chapter · 4 north berks land utilization/reconnections planning study chapter - 4-3 means of getting there, ie. the car. In the same respect, if the safest route takes a round

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Reconnections

Reconnecting MainStreet with the Riverby Keith Swenson, AICPSchuylkill River Greenway Association

The "Goal" of "Reconnections" is to reconnect thecitizens of the Schuylkill River Heritage Corridorwith their river heritage. The "Purpose" is toinduce community actions that will counteract thedriving forces behind "suburban sprawl" and"urban blight". To achieve this goal and purposewe are proposing a concept and implementationmeasures designed to repair or restore the "walka-ble" linkages between neighborhoods, employmentcenters, community facilities, cultural features andthe historic focus of the region's heritage of theSchuylkill River. In brief, we propose to "reweavethe community fabric".

"Community fabric" is the term frequently used todescribe the nature and pattern of communityinfrastructure. Prior to 1800, nearly all villages,towns and cities developed adjacent to rivers orother neighborhoods to the waterways, the princi-ple means of transportation and commerce.Homes, shops, work places and public spaces weretypically within walking distance of one another tostreams, rivers or other bodies of water.

During the 1800's bicycles, horse drawn vehiclesand railroads permitted people to travel longer dis-tances but most development continued to be clus-tered close to transportation nodes and in closeproximity to waterways. In the late 1800's theinternal combustion engine and self-propelledvehicle were invented and the nation's transporta-tion systems underwent a paradigm change. Carsand commercials trucks provided a greatlyimproved level of convenience and service over

greater distances. Development soon began to dis-perse and a far less tightly woven network ofstreets and thoroughfares emerged.

Streets designed to carry pedestrians, cyclists andhorse drawn vehicles were widened and the ubiqui-tous "one way" traffic system was introduced. Asthese thoroughfares were gradually overwhelmedby burgeoning traffic, they were replaced by suc-cessive generations of "bypasses" and expressways.Formerly dominant transportation systems soonlost their competitive edge, river canal systemswere abandoned, all but a few passenger railroadswere discontinued and the continued existence ofthe nations mighty rail freight system was threat-ened.

Following World War II, the nation's pent upwealth and desire for a "new car and life in a vinecovered suburban cottage" led development to lit-erally explode across the landscape. Stimulated,indeed required, by government programs and reg-ulatory policies, we created the condition nowcommonly known as "developmental sprawl". Weare only now beginning to accept the fact thatdevelopmental sprawl has consumed vast amountsof productive farmland, polluted our air and water,destroyed traditional neighborhoods and fosteredcommunity disintegration. We now recognize thatthe inevitable corollary of developmental sprawl isthe condition we term "urban blight"

Just as we can't put Humpty Dumpty back togetheragain, we cannot reverse the radical transforma-tion communities have experienced during the pastcentury. However we can, and we must, reweavethe structural fabric of our older towns and citieswith that of the surrounding suburbs and commitourselves to rebuilding "walkable" communitiesthat embody the time tested fundamentals of neigh-borhood and community design.

"Reconnections" will be available to all of thecommunities served by the Schuylkill RiverHeritage Corridor, however, preference will be

R e c o n n e c t i o n s

simone jaffe collins - landscape architecture

given to small boroughs and older settlement areasof townships that have limited financial resourcesand less access to technical expertise.Consideration will also be given to the uniqueneeds of under-served neighborhoods in largercommunities.

Smaller, older communities often lack the expertiseand resources to conceive, design and developholistic solutions to problems that often transcendmunicipal boundaries and involve required actionsby multiple governmental agencies. And, all toofrequently, there are few incentives for these com-munities and their suburban counterparts to workcooperatively to achieve a broad communityimprovement.

The Schuylkill River Greenway Association, as anestablished regional organization serving the entireSchuylkill River Heritage Corridor has proven thatit can effectively gain community consensus acrossjurisdictional boundaries and help form the vitalpublic-private partnerships essential to accom-plishing complex initiatives in a holistic manner.By employing its Heritage Corridor tools and itsestablished relationships with local, state and fed-eral agencies, SRGA can help older communities"reconnect" with the river.

Introduction

An impetus for this awareness was initiated out ofa desire to provide a pedestrian connection to andalong the Schuylkill River. Once the river trail isconstructed, a new concern emerged, and that wasone of getting folks to the river trail. The river waslargely considered an industrial wasteland and anundesirable location to visit. Only in a few com-munities are parks or open space open along theriver. As a result, industrial, warehouse and vacantland separates the "community" from the water-front. Since no one had to go there except to work,sidewalks and pedestrian trails were not construct-ed, and development then shunned it. Tall build-ings, built up to the road right-of-way, remove thepedestrian environment completely and targets a"vehicle only" environment. Large parking lots,tall chainlink fences and yards full of storage cre-ate a barrier between the river and the borough.

The car has impacted this social structure by inter-rupting a safe walking environment. Supportingwalkable streets is critical to the survival of down-town. Making these connections clear and safe isparamount in bringing neighborhoods together.Going to school, stopping at the store, getting towork, mailing a letter, applying for a permit, andpicking up a book are all simple tasks, providedthey are within easy walking distance. Expectingpeople to walk, over using their car must be con-sciously addressed, by providing for their walking,just as a department of transportation does forvehicles.

Continuous routes, wide sidewalks, marked cross-walks, uninterrupted handicap access, and adequatestreetscape amenities (benches, lighting, trashreceptacles) are the key elements to formulating asafe and inviting experience. Convenience andsafety are the primary issues reflecting walkabliltyand connection. If going to the post office seemsunsafe to someone, they will find an alternative

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means of getting there, ie. the car. In the samerespect, if the safest route takes a round about loop,then it too would be considered indirect and a"waste of time". In this age of demanding conven-ience, it should only be anticipated that perceptionsof easy and safe access are paramount to a walka-ble town.

In northern Berks County, and particularlyHamburg, the downtown is thriving. People con-tinue to live, work, and shop right in Hamburg.The lack of a large mega mall or super store hasrelinquished the shopping market to the individualshops of downtown or those within a walkable dis-tance. Unfortunately, newer development has notaddressed the pedestrian. As a result, sidewalksare not constructed or pedestrian crossings notmaintained. A renewed awareness for the pedestri-an needs to be started in order to prevent furtherdeterioration of the local economy and an improve-ment of safety and convenience.

Methodology

This study identifies physical linkages required tostrengthen connections within each town. Sitereconnaissance, area analysis, recommendations,and connections were suggested for each town.

Site Reconnaissance

The consultant initially walked the streets of eachtown to become acquainted with the layout, presentuses, and existing connections for reference.Photographs were taken for reference and illustra-tion in the master plan.

Area Analysis

A street map of each town was used as a base forlocating existing sites and districts. General com-ments about major uses and property types weremade for each area, with the understanding thatthis was not a zoning plan or an accurate accountof all uses within each area. Obviously, there aremicro zones and anomalies within each area, thedetail of which was beyond the scope of work.

Connections

Physical linkages were identified on the plans.Public facilities, such as libraries, civic buildings,schools, parks and churches were identified asimportant elements. Shops, restaurants, places ofwork, and homes, although critical to connections,were delineated by district due to fluidity in loca-tions over time.

Recommendations

The recommendations provide several improve-ments suggested to improve safety and re-connectthe community.



Hamburglocation

Hamburg Borough is located in Northern BerksCounty bordered by Tilden Township to the westand Windsor Township to the east. I-78, a majoreast/west route crosses through northern Hamburgwhile Route 61, a major north/south route, passesthrough western Hamburg. I-78 links Hamburg toAllentown to the east and Harrisburg to the west.South on Route 61 from Hamburg isShoemakersville, Leesport and Reading and to thenorth is Port Clinton and Schuylkill Haven. TheState Game Lands Number 106, Weiser StateForest, Hawk Mountain and the Blue Mountainsare within a few miles of downtown Hamburg.The Schuylkill River defines the western boundaryof the town, providing a green corridor that is easi-ly accessible by Hamburg's population. There is aconnection to the Appalachian Trail in northernHamburg from the Olivet Blue Mountain Camp.

History

The gap in the Blue Mountains has been a notedtravel route for many decades. The Borough ofHamburg of settled in 1732 and incorporated in1838 from Windsor Township. The SchuylkillRiver was a conduit for transportation in thisregion, and the development of the SchuylkillCanal became an impetuous for growth ofHamburg, as services and goods flowed up anddown the canal. The later development of the rail-road contributed to the town's growth and prosperi-ty. The crossroads of east-west I-78 and north-south Route 61 continued to make Hamburg a vitalurban center.

The Borough now has a population of 3,859 andcovers approximately 12.5 miles.

Description

Hamburg is the largest and most heavily populatedof the four towns studied. The town is easilyaccessible by both I-78 and Route 61, which pro-vides primary access into town. The heart ofHamburg is located along State and Fourth Streets

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Figure 4.1 The old market building on the corner of Thirdand State Streets is an example of the interesting architecturefound in Hamburg.

Figure 4.2 A view of Fourth Street and some of the groundfloor businesses found along this stretch of road.

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Hamburg plan


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where the majority of the commercial district isconcentrated. State Street, also known as OldRoute 22, runs east to Lenhartsville and westtowards Strausstown.

State Street contains a unique collection of busi-nesses and homes that lie side-by-side acting as thespine of the downtown. This mixed commercialand residential district is home to restaurants, spe-cialty stores and numerous private businesses.Fortunately, Hamburg is devoid of chain storeswhich tend to homogenize the unique character ofmany communities. State Street is home to classic,turn-of-the-century architecture, making this streeta visually stimulating and interesting place toexplore. The old market building on the corner ofState and Third Streets best exhibits this architec-ture.

The Hamburg Borough Hall, Police Station, PostOffice and Library are all located within one blockoff Third Street. The Dove Christian Fellowshipand the Bethany United Methodist Church are alsofound nearby on Third Street.

Wide sidewalks and on-street parking make thedowntown district an easily accessible and pleasantplace to wander. Proceeding east along State Streetout of the borough, one passes the HamburgElementary School, the Hamburg Center (a staterun institution), and Kaercher Creek Park.

The intersection of State and Fourth Streets is themain crossroads in Hamburg. Fourth Street pro-vides access north to I-78 and south to Route 61.When traveling west on I-78, the first Hamburgexit brings travelers through a residential districton North Fourth Street. The second exit forHamburg is to Route 61. From Route 61 north-bound, Hamburg is entered by turning ontoIndustrial Drive at the traffic light. IndustrialDrive snakes through a series of industrial andcommercial buildings and eventually ends atLowland Road. Lowland Road passes under the I-78 overpass and parallels the Kernsville

Figure 4.3 The landscape along the southern segment ofFourth Street is dominated by commercial buildings.

Figure 4.5 The Hamburg Bicentennial Trail is accessiblefrom Hamburg Park and runs along the alignment of theSchuylkill Canal. There are pleasant views of the SchuylkillRiver and remnants of the canal from the trail.

Figure 4.4 The Hamburg Borough Hall (foreground) and theBethany United Methodist Church (background) are bothfound on Third Street.

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Impounding basin before intersecting with StateStreet. Turning left (east) onto State Street, it isthen necessary to cross the State Street Bridge intotown. From Route 61 southbound, the road fliesover Hamburg and the Schuylkill River to thesouthern end of town. At this point, a lighted inter-section provides a left turn onto Fourth StreetHamburg.

Fourth Street is predominately residential, mixedwith first floor businesses. North bound on FourthStreet, the First Assembly of God and SalemChurches are passed. Port Clinton Avenue, a wind-ing road that parallels the Schuylkill River, turnsoff to the northwest before passing under I-78, andcontinuing to the village of Port Clinton.

Located north of I-78, in northern Hamburg is theneighborhood of Hamburg Heights. Here singlefamily homes are situated on grassy plots frontingeach street.

Traveling south on Fourth Street, after passing theUnion Number 1 Fire Station, the landscape takeson more of a commercial character. A large com-mercial center containing businesses such as aDollar General Store, a wine and spirits store, andan auto retailer, exists as Fourth Street intersectsRoute 61. This busy intersection is described infurther detail in the Hamburg to Shoemakersvilleroute description.

At the lighted intersection of Pine Street andFourth Street, Pine Street becomes a secondaryroute leading to the Hamburg Area High andMiddle Schools and their accompanying sportsfields and facilities. Saint John's Lutheran Churchand cemetery is also located on Pine Street (thefront entrance to the High and Middle Schools isfurther south off Windsor Street). There are nosidewalks along several sections of this road, andthe roads narrows, making sharing the road withbicyclists and pedestrians unsafe.

The borough’s connection to the Schuylkill River

is evident north of State Street. Hamburg Park,located on Peach Alley and between Franklin andIsland Streets, fronts the river. This beautiful parkserves the community of Hamburg with a varietyof activities within a dense residential neighbor-hood. There is a well-maintained baseball fieldthat is used by local athletic leagues. TheHamburg Pool is a popular place during the sum-mer. A playground is also available for youngerchildren. Also accessible from the park is theHamburg Bicentennial Trail, a pedestrian route thattravels along the old Schuylkill Canal alignment.Remnants of the Old Schuylkill Canal are visiblefrom along this trail.

South of State Street however, the river is all buthidden. Large tracts of industrial lands, fence-enclosed and visually cluttered with assorted build-ings and stored materials, block all but a fewviews. Visual and physical connections are all butmade impossible. An elevated Route 61 furtherblocks the river from the borough.

Also found in northern Hamburg is the Armory anda picnic facility. This neighborhood's northernmost boundary is Blue Mountain Road. The cir-cuitous two-lane road follows a small valleystream. Found along Blue Mountain Road is theOlivet Blue Mountain Camp where a private trailleads to the Appalachian Trail.

Figure 4.6 The entrance to the Blue Mountain Camp.



Analysis

The downtown core of Hamburg focuses on theintersection of State Street and Fourth Street. Thelinkage Fourth Street provides between I-78 andRoute 61 makes this road heavily used and devel-oped. The downtown fabric remains tight and welldeveloped, with building facades facing the streetup to the sidewalk's edge. As one moves westalong State Street to the Schuylkill River, thebuilding façades are continuous. On the westernsection of State Street, just before the State StreetBridge, is the former railroad crossing that is stillevident. The tracks have long been removed, butits mark in the streetscape is strongly evident.Sidewalks are continuous on each side of StateStreet up to and across the bridge over theSchuylkill River. Businesses and residences aremixed along this section. Where shops are presenton the first floor, offices or apartments are foundabove. On street parking is provided on both sidesof the street. The municipal buildings are locatedone block north of State Street, on Third Street.

Fourth Street also has a mix of commercial andresidential uses. The northern end of the street ter-minates at ramps to I-78. Building facades uni-formly step back from the street as one approachesthe highway. Here, row homes and apartmentbuildings transition to twins and single-familydetached homes. To the south, the buildingsremain up to the sidewalk edge. Commercial andoffice uses, although scattered, are consistent. Onstreet parking on both sides of the street is permit-ted and is used. It is only near the southern termi-nus of Fourth Street does the tight town fabricbreak apart with newer buildings set behind largeasphalt parking lots. Shopping centers on eitherside and a automobile dealer break the uniformstreetscape. The southern terminus of FourthStreet, where it intersects with Route 61, is awk-ward. A traffic light controls four lanes of Route61 traffic and permits cross traffic.

The areas north and east of State Street and FourthStreet are primarily residential. The areas north ofI-78 and south east of Fourth Street are morerecently developed residential neighborhoods.These newer developed neighborhoods, have frag-mented sections of sidewalk or in some areas, noneat all. The high school, middle school and athleticfields are located above Hamburg to the east.There is no pedestrian connection along PineStreet, connecting the school to the rest ofHamburg.

The area west of Fourth Street and south of StateStreet is predominately industrial and commercial.Since the Schuylkill River was a working river,these industrial uses were located close to the riverfor transportation and power. The railroad andcanal paralleled the eastern side of the river,expanding this industrial district. Large warehous-es, narrow streets, open parking lots and fencedyards occupy much of the land. Remnants of thecanal and rail lines are visible, but are slowly beingobliterated by building additions and road improve-ments. There are no sidewalks in much of this areaand in some areas buildings are built to the streetsedge, precluding any pedestrian space.

Findings

Most of Hamburg remains accessible along side-walks and back alleys. A number of cross walksare not clearly delineated, or do not have accessibleramps. The more recent developments located tothe north and west have incomplete sidewalk sys-tems. The schools, located on the upper easternareas of the town, are only easily accessible viasidewalks on Windsor Street, as Pine Street has nosidewalks and is narrow. The shopping centers onthe southern end of town, near the intersection ofFourth and Route 61, are more difficult to walk tosince one must traverse large parking areas to getto the front door.

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Recommendations

Hamburg is located at the intersection of two majorhighways that make it vehicular access easy fromall directions. This small town possesses a uniqueand interesting character in its downtown. A vari-ety of local restaurants and specialty stores linkedby wide sidewalks, and embellished by interestingarchitecture, make this self-sufficient community adestination location. However, there are someimprovements necessary to improve Hamburg'spedestrian connections within town and to serveusers of the proposed pedestrian and cycle routesto Strausstown and Shoemakersville

1. Historic Walking Trail.

Hamburg's interesting history and lively commer-cial district justify the establishment of a localinterpretive trail highlighting historic sites, uniquefeatures, architectural and key destinations aroundthe town. Signage should be developed to indicatethe tour's route.

2. Trail connection to Strausstown.

There is a potential for a formal pedestrian/bicycleroute linking Hamburg to Shartlesville andStrausstown. Signs directing trail users to thesetowns are necessary. These routes are further dis-cussed in the trail matrix, chapter 2.

3. Signage.

The need for signage warning motorists of theexistence of pedestrian and bicycle crossings isnecessary at many locations.

4. Improved gateways into town.

Currently, the entrances into town from I-78 andRoute 61 are unpleasant and do not enhance thetown's image. Although major changes to thesegateways may be long term improvements, theshort term improvements would include signageand uniform street amenities such as landscapingand lighting.

5. State Street Bridge improvements.

State Street Bridge is a vital pedestrian/bicycleconnection into Hamburg. The existing conditionof the pedestrian sidewalks across the State StreetBridge is poor. Major improvements to the side-walks to make them safe and usable by pedestriansand cyclists are needed. PennDOT is currently(June 2001) engaged in the design of repairs to thebridge. Provisions should be made to maintain thesidewalks and to add appropriate pedestrian scalelighting to this historic bridge.

6. Sidewalks and Crossings.

Sidewalks in many areas of town need to berepaired where cracked or broken. There are a fewareas where sidewalks need to be added and areneeded to complete some pedestrian connections.Crosswalks need to be maintained by clearly mark-ing the pavement. In the heart of town, thesecrosswalks might be constructed of a paving mate-rial rather than by merely annually painting.



Hamburg toShoemakersville

Location

The town of Shoemakersville is located approxi-mately 1½ miles south of Hamburg. Route 61, amajor north/south corridor, connectsShoemakersville to Leesport and Reading to thesouth, and Hamburg, Port Clinton and SchuylkillHeaven to the north. Route 61 passes on the east-ern boundary of Shoemakersville, and is linked tothe town by three access roads.

Centre Township borders the Borough ofShoemakersville to the west while Perry Townshiplies to the north, south and east. The SchuylkillRiver defines the western boundary of the town-ship and the Miller Street Bridge provides the onlylink from Shoemakersville across the river toCentre Township.

History

Shoemakersville's history is deeply rooted in theindustries that developed in Northern BerksCounty. Shoemakersville's industries thrived in thepast, in part because of its location along theSchuylkill Canal and the Railroad.

Shoemakersville was incorporated in 1921 fromPerry Township and covers 3.3 square miles. Thetown currently has a population of 1,372 residents.

Description / Analysis

Shoemakersville is a quiet, small town surroundedby expansive acres of agricultural fields. The land-scape of the village strongly reflects its industrialhistory. The village is dotted with small factoriesand industrial buildings, some of which continue tofunction. The remnants of historic buildings, likethe Shoemakersville Railroad Station and the oldlock tenders house along the historic alignment ofthe canal, are still occupied.

Figure 4.7 The original railroad station in Shoemakersvillecontinues to be occupied.

Figure 4.8 A view north on Main Street.

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shoemakersville plan



The town is laid out in traditional fashion, withMain Street located at the heart of the town.Shoemakersville's current street layout is the resultof organic growth, straying from the grid street pat-tern seen in Hamburg. Stemming from Main Streetare a series of smaller roads lined with homes.

Main Street is a conglomeration of small business-es, industrial buildings and side-by-side privateresidences, all showcasing early 20th centuryarchitecture. The juxtaposition of buildings withmixed uses has given Shoemakersville a trulyunique appearance, devoid of chain stores and rep-etitious architecture. Wide sidewalks line bothsides of the street and provide access for pedestri-ans to local attractions. On-street parking alsolines both sides of the street and provides conven-ient access for motorists. The streetscape lacks anystreet trees and is dominated by overhead tele-phone and electric wires.

Located on the corner of Main and 6th Streets isthe Salem United Methodist Church, one of threechurches in Shoemakersville. Saint Luke's Churchis located between Fourth and Fifth Street onFranklin Street and Saint Luke's Union is located atthe intersection of Franklin and Church Avenue,near the local fire station.

The Perry Township Elementary School occupiesthe entire block between Fourth and Fifth Streets,and Reber and Chestnut Streets. The school cur-rently blocks Reber Street for students to play dur-ing recess.

Shoemakersville Borough Hall is located on MainStreet and is within close proximity to the policestation. Nearby is the Miller Street Bridge, span-ning the Schuylkill River providing a route intoCentre Township. Located at the northern tip ofMain and Ninth Streets is Shoemakersville Park.This six acre beautiful park is extremely wellmaintained and provides play equipment for youngchildren and one baseball field.

There are three access points to Shoemakersvillefrom Route 61. Along this segment of Route 61,formally named Shoemakersville Avenue in theborough, lie a few more recently developed storesincluding a local market, drug store and gas sta-tion/convenience store.

Findings

Much of the downtown is readily accessible alongexisting sidewalks and back alleys. The marketand drug store face Route 61 backing the commu-nity. Connections to the River are limited, ironi-cally since the river is located behind a single rowof buildings facing Main Street. Although connec-tions in town are provided, the roads leading fromtown do not provide any sidewalk or trail. Morerecent housing built north of “Downtown” has nosidewalk connections to the town.

Recommendations

The small town of Shoemakersville is an interest-ing example of a town with a history that continuesto be part of the present day landscape. Theunique character and the living history of the townprovide opportunities to encourage local walkingroutes throughout the village. Fortunately, MainStreet is already equipped with wide sidewalks thatprovide a safe corridor for pedestrians and giveaccess to businesses. Shoemakersville's closeproximity to the Schuylkill River would provide aunique opportunity for greater connections to theriverfront. The Miller Street Bridge, a uniquestructure in itself, should be highlighted by provid-ing views of it from the adjacent banks.

1. Local Interpretive Trail.

Shoemakersville has a rich and interesting history,the installation of an interpretive trail can highlight

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historic spots such as the railroad station, the oldlock tender building and the old alignment of theSchuylkill Canal. Additionally, an interpretivetrail could direct pedestrians and cyclists to keyareas within the town.

2. Trail connection to Hamburg.

There is a potential for a formal pedestrian/bicycleroute linking Hamburg to Shoemakersville. Aninterpretive route following the remnants of theSchuylkill Canal, along the Schuylkill River, ortraveling up Main Street and Route 61 is outlinedin the trail matrix. (See Chapter 2)

3. Sidewalks and crossings.

Sidewalks in most areas of town simply need to berepaired where cracked or broken. There are a fewareas where sidewalks need to be added and areneeded to complete some pedestrian connections.Crosswalks need to be maintained by clearly mark-ing the pavement. In the heart of town, thesecrosswalks may be constructed of a paving materi-al rather than by merely annually painting. As newdevelopment continues along Route 61 inShoemakersville, pedestrian connections back toadjacent neighborhoods should be completed.

4. Waterfront connection.

Public access is restricted to the shores of theSchuylkill Rive at Shoemakersville. The Boroughmay consider acquiring waterfront property as aninvestment for future access to the river. Theselands could include parcels to the north or southwhich are primarily farmed land. Another option isthe land between the river and the railroad, acrossthe Miller Street Bridge.



Shartlesville

Location

Shartlesville is located near the center of UpperBern Township in Northern Berks County. StateGame Lands number 110, Weiser State Forest andthe Appalachian Trail are located about a milenorth. Shartlesville is located along Old Route 22(Hex Highway) which is also the main street pass-ing through town. Mountain Road, located on thewestern edge of town, is an access road to I-78 andthe mountains to the north. This main east/westroute borders the town on the north and is the mainentrance to the town.

History

Shartlesville was founded in 1765 in honor of aRevolutionary War hero, Colonel Peter Shartle.This small village has a rich history and a majorityof the native inhabitants are direct descendants of

Figure 4.6 A view of Main Street, illustrating the uniquecharacter of homes.

the original Pennsylvania Dutch. In fact, manypeople within the community continue to speak theDutch dialect. Among the well-kept buildings intown is Haag's Hotel, which has been owned andoperated by the same family since the early 1800's.

Description

When approaching Shartlesville from either OldRoute 22 or I-78, it is apparent that Shartlesville issurrounded by expansive landscapes of agriculturalfields. In the near distance, the Blue Mountainsand hilly terrain provide an impressive backdrop.This small town clings to Old Route 22 (calledMain Street through town) and is only about oneblock deep on either side.

Main Street, Shartlesville reminds one of a typical“Main Street America”, while still possessing itsown unique character. Much like the other townsdescribed in this section, businesses and privateresidences lie next door to each other. All of thebuildings along Main Street have an individualcharacter and are well kept. Many of the buildingsare painted bright colors, setting themselves apartfrom each other. Lining both sides of the street aresidewalks and on-street parking.

Analysis

Main Street (old Route 22) forms the backbone ofthe Shartlesville. As it parallels I-78, the townclosely hugs this road, expanding only a block tothe north and south. The Shartlesville Townshipbuilding, post office, elementary school and fire-house are all located along Main Street. TheFriedens Union Church is located just off of MainStreet, on Creek Road. The northern terminus ofFourth Street is home to the ShartlesvilleCommunity Park. Within this park can be found abaseball field, playground equipment, coveredstage, and support facilities. Located just north of

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plan of shartlesville

Findings

Within the town of Shartlesville, the existing side-walk configuration provides a narrow, but adequatepedestrian connection. However, there is no side-walk connection from Main Street to the park. Atthe intersection of Main Street and Mountain Road,the sidewalks abruptly end. These two intersectingroads bleed into large gravel lots on either side,creating pedestrian and vehicular conflicts.Connections over I-78 to the Dairy Queen andneighboring industrial park do not exist. Theseareas of recent development have not provided asafe walkable connection.

Recommendations

The town of Shartlesville has a unique characterand it is an interesting place for pedestrians andcyclists to visit. There are multiple opportunitiesfor trail users to stop, rest and grab a cold drink.There are existing sidewalks linking stores andhotels.


Shartlesville has a rich and interesting history. Theinstallation of an interpretive trail will highlighthistoric spots such as the Haag's Hotel.Additionally, an interpretive trail could directpedestrians and cyclists to key attractions and des-tinations within the town.



Main Street on Third Street, a collection of antiquegas station artifacts are restored and well main-tained for public view.

Mountain Road, located at the western limit oftown, is the main intersection along Main Street.Currently, a dozen or more unique billboards areclustered around the intersection, pointing to vari-ous tourist attractions and landmarks. On the west-ern corner, a small wine shop from a local wineryhas opened, selling its wines and other local crafts.Behind this small shop, is a service access road toa restaurant, hotel, shops and Roadside America.A local farmer's stand, selling fresh fruits and veg-etables is located on the eastern side of the inter-section. Visible just past the stand is theShartlesville Hotel with its fluorescent sign andinviting front porch. Located on Mountain Road,north of I-78 is the Dairy Queen restaurant, twoservice stations, and the developing ShartlesvilleIndustrial Park on this hill beyond. Further up theroad are the Appalachian and Mountain Springscampgrounds at the base of the Blue Mountain.

Located on the western outskirts of town isRoadside America. This tourist attraction featuresa miniature-scaled model representative of thelandscapes found throughout the United States.This unique attraction continues to draw travelersand tourists. A Pennsylvania Dutch gift shop, ahotel and a restaurant are also found along thissmall access road.

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2. Trail connection to Hamburg and Strausstown.

There is a potential for a formal pedestrian/bicycleroute linking Shartlesville to Hamburg andStrausstown. An interpretive route traveling alongthe Old Route 22 corridor is outlined in the trailmatrix. (See Chapter 2)

3. Signage.

The need for signage warning motorists of pedes-trian and bicycle crossings is necessary.

4. Sidewalks and Crosswalks.

Sidewalk connections to the village park areimportant in making this recreational facility safelyaccessible. Existing walks should continue to bemaintained. The addition of pedestrian connec-tions to the west of town to and along MountainRoad should be a priority. Reducing the number ofentry points to the fruit stand and winery wouldimprove this intersection and reduce pedestrian andvehicular conflicts. Any improvements to theMountain Road overpass should include bike lanesand sidewalks. Since Main Street is also Old Route22, any crosswalks should be clearly marked andwell signed.

5. Connection.

A pedestrian link to Roadside America and theadjacent businesses from town would link theseareas and extend the length of visits to this smalltown.



Strausstown

Location

Strausstown is the western-most area examinedduring this study. The Borough of Strausstown issurrounded by Upper Tulpehocken Township andis just south of the I-78 corridor. EasternStrausstown is bordered by Route 183 (BernvilleRoad), which provides the main access to I-78from town. Old Route 22 serves as the backboneof Strausstown and is a two lane road that parallelsI-78 east to Shartlesville and Hamburg.

History

Strausstown is named after John Strauss whofounded the community and designed the basicstreet layout. The Borough was incorporated in1920 from Upper Tulpehocken Township. Thereare 353 residents in the Borough. The town coversapproximately 1.2 square miles.

Description

Strausstown is the smallest of the four towns cov-ered in this study. This community has no intensecommercial or business district, and is home toonly a few small businesses including a tavern anda bank. When entering Strausstown from the easton Old Route 22, one passes a Texaco Station (vis-ible from Route 183) and then the intersection ofEast Avenue, the access road to the StrausstownElementary School.

Analysis

West of East Avenue there are sidewalks and on-street parking on both sides of the street. OldRoute 22 is flanked on either side by private resi-dences in turn-of the century architecture.Telephone lines, power lines and their accompany-ing utility poles line the street. The Borough Hallis also located on Old Route 22. Strausstown isonly about one block deep on either side of OldRoute 22.Intersecting Old Route 22 is Walnut Street whereFire Company Number 1 is located. Across thestreet is the Post industrial building, the onlyindustrial area in town. Walnut Road leads southto the Tulpehocken Area Junior and Senior HighSchool.

Findings

This community has sidewalks through the town,however there are no pedestrian connectionsbeyond the immediate downtown. The lands adja-cent to the intersection of Old Route 22 and StateRoute 183 is planned to be a new community park.Should this plan come to fruition, pedestrian link-ages to town should also be part of park develop-ment. The church just east of Route 183 on OldRoute 22 likely includes members from town. Asafe crossing and connection to the church fromtown does not exist. At the opposite side of town,connections to the newer homes and small sheepskin shop should be developed.

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Recommendations


The installation of an interpretive trail from townthat connects to the Old Route 22 network canhighlight historic spots and direct pedestrians andcyclists to key areas within the town.

2. Trail connection to Shartlesville and Hamburg.

There is a potential for a formal pedestrian/bicycleroute linking Strausstown to Shartlesville andHamburg. An interpretive route traveling along theOld Route 22 corridor is outlined in the trailmatrix. (See Chapter 2)

3. Signage.

The need for signage warning motorists of theexistence of a trail and indicating pedestrian andbicycle crossings is necessary.

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materials can be used to delineate the pedestriancrossing area. In addition to the crosswalk, sig-nage should be incorporated, especially if no over-head traffic signals are present and use of thecrosswalk is high.

In areas where on-street parking exists, the side-walk at the crosswalk should be extended into thestreet, narrowing the distance from curb to curband removing parked cars immediately adjacent theintersection. The extended walk also provides forsmall pedestrian spaces to accommodate some siteamenities such as benches, trash receptacles, infor-mation signs or community bulletin boards andvegetation.

Signage should be used conservatively at key loca-tions. Too many signs will only add confusion andan undesirable clutter, taking away from store frontsigns and billboards. Marking an historic walkingtour, pointing to civic buildings or parks, or identi-fying an important site or structure could be donewith signage. These signs should be uniform incolor, size and style, creating a vocabulary identifi-able to that particular town. Again these signsshould be kept to a minimum, as residents alreadyknow where to go. These signs are simply toinform visitors about unique aspects of each town.

The unique character of the four villages men-tioned in this chapter needs to be preserved. Re-establishing and strengthening the pedestrian con-nections in each location will help to make eachvillage a more attractive place to live and workwill assist in each town’s vitality, preservation and“livability”.

Implementation

Recommended Actions

The recommendations for each community aresimilar. The connection to the Schuylkill Rivertrail in Hamburg and Shoemakersville and the OldRoute 22 Hex Highway touring route inShartlesville and Strausstown are important tostrengthening regional identity.

Strengthening pedestrian connections within eachtown is important. Repairs to existing walks, re-establishing crosswalks and adding new sidewalkswill greatly improve the safety and walk-ability ofeach town. Connections from residential neighbor-hoods to schools, parks and commercial and publicresources should be on the top priority, since theseare more commonly used by children. Creative yetsimple additions to the pavement can be used totell either a story about the town or point out sig-nificant features, sites, or routes. There is thepotential to implement some type of medallion intothe sidewalks in front of stores and other signifi-cant features. These medallions could resemble ahorseshoe or some type of historic element thatreflects the town's history. Businesses and thelocal government could purchase these medallionsand install them into the sidewalks.

Crosswalks are one of the most critical elements,as this is the point where the pedestrian comes indirect potential conflict with vehicles. Clearly des-ignating the crosswalk on the pavement can beaccomplished a number of ways. Painting a walkacross the asphalt is a common and low costoption. This does require regular maintenance andannual or semi-annual repainting. The delineationof the walk through a change in material is a morelong term solution, with a higher initial construc-tion cost, but a lower annual maintenance cost.Concrete, unit pavers, bricks, cobbles and other



Phasing

The timing for installation of new sidewalks andstreetscape amenities will largely depend on fund-ing and capital improvement budgets. Since thecrosswalks are linked to roads, roadway pavingprojects should include installation and marking ofcrosswalks.

1. First Priority

The first priority should be to complete the missingor fragmented sections of sidewalk within eachcommunity. Finishing these connections will be amajor step in making the entire community walka-ble.

2. Second Priority

The second priority should be to clearly delineatethe crosswalks. Moving people safely across roadsis a critical component to the connectivity of atown.

3. Third Priority

The third priority would be signage and sidewalkamenities. These items, although not related tosafety, positively add to the overall pedestrianexperience, in each village.

Documents

chapter · 4 north berks land utilization/reconnections planning study chapter - 4-3 means of getting there, ie. the car. In the same respect, if the safest route takes a round