Section A.6.c shall be met.

g) A municipality may require an access covenant to restrict an outparcel to internal access only.

B. Driveway Design Elements

1) Driveway Throat Length

a) For minimum use driveways, the throat length shall be a minimum of 25 feet.

b) For low volume driveways, the throat length shall be a minimum of 50 feet or as determined by queuing analysis.

c) For medium volume driveways, the throat length shall be a minimum of 120 feet or as determined by a queuing analysis.

d) For high volume driveways, the throat length shall be a minimum of 150 feet or as determined by a queuing analysis.

2) Driveway Throat Width

a) For driveways without curb:

i) A minimum use driveway shall have a minimum width of 10 feet.

ii) Low and medium volume driveways shall have a minimum width of 10 feet for one-way operation and a minimum width of 20 feet for two-way operation.

iii) The design of high volume driveways shall be based on analyses to determine the number of required lanes.

b) For driveways with curb, two feet should be added to the widths contained in Section a.i and a.ii.

c) The municipality may require additional driveway width to provide turning lanes for adequate traffic flow and safety.

d) The municipality may require that the driveway design include a median to control turning movements. Where medians are required or permitted, the minimum width of the median shall be four feet to provide adequate clearance for signs.

3) Driveway Radius

a) The following criteria shall apply to driveway radii:

i) For minimum use driveways, the radii shall be a minimum of 15 feet.

ii) For low volume driveways, the radii shall be a minimum of 15 feet uncurbed and 25 feet curbed.

iii) For medium volume driveways, the radii shall be a minimum of 15 feet uncurbed and 25 feet curbed.

iv) For high volume driveways, the design should be reviewed by the municipal engineer on municipal roadways and PennDOT on state maintained roadways.

b) For all driveways, the radii shall be designed to accommodate the largest vehicle expected to frequently use the driveway.

c) Except for joint driveways, no portion of a driveway radius may be located on or along the frontage of an adjacent property.

4) Driveway Profile

a) Driveway grade requirements where curb is not present on the intersecting street:

i) Shoulder slopes vary from four percent to six percent. When shoulders are present, the existing shoulder slope shall be maintained across the full shoulder width.

ii) The change in grade between the cross slope of the connecting roadway or shoulder and the driveway shall not exceed eight percent.

iii) The driveway grade shall not exceed eight percent within 10 feet of the edge of travel lane for minimum use driveways and within 40 feet for low, medium, and high volume driveways.

iv) A 40-foot minimum vertical curve should be used for a high volume driveway.

b) Driveway grade requirements where curbs and sidewalks are present:

i) The difference between the cross slope of the roadway and the grade of the driveway apron may not exceed eight percent.

ii) The driveway grade shall not exceed eight percent within 10 feet of the edge of travel lane for minimum use driveways and within 40 feet for low, medium, and high volume driveways.

iii) If a planted area exists between the sidewalk and curb, the following shall apply:

(1) The grade of the planted area shall not exceed eight percent.

(2) If the driveway grade would exceed eight percent in the area between the curb and the sidewalk, the outer edge (street side) of the sidewalk may be depressed to enable the driveway grade to stay within eight percent. A maximum sidewalk cross slope of eight percent must be maintained.

(3) If the sidewalk cross slope exceeds two percent, the entire sidewalk may be depressed. The longitudinal grade of the sidewalk may not exceed six percent.

c) Although site conditions may not allow strict adherence to these guidelines in this ordinance, every effort should be made to design and construct the safest and most efficient access onto the municipal or state roadway.

C. TRANSPORTATION IMPACT STUDIES A transportation impact study is an engineering study that evaluates the effect that traffic generated by a proposed development would have on surrounding roadway operations, and determines the improvements to the existing transportation system necessary to accommodate that traffic. A transportation impact study should be completed when thresholds are met based on the size of the development and its impact on adjacent access points and intersections. An application for access to a development shall include a traffic impact study if:

The access is expected to have an average daily traffic volume of 3,000 or more,

During any one-hour time period, the development is expected to generate either 100 or more new vehicle trips entering the development or 100 or more new vehicle trips exiting the development, or

In the opinion of the City Planner, the development is expected to have a significant impact on highway safety or traffic flow even though it does not meet 1 or 2 above.

All transportation impact studies are to be prepared in accordance with the latest PennDOT requirements for Transportation Impact Studies.

Appendix I


Appendix I: Traffic Signal Warrant Analyses

FOUR HOUR VOLUME WARRANT

Municipality: Analyst:County: TPD Project #:

Condition:Lanes Speed

1 351

Left Thru Right Left Thru Right Left Thru Right Left Thru Right32 0 8 98 0 226 0 163 0 0 270 026 0 4 112 0 192 0 145 0 0 276 032 0 6 200 0 273 0 194 0 0 485 030 0 12 184 0 228 0 159 0 0 410 0

1 7:00-8:00 A.M.2 8:00-9:00 A.M.3 4:00-5:00 P.M.4 5:00-6:00 P.M.56

MUTCD Warrant 3 - Four Hour Volume

Major Street Volume Minor Street Volume Minor Street Warrant Meets Warrant?Results

Direction2009

Condition

North-SouthEast-West

M. MudryNPPD.A.00002

296679569

473yes

290324304

412

433421

7:00-8:00 A.M.8:00-9:00 A.M.

yesyes

189228

yes

NoNo

Southbound

Normal values apply

Hour


Volume Level Criteria1. Is the critical speed of major street > 40 mph?2. Is the intersection in a built-up area of isolated community of <10,000 population?

Eastbound Westbound Northbound

4:00-5:00 P.M.5:00-6:00 P.M.

Minor Street:Major Street:

Traffic Signal Warrant Summary

Petroleum StreetFront Street

Oil CityVenango

Street Name

12

3

4

0

100

200

300

400

500

300 500 700 900 1100 1300 1500

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Major Street - Total of Both Approaches (vph)



2 251


1 7:00-8:00 A.M.2 8:00-9:00 A.M.3 4:00-5:00 P.M.4 5:00-6:00 P.M.56

Traffic Signal Warrant SummaryMUTCD Warrant 3 - Four Hour Volume

Oil City M. MudryVenango NPPD.A.000022009

Street Name DirectionMajor Street: State Street North-SouthMinor Street: Front Street East-West

Volume Level Criteria1. Is the critical speed of major street > 40 mph? No2. Is the intersection in a built-up area of isolated community of <10,000 population? No

Normal values apply


Hour Eastbound Westbound Northbound Southbound

7:00-8:00 A.M.8:00-9:00 A.M.4:00-5:00 P.M.5:00-6:00 P.M.

ResultsCondition Major Street Volume Minor Street Volume Minor Street Warrant Meets Warrant?

478 408 347 yes563 452 300 yes752 705 218 yes715 667 232 yes

1

2

0

100

200

300

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500

300 500 700 900 1100 1300 1500

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2 252


1 7:00-8:00 A.M.2 8:00-9:00 A.M.3 4:00-5:00 P.M.4 5:00-6:00 P.M.56



Street Name DirectionMajor Street: Front Street East-WestMinor Street: Wilson Street North-South


Normal values apply



7:00-8:00 A.M.8:00-9:00 A.M.4:00-5:00 P.M.5:00-6:00 P.M.


391 107 529 no328 155 582 no450 294 490 no427 226 507 no

1

2

3

4

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200

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500

300 500 700 900 1100 1300 1500

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1 251


1 7:00-8:00 A.M.2 8:00-9:00 A.M.3 4:00-5:00 P.M.4 5:00-6:00 P.M.56



Street Name DirectionMajor Street: Petroleum Street North-SouthMinor Street: First Street East-West


Normal values apply



7:00-8:00 A.M.8:00-9:00 A.M.4:00-5:00 P.M.5:00-6:00 P.M.


400 273 308 no415 287 300 no738 313 170 yes646 308 200 yes

12

34

0

100

200

300

400

500

300 500 700 900 1100 1300 1500

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1 251


1 7:00-8:00 A.M.2 8:00-9:00 A.M.3 4:00-5:00 P.M.4 5:00-6:00 P.M.56



Street Name DirectionMajor Street: First Street East-WestMinor Street: Central Street North-South


Normal values apply



7:00-8:00 A.M.8:00-9:00 A.M.4:00-5:00 P.M.5:00-6:00 P.M.


241 135 422 no300 127 373 no393 173 312 no431 127 291 no

2

3

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500

300 500 700 900 1100 1300 1500

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1 251


1 7:00-8:00 A.M.2 8:00-9:00 A.M.3 4:00-5:00 P.M.4 5:00-6:00 P.M.56



Street Name DirectionMajor Street: First Street East-WestMinor Street: State Street North-South


Normal values apply



7:00-8:00 A.M.8:00-9:00 A.M.4:00-5:00 P.M.5:00-6:00 P.M.


285 257 384 no345 296 341 no467 414 273 yes442 375 285 yes

2

3

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200

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500

300 500 700 900 1100 1300 1500

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2 252

Left Thru Right Left Thru Right Left Thru Right Left Thru Right8 302 118 0 0 0 0 115 3 0 0 09 344 147 0 0 0 0 137 3 0 0 0

28 488 265 0 0 0 0 277 2 0 0 013 441 213 0 0 0 0 223 2 0 0 0

1 7:00-8:00 A.M.2 8:00-9:00 A.M.3 4:00-5:00 P.M.4 5:00-6:00 P.M.56



Street Name DirectionMajor Street: First Street East-WestMinor Street: Wilson Street North-South


Normal values apply



7:00-8:00 A.M.8:00-9:00 A.M.4:00-5:00 P.M.5:00-6:00 P.M.


428 118 497 no500 140 455 no781 279 288 no667 225 349 no

12

3

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PEAK HOUR VOLUME WARRANT


Lanes Speed1 351


1 2009 AM2 2009 PM3456

2009 PM

No

North-SouthEast-West

M. MudryNPPD.A.00002

2003 MUTCD Warrant 3B - Peak Hour Volume

100

Major Street Volume Minor Street Volume Minor Street Warrant443373

468462704

100

noyes

yesyes

100100

yesyes

322

Southbound

Normal values apply

Condition

Results

2009 AM

Condition


Volume Level Criteria1. Is the critical speed of major street > 40 mph?2. Is the intersection in a built-up area of isolated community of <10,000 population?

Eastbound Westbound Northbound

No

Meets Warrant?

Minor Street:Major Street:

Traffic Signal Warrant Summary

Petroleum StreetFront Street

Oil CityVenango

Street Name Direction

1

2

0

100

200

300

400

500

600

700

300 500 700 900 1100 1300 1500 1700

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Oil city 2009 Peak Hour Volume Warrants.xls 7/19/2010 11:01 AM


Lanes Speed1 251


1 2009 AM2 2009 PM3456

Traffic Signal Warrant Summary2003 MUTCD Warrant 3B - Peak Hour Volume


Street Name DirectionMajor Street: Front Street East-WestMinor Street: Central Avenue North-South


Normal values apply


Condition Eastbound Westbound Northbound Southbound

2009 AM2009 PM


391 52 484 no555 82 394 no

100 yes100 yes100 yes100 yes

12

0

100

200

300

400

500

600

700

300 500 700 900 1100 1300 1500 1700

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Lanes Speed2 251


1 2009 AM2 2009 PM3456



Street Name DirectionMajor Street: State Street North-SouthMinor Street: Front Street East-West


Normal values apply



2009 AM2009 PM


585 564 474 yes791 758 374 yes


1

0

100

200

300

400

500

600

700

300 500 700 900 1100 1300 1500 1700

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Lanes Speed2 252


1 2009 AM2 2009 PM3456



Street Name DirectionMajor Street: Front Street East-WestMinor Street: Wilson Street North-South


Normal values apply



2009 AM2009 PM


415 159 727 no463 285 693 no


1

2

0

100

200

300

400

500

600

700

300 500 700 900 1100 1300 1500 1700

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Lanes Speed1 251


1 2009 AM2 2009 PM3456



Street Name DirectionMajor Street: Petroleum Street North-SouthMinor Street: First Street East-West


Normal values apply



2009 AM2009 PM


464 318 442 no757 328 299 yes


1 2

0

100

200

300

400

500

600

700

300 500 700 900 1100 1300 1500 1700

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Lanes Speed1 251


1 2009 AM2 2009 PM3456



Street Name DirectionMajor Street: First Street East-WestMinor Street: Central Street North-South


Normal values apply



2009 AM2009 PM


301 135 538 no476 162 435 no


12

0

100

200

300

400

500

600

700

300 500 700 900 1100 1300 1500 1700

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Lanes Speed1 251


1 2009 AM2 2009 PM3456



Street Name DirectionMajor Street: First Street East-WestMinor Street: State Street North-South


Normal values apply



2009 AM2009 PM


405 296 476 no555 427 394 yes


1

2

0

100

200

300

400

500

600

700

300 500 700 900 1100 1300 1500 1700

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Lanes Speed2 252


1 2009 AM2 2009 PM3456



Street Name DirectionMajor Street: First Street East-WestMinor Street: Wilson Street North-South


Normal values apply



2009 AM2009 PM


536 149 643 no781 259 491 no


1

2

0

100

200

300

400

500

600

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Route 62Smart Transportation Study

imagination. innovation. involvement. impact.

October 2010

Documents

2010 Route 62 Smart Transportation Study - Northwest Commission