McCandless Final Presentation[1]

G R O U P L E A D E R : M O R G A N C A S T L E

A L E X A N D R A C A M P O L O N G O , J O R D A N H O E L L M A N , B R I A N K R E L L , Z A C H P A T T E R S O N , R O N P I C A R S I C , A N T H O N Y S A L E S I , T H O M A S S E V A C K O , A N D S C O T T

T U I T E

McCandless Development Project

Project Description

Feasibility study for a potential redevelopment project

Project Site: Town of McCandless Surrounded by the North Hills of Pittsburgh, undergoing rapid

development

Approximately 50 acre area of underdeveloped land North of McKnight Road Currently contains a movie theater, vacant building, and Trader

Horn

Town residents interested in redevelopment, McCandless Planning and Zoning Board updated their C-5 Zoning Ordinance to encourage redevelopment Ordinance includes incentives for potential developers

Redevelopment Obstacles

Most parcels are encompassed by the 100 year flood plain

May be environmental contamination on the site, from past land use

Majority of the site is covered in impervious pavement, contributing to flooding problem

Intersections leading to the site may not handle increased traffic volume associated with redevelopment

Purpose

Create two conceptual design plans in AutoCAD

Capacity

Incentive

Determine the effectiveness of incentives in new ordinance

Provide recommendations for site testing and preparation

Environmental

Geotechnical

Assess building values and give a final recommendation

Land Development

Two Plans

1. Capacity Plan

2. Incentive Plan

Town of McCandless Ordinance No. 1433

Purpose: provide areas of mixed use development in a unified manner

Retail: 40%

Office: 30%

Residential: 30%

Enacted into law 12/16/2013

Town of McCandless Ordinance No. 1433

Standards

Max building height = 85 ft

Max building footprint = 150,000 sq. ft.

Max building sq. ft. = 200,000 sq. ft.

Dwelling density (Garden Apts) = 14 units max/acre

Commercial development (Retail + Office) > 50% total building sq. ft.

Transportation Impact Study

Apply to state, county, town, and private roads impacted

Applicant required to mitigate adverse impacts identified

Enacted into law 12/16/2013

Standard Building Sizes Parking Space Requirements

Retail 120 x 200 - 120 x 500

Strip Mall style, 1 story

Office 100 x 180 - 140 x 300

Multiple story office building

Residential 60 x 200

Garden Apartments, 2 stories

12 units/floor

Retail

1 space/150 sq. ft.

Office

1 space/300 sq. ft.

Residential

2 spaces/unit

Assumptions for Land Development

Capacity Plan Incentive Plan

Requirements Comply with Town of McCandless Ordinance No. 1433

1. 300 parking spaces for Park and Ride

2. 24 acres of FEMA flood plain dedicated to Conservation Easement

Parking space size 10 x 18 minimum 9 x 18 minimum

Parking standards Compliance with Section 1313.06

Based on Urban Land Institute (ULI) Shared Parking Manual, latest ed.

Max building coverage (based on gross lot area)

25% 35%

Max building footprint 150,000 sq. ft. 175,000 sq. ft.

Capacity vs. Incentive

Building Size Parking Spaces

Retail 120 x 500 400 + Park and Ride

Office 140 x 300 560

Residential 60 x 200 144

Retail Office

Residential

Building Size Parking Spaces

Retail 120 x 400 524 (Shared Parking)

Office 120 x 240 288

Residential 60 x 200 48

Retail

Office

Residential

Environmental Assessment

Phase 1 Environmental Site Assessment

1st step in environmental due diligence

Identify Recognized Environmental Contaminations (REC)

Our main focus for the Phase I ESA were the following Soil Quality

Air Quality

Water Quality

Pre-existing conditions and contaminants

The standards are based on ASTM Standard E1527-05

Past and Current Land Use

Oil tanks

Book Store

Movie Theater

Hardware Store

Soil Contamination

Land underneath Trader Horn may be contaminated from past owner

Leaks from former oil tanks may have caused oil to creep into soil

Land was raised in order to cover contaminant for construction of Trader Horn New regulations will not

allow this today

Soil Contamination

Phase II Environmental Site Assessment (ESA) may be required

EPA regulations dictate removal of contaminated soil in order to begin construction

New owner/investor likely financially responsible for environmental remediation

Soil boring tests determine severity and remediation actions Excavation

Thermal Desorption

Pump and Treat

Water Quality Report

Criteria Evaluated

Parameter Water Quality Criteria

Water Temp Max allowed is 66 degrees F

pH Range of 6.5-8.2

Dissolved Oxygen Below 4 mg/L is suitable

Conductivity Below 500uS/cm is suitable

Nitrate Over 4.4 ppm indicates polluted water

Phosphate Non polluted waters 40 Fair 20-40

Water Data

Results

High Conductivity levels (>900 uS/cm) could be from salt from roads

Sulfate levels exceeded criteria of 50 mg/L. This typically results in low pH, however, Pine Creek Watershed was found to be alkaline.

Conceivably from a non-acidic sulfate source

Phosphate levels were consistently high throughout all measuring stations which typically leads to eutrophication

Unlikely from oil spill as upstream tests also tested the same for this criterion

Overall, the watershed received a score of Fair based off the criteria evaluate

Also, no evidence to suggest contaminated land is impacting the stream

Air Quality Report

Radon Testing

Inside of buildings will need to be inspected

CO

CO2

Mold

Asbestos not likely (buildings after 1975)

Zipcode Num. Tests Min pCi/L Max pCi/L Avg pCi/L

15090 1086 0 78.5 9.1

pCi/L

Recommendations

Soil contamination is a concern for construction practices

Qualified building inspector confirm no mold or fungus in abandoned buildings

Ensure water quality meets standards after remediation

Ensure Phase II ESA is conducted thoroughly

Geotechnical Assessment

Initial Investigation & Determinations

Several Sources indicate

Silt and clay mix; may encounter coarser, more stable material with increase in depth

Bed rock strata; Conemaugh Group Shale, sandstone limestone, siltstone

Mining subsidence

On Site Investigations

6 Boring & Sample Locations

1 and 2 will require pavement penetrations

3-6, will not contact buried structures

All bore samples to be collected for classification All Standard

Penetration Tests (SPTs) aid in soil classification and produce disturbed soil sample

All 5ft of continuous rock core samples

3-6 Thin Walled Tube (Shelby Tube) sample, sample the top 20ft to produce undisturbed soil samples for laboratory testing

Laboratory Testing

Classification tests to establish the soil composition

Strength tests, performed to define such values as shear strength, compressive strength for calculating bearing stress

Determine settlement characteristics

The results of these tests would be used by the building designers.

Raising of Capacity Buildings

Unit prices taken from Tesone Transport Inc.

Development Plan

Material Type Volume CY $/CY Total Material Cost

Capacity Fill Dirt, #57 Stone 45K , 11K 1.00, 1.45 $60K

Incentive Fill Dirt, #57 Stone 26K, 6.5K 1.00, 1.45 $36K

A requirement for future developments, buildings must have their first floor 24 above the 100-year flood plain elevation

Transportation Impact Study

Traffic Data Collection

Data collected for two hour increments in February

Morning Rush [7:00 AM 9:00 AM]

Afternoon Rush [4:00 PM 6:00 PM]

Data was taken on tablets

Application produced a TDL, which analyzed the peak hour in an excel sheet

McKnight Road and Blazier Drive

Ingomar Road and Blazier Drive

McKnight Road Intersection

Morning Peak was from

7:15 AM to 8:15 AM

Afternoon Peak was from

4:30 PM to 5:30 PM

McKnight Road had the

majority of the traffic

Blazier Drive had mainly

right turns

Ingomar Road Intersection

Morning Peak was 7:15 AM to 8:15 AM

Afternoon Peak was 5:00 PM to 6:00 PM

Ingomar Road had the majority of traffic

Highway Capacity Software (HCS)

McKnight Intersection

Ingomar Intersection

Peak Hour LOS (Delay)

Morning C (24.1 s)

Evening C (23.6 s)


Morning B (10.9 s)

Evening B (13.6 s)

Acceptable LOS Delay Time (s)

A < 10

B 10-20

C 20-35

D 35-55

Failing LOS Delay Time (s)

E 55-80

F > 80

Trip Distribution

Used Census Data site

Analyzed the population of individual block groups in the Town of McCandless

Determined the routes taken to/from site

Trip Distribution Results

McKnight Road 73.82%

Northbound 58.29%

Southbound 15.53%

Ingomar Road 26.18%

Eastbound 3.72%

Westbound 22.46%

Municipality

Census

Tract

Block

Number Population Intersection Approach to Enter Site Proportion

McCandless Township 4131 1 1,287 Westbound Ingomar Road 4.52%

McCandless Township 4135 1 872 Westbound Ingomar Road 3.06%


McCandless Township 4135 2 1,059 Eastbound Ingomar Road 3.72%



McCandless Township 4131 4 1,897 Southbound McKnight Road 6.67%

McCandless Township 4131 3 1,428 Southbound McKnight Road 5.02%

McCandless Township 4131 2 1,997 Northbound McKnight Road 7.02%

McCandless Township 4132.02 1 1,092 Southbound McKnight Road 3.84%

McCandless Township 4132.02 2 1,774 Northbound McKnight Road 6.23%




McCandless Township 4132.01 1 788 Northbound McKnight Road 2.77%





McCandless Township 4133 3 692 Northbound McKnight Road 2.43%

TOTAL -McCandless 28,457 100%

WESTBOUND INGOMAR

PROPORTION 22.46%

EASTBOUND INGOMAR

PROPORTION 3.72%

NORTHBOUND MCKNIGHT

PROPORTION 58.29%

SOUTHBOUND MCKNIGHT

PROPORTION 15.53%

INGOMAR PROPORTION 26.18%

MCKNIGHT PROPORTION 73.82%

Trip Generation

Trip Generation Manual from the Institute of Transportation Engineers

Provides empirical data plots with best fit lines and equations

Variety of Land Uses

Morning and Evening Peak Hours

Variables:

Retail: Gross Floor Area (1000 sf)

Office: Gross Floor Area (1000 sf)

Residential: Dwelling Units

Trip Generation

Capacity

Office Building

AM Peak PM Peak

Ln(T)=0.80Ln(X)+1.55 T=1.12(x)+78.81

88% Enter 12% Exit 17% Enter 83% Exit

X=168 X=168

Total Trips = 286 Total Trips = 268

Entering = 251 Entering = 46

Exiting = 35 Exiting = 222

Retail

AM Peak PM Peak

Ln(T)=0.59Ln(X)+2.32 Ln(T)=0.67Ln(x)+3.37


X=60 X=60




Residential

AM Peak PM Peak

Ln(T)=0.82Ln(X)+0.23 Ln(T)=0.88Ln(x)+0.16


X=72 X=72




Incentive

Office Building

AM Peak PM Peak

Ln(T)=0.80Ln(X)+1.55 T=1.12(x)+78.81


X=86.4 X=86.4




Retail

AM Peak PM Peak

Ln(T)=0.59Ln(X)+2.32 Ln(T)=0.67Ln(x)+3.37


X=48 X=48




Residential

AM Peak PM Peak

Ln(T)=0.82Ln(X)+0.23 Ln(T)=0.88Ln(x)+0.16


X=24 X=24




General Characteristics: Morning:

High Percentage Incoming on Office

High Percentage Outgoing on Residential

Evening: High Percentage Outgoing

on Office High Percentage Incoming

on Residential

Retail is fairly balanced

throughout the day and yields the highest trip generation

Residential yields the lowest trip

generation by far

Trip Generation: Capacity Plan

Capacity Plan Trip Generations: Morning Total = 477 Evening Total = 816

Trip Generation: Incentive Plan

Incentive Plan Trip Generations: Morning Total = 287 Evening Total = 588 (About 200 less trips during each peak)

McKnight Intersection Post Development Analysis - Capacity

Morning Peak

Capacity plan had a higher increase in traffic

Morning peak kept an acceptable L.O.S. after development

L.O.S. = C

Delay increased to 24.3 seconds per vehicle

Acceptable


Morning (Pre-Development)

C (24.1 s)

Morning (Post-development)

C (24.3 s)


Afternoon Peak

Afternoon did not keep acceptable L.O.S. after development

L.O.S. fell to an F


Improvements need to be done to correct traffic flow


Afternoon (Pre-Development)

C (23.6 s)

Afternoon (Post-development)

F (108.1 s)


Improvements

Add second left turn lane to McKnight southbound

Increase right turn lane to 600 feet long on McKnight northbound

Add second lane to Blazier Drive making a right turn lane 400 feet long

L.O.S. after improvements = D

Average delay reduced from 108.1 seconds to 49.5 seconds



F (108.1 s)

Afternoon (Post-Improvement)

D (49.5 s)

McKnight Intersection Post Development Analysis - Incentive

Morning Peak

Incentive plan had a smaller increase in traffic

Morning kept acceptable L.O.S. after development

L.O.S. = C




C (24.1 s)

Morning (Post-development)

C (24.2 s)


Afternoon Peak

Afternoon did not keep acceptable L.O.S. after development

L.O.S. fell to an E


Improvements need to be done to correct traffic flow



C (23.6 s)


E (68.0 s)


Improvements

Similar to Capacity plan improvements

Increase right turn lane to 500 feet long on McKnight northbound

Add second lane to Blazier Drive making a right turn lane 400 feet long

L.O.S. after improvements = D

Average delay reduced from 68.0 seconds to 42.3 seconds



E (68.0 s)

Afternoon (Post-Improvement)

D (42.3 s)

Ingomar Intersection Post Development Analysis

Morning Peaks

Capacity and Incentive

L.O.S. for both remained at B

Delay increased, but not significantly

Afternoon Peaks

Capacity and Incentive

L.O.S. for both remained at B

Delay increased, more than morning, but not enough to reduce L.O.S.



B (10.9 s)

Morning (Post-Development)

B (15.2 s)



B (13.6 s)

Afternoon (Post-Development)

B (15.7 s)

Capacity Plan Incentive Plan

4 Driveways

Retail: 2

Office: 1

Residential: 1

2 Driveways

All mixed use

Western Driveway

Eastern Driveway

Site Driveway Analysis


Capacity Plan

Distribution of Future Trips on Site Trip Distribution - Building Location - Direction of Travel


Incentive Plan

Distribution of Future Trips on Site Trip Distribution - Building Location - Direction of Travel

Site Driveway Analysis Results

Capacity Plan

All-Way Stop Controlled: 2 Intersections

Driveway Stop Controlled: 2 Intersections

Incentive Plan

All-Way Stop Controlled: Western Driveway

Driveway Stop Controlled: Eastern Driveway

Approach/Overall

Level of Service (Delay)

Projected Conditions PM Peak Hour

Site Driveways

Capacity Plan

Western Retail Driveway (Retail 1) (All-Way Stop Control)

Eastbound Ingomar Road D (28.29)

Westbound Ingomar Road E (38.91)

Northbound Driveway B (12.89)

Overall Intersection D (31.3)

Eastern Retail Driveway (Retail 2) (Driveway Stop Control)

Westbound Ingomar Road LT A (8.4)

Northbound Driveway C (16.5)

Office Driveway (All-Way Stop Control)

Eastbound Ingomar Road C (21.52)

Westbound Ingomar Road E (41.46)



Residential Driveway (Driveway Stop Control)


Northbound Driveway C (15.9)

Incentive Plan

Western Driveway (All-Way Stop Control)

Eastbound Ingomar Road D (26.34)

Westbound Ingomar Road D (30.98)



Eastern Driveway (Driveway Stop Control)



Comparison

Average Values

Used the Allegheny County Assessment website

Compared buildings of the same size and near our site

For retail and office, calculated an average value per square foot

For residential, calculated an average value per unit

Average Building Value

Retail $54.88/sq. ft.

Office $38.09/sq. ft.

Residential $28,260.60/unit

Comparison of Plans

Capacity

Square Footage Units Building Value

Retail 60,000 NA $3,292,620.00

Office 168,000 NA $6,399,819.44

Residential NA 72 $2,034,763.03

Total= $11,727,202.47

Incentive

Square Footage Units Building Value

Retail 48,000 NA $2,634,096.00

Office 86,400 NA $3,291,335.71

Residential NA 24 $678,254.34

Total= $6,603,686.05

Recommendation: Capacity Development

Hydrological and Environmental impacts are negligible Both plans decrease impervious surface

Geotechnical and Transportation impacts are more costly Larger fill/clearance volume

Second left turn lane on McKnight southbound

Increased building value Double Incentive Development

Incentives do not make up for the loss of developable area

Documents

McCandless Final Presentation[1]