chapter 3: transportation system and performance · pdf filecambria county long range...

Cambria County Long Range Transportation Plan, 2015-2040 19

Transportation System and Performance 3 The Multimodal Transportation System—Its Use and Performance The transportation system includes all of the facilities and services that enable people to travel, ship goods, and provide services. This chapter inventories all modes found in Cambria County:

• highways, bridges and traffic signals and signs – see page 20 for highways, page 41 for bridges, and page 48 for signals and signs

• public transportation services – see page 50

• air travel facilities and services – see page 58

• rail infrastructure and services for freight and passengers – see page 61

• facilities for bicyclists and pedestrians – see page 64.

More importantly, the chapter discusses the use, condition, and performance of these facilities and services as PennDOT and the County increasingly manage maintenance and improvement funds based on these metrics.


Transportation System and Performance

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Highway Network: Classifications and Volumes

Summary Statistics

Of the 1,700 linear miles of roadway in Cambria County, roughly 60 percent of roads in this area are locally owned by municipalities, but state-owned roads carry 88 percent of all traffic. See Table 3-1.

Table 3-1: 2013 Mileage by Jurisdiction

GEOGRAPHY PENNDOT OTHER AGENCIES TURNPIKE TOLL

BRIDGE LOCAL

MUNICIPAL TOTAL MILES

Cambria County 672.70 24 - - 1,033 1,729 DVMT 2,272,814 61,029 - - 327,225 2,661,068

Pennsylvania 39,787 1,580 551 11 78,008 119,936 DVMT 202,391,130 4,018,939 15,835,979 521,365 47,446,221 270,213,634

Highway Classifications and their Value for Planning

The Federal-Aid System

The Federal-Aid Highway System includes the Interstate Highway System as well as primary highways and principal secondary and feeder routes—including farm-to-market roads, rural mail and public school bus routes, local rural roads, county and township roads, roads of the county, road class, and their urban extensions. These highways are selected by PennDOT and local officials and subject to approval by the Federal Highway Administration and are eligible for financial assistance for their construction, maintenance, and operations through the Federal-Aid Highway Program.

The Federal-Aid System in the County includes all National Highway System (NHS) highways plus portions of several state and local highways totaling more than 447 state-owned miles and 25.9 locally-owned miles. See Table 3-2. Total mileage of the Federal-Aid System has not changed over the past five years.

Table 3-2: Federal Aid System, 2013

COUNTY FEDERAL AID LINEAR MILES

STATE-OWNED LOCAL-OWNED TOTAL Cambria County 445 26 471 Pennsylvania 24,203 3,357 27,560 Turnpike (statewide) 551 Toll Bridges (statewide) 9 Pennsylvania Grand Total 28,120 Source: PennDOT



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Figure 3-1: National Highway System and Federal Aid System

National Highway System Federal Aid System Source: PennDOT

The National Highway System

The National Highway System is a network of strategic highways approved by Congress in the National Highway Designation Act of 1995. The National Highway System includes the Interstate System, the Strategic Highway Network, and highways serving major airports, ports, rail or truck terminals, railway stations, pipeline terminals, and other strategic transport facilities. The National Highway System receives dedicated funding that cannot be used on non-NHS highways.

Elements of the National Highway System within the County include US 22, US 219, US 422, and PA 56, and portions of PA 271 totaling 126 miles. See Figure 3-1 and Table 3-3. Over the past five years, there has been no significant change in total mileage of the NHS in the region.

Truck traffic traversing through the County primarily utilizes National Highway System highways, as shown by the truck traffic percentages for major highways beginning on page 30.

Table 3-3: Mileage and DVMT Travel Demand of the National Highway System, 2013 LINEAR MILES TOTAL STATE TURNPIKE TOLL

BRIDGE LOCAL LINEAR

MILES DVMT

Cambria County 112 - - 1 113 1,277,718 Pennsylvania 6,413 551 9 238 7,210 142,057,916 Source: PennDOT

Functional Classification

Roadways perform two functions: providing traffic mobility (i.e., through travel) and providing land access (i.e., to property). They can be grouped or ranked in terms of the proportion of mobility vs. access they provide—a concept known as highway functional classification. The Federal Highway Administration, PennDOT and Cambria County use functional classification in determining eligibility for funding under the Federal-aid program.

The Federal Highway Administration prescribes three functional classifications with various sub-classifications and determines the classification of each state- and locally-owned highway by segment.

Arterials are highways that connect, as directly as practicable, the nation’s principal urbanized areas, cities, and industrial centers; serve the national defense; and connect at suitable border



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points with routes of continental importance. All arterials are eligible for Federal-Aid funding. Arterials are sub-classified into four groups:

• Interstates are the highest classification of arterial roads characterized by divided, directional lanes offering the highest level of mobility, at the highest speed, for long uninterrupted distances. There are no interstates in Cambria County.

• Other Freeways and Expressways often but not always have divided directional travel lanes and access limited to grade-separated interchanges or a very few at-grade intersections. Portions of US 22 and US 219 and PA 56, the Johnstown Expressway, are classified as other freeways/expressways.

• Other Principal Arterials provide high mobility in urban areas and between rural centers. They may be limited access or provide direct access to abutting lands. Remaining portions of the US routes and many PA 2- and 3-digit routes in Cambria County are principal arterials.

• Minor arterials typically interconnect other arterials and collectors for long-distance trips. In Cambria County, these include about a dozen 2-, 3- and 4-digit state routes.

Collectors provide land access service and traffic circulation within residential neighborhoods, commercial and industrial areas, and downtown city centers. Collectors connect local roads and streets with arterials and provide less mobility than arterials, at lower speeds and for shorter distances. They may be sub-classified as major collectors in higher density developed areas and minor collectors in lower density developed areas. Major collectors are eligible for Federal-Aid funding; minor collectors are not.

Locals are roads and streets that provide the highest level of access to abutting land but limited mobility for distance. In functional classification, “local” indicates the facility’s function, not its ownership. All highways not classified as arterials or collectors are deemed locals. Locals are not eligible for Federal-Aid funding.

PennDOT posts highway network maps of functional classification by county on the Bureau of Planning and Research webpage here. Highway mileage by classification is shown in Table 3-4.

Table 3-4: Mileage by Functional Classification of Highways

COUNTY

FEDERAL AID LINEAR MILES NON FEDERAL AID LINEAR MILES TOTAL

LINEAR MILES

INTER- STATE

OTHER FRWY/ EXPWY

OTHER PRINC ARTER

MINOR ARTER

MAJOR COLL MINOR

COLL LOCAL

Cambria County - 38 74 107 251 132 1,127 1,729 Percent 2.2% 4.3% 6.2% 14.5% 7.7% 65.1% 100.0%

Pennsylvania 1,856 858 4,409 8,496 12,592 7,255 84,470 119,936 Source: PennDOT

As federal and state transportation agencies continue to move toward a performance-based management approach, they may also measure, develop benchmarks, and set performance targets by functional classification.

Source: Highway Functional Classification Concepts, Criteria and Procedures for Statewide Transportation Planning.

http://www.dot.state.pa.us/Internet/Bureaus/pdPlanRes.nsf/infoBPRCartoMapsinPDFandDJVU?OpenForm

http://www.fhwa.dot.gov/planning/processes/statewide/related/highway_functional_classifications/section01.cfm

http://www.fhwa.dot.gov/planning/processes/statewide/related/highway_functional_classifications/section01.cfm



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Highway Travel by Functional Classification

Traffic volumes are nearly evenly distributed across the four highest classifications found in the County. Other principal arterials carry the largest percentage (24.2 percent) of daily vehicle-miles traveled (DVMT) followed closely by freeways/expressways at 23.6 percent. Major collectors rank a close third, carrying 20.1 percent of total traffic. These Federal-Aid eligible highways total 27.2 percent of the network and carry 83.5 percent of its traffic. Minor collectors and locals total 72.8 percent in length and carry 16.5 percent of total traffic. See Table 3-5.

Table 3-5: Travel by Functional Classification of Highways

FEDERAL AID DVMT NON FEDERAL AID DVMT

TOTAL DVMT

INTER- STATE

OTHER FRWY/ EXPWY

OTHER PRINCIPAL

ARTER

MINOR ARTERIAL

MAJOR COLL

MINOR COLL LOCAL

Cambria County - 627,262 643,915 414,267 535,944 100,761 338,919 2,661,068 Percent 23.6% 24.2% 15.6% 20.1% 3.8% 12.7% 100.0%

Pennsylvania 63,784,230 22,993,206 54,657,755 51,599,923 32,515,006 5,561,900 39,101,614 270,213,634 Source: PennDOT

Five-year trends show that traffic on other freeways/expressways, minor collectors, and locals in the County has increased, while traffic on other highway types has fallen. See Table 3-6.

Table 3-6: Five-Year Trend in Travel by Functional Classification of Highways

FEDERAL AID DVMT NON FEDERAL AID DVMT

TOTAL DVMT

INTER-STATE

OTHER FRWY/ EXPWY

OTHER PRINCIPAL ARTER

MINOR ARTERIAL

MAJOR COLL

MINOR COLL LOCAL

Cambria County 0.00% 13.38% -12.33% -14.73% -14.03% 40.73% 11.38% -4.03% Pennsylvania -4.54% 2.39% -6.65% -6.31% -6.58% -0.35% -1.59% -4.52% Source: PennDOT

Business Plan Classification

One final classification system used by PennDOT is its Business Plan Network. This system integrates function and traffic volumes in PennDOT’s analysis of highway performance into four classifications – Interstate System, National Highway System (NHS), Non-NHS > 2000 Average Daily Traffic (ADT), and Non-NHS < 2000 ADT. See Figure 3-2.

Figure 3-2: Percent Segment Miles by Business Plan Network

Source: 2013 Performance Measures Annual Report -- Pavements, Johnstown MPO

Interstate, 0%

NHS, Non-Interstate,

24%

Non-NHS > or = 2000, 23%

Non-NHS < 2000, 53%



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A Snapshot of Major Highways

US 22

US 22 is the major east-west highway, connecting the County west to Pittsburgh and east to the Interstate 99/US 220 corridor in Altoona. The route is a four-lane, limited access highway from Ebensburg to I-99/US 220 and a four-lane highway but not limited access facility from Ebensburg west to the Indiana County line.

Figure 3-3 Snapshot of the US 22 Corridor

Table 3-7: US 422 Traffic Volumes, 2014

Beginning Location Ending Location Daily Volume Truck Traffic

Classification Total Percent

PA- 403, Indiana Co SR-3041, Dishong Mtn Rd

E: 6,588 1,515 23% Rural, Principal Arterial

W: 7,222 1,733 24%

Dishong Mtn Road PA-271 E: 7,133 1,712 24%

Rural, Principal Arterial W: 6,576 1,578 24%

PA-271 US-219 E: 8,476 1,185 14%

Rural, Principal Arterial W: 8,177 1,255 15%

US-219 High Street Exit, Ebensburg

E: 11,563 1,157 10% Urban, Principal Arterial

W: 12,406 1,364 11%

High Street Exit, Ebensburg Center Street, Ebensburg


W: 10,976 2,085 19%

Center Street Admiral Perry Hwy On-Ramp


W: 8,675 1,568 18%

Admiral Perry Hwy On-Ramp PA-164


W: 12,231 1,835 15%

PA-164 SR-2014, Admiral Perry Hwy


W: 10,422 1,524 15%

SR-2014, Admiral Perry Hwy Cambria & Blair Co Line


W: 11,848 1,659 14% Source: PennDOT Bureau of Planning & Research



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US 22 is a principal arterial of the National Highway System throughout its urban and rural segments. Traffic ranges from 13,709 to almost 24,000 vehicles per day; westbound traffic is 3 percent higher than eastbound. Truck traffic as a percentage of directional traffic ranges from 10 to 24 percent and is highest on the western segments.

Other Major Intersections

• In addition to the highway intersections noted in Table 7, US 22 also intersects with PA 53 at Cresson.

US 219 US 219 is the major north-south highway connecting Cambria County with Interstate 76/ PA Turnpike in Somerset County to the south, and Interstate 80 in Clearfield County to the north. Within the county, US 219 intersects with east-west routes US 22 and US 422. The highway is a four-lane, limited-access facility from Carrolltown to the Turnpike. From Carrolltown north to I-80, it is a two-lane highway.

US 219 is a principal arterial of the National Highway System throughout its urban and rural segments. Traffic ranges from just under 2,000 at the Indiana County line to 30,330 vehicles per day between PA 56 and Galleria Drive. Truck traffic as a percentage of total traffic ranges from 3 to 12 percent.


In addition to the highway intersections noted in Table 8, US 22 also intersects with:

• PA 249 south of Cherry Tree.

• PA 1099 south of Carrolltown.

• PA 583 south of Carrolltown.

• PA 53 at Summerhill/Ehrenfeld.

• PA 601/638 at Jerome.




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Table 3-8: US 219 Traffic Volumes, from Count Years 2011-2014

Beginning Location Ending Location Daily Volume

Truck Traffic Classification

Total Percent

PA-403, Somerset Co PA-56 N: 6,445 441 7% Urban,

Freeways/Expressways S: 6,393 476 7%

PA-56 PA-756 N: 10,987 1,758 3% Urban,

Freeways/Expressways S: 9,816 1,080 11%

PA-756 PA-56 N: 14,836 1,249 8% Urban,

Freeways/Expressways S: 15,494 1,206 8%

PA-56 SR-3031, Galleria Dr N: 13,080 879 7% Urban,


SR-3031, Galleria Dr PA-869 N: 9,209 921 10% Urban,


PA-869 SR-3024, RailRd St N: 9,511 629 7%

Rural, Principal Arterial S: 9,688 747 8%

SR-3024, RailRd St Tower Rd N: 7,202 648 9%


Tower Rd US-22 N: 7,120 644 9%


US-22 US-422 N: 5,234 471 9%


US-422 SR-4031, Plank Rd N: 2,914 218 7%


SR-4031, Plank Rd PA-553 9,433 829 9% Rural, Principal Arterial PA-553 SR-4004, Oak St 6,798 543 8% Rural, Principal Arterial SR-4004, Oak St SR-4015, Carroll St 7,837 520 7% Urban, Principal Arterial SR-4015, Carroll St SR-4013, Sunset Rd 6,293 406 6% Urban, Principal Arterial SR-4013, Sunset Rd SR-4011, Cole Rd 3,425 274 8% Urban, Principal Arterial

SR-4011, Cole Rd SR-4021, Number Nine Rd 3,127 250 8% Urban, Principal Arterial

SR-4021, Number Nine Rd SR-4009, Oil Tank Hill Rd 4,182 293 7% Urban, Principal Arterial SR-4009, Oil Tank Hill Rd PA-271 5,481 329 6% Urban, Principal Arterial

PA-271 39th St, Northern Cambria 7,836 449 6% Urban, Principal Arterial

39th St, Northern Cambria SR-4016, Philadelphia Ave 4,960 316 6% Urban, Principal Arterial

SR-4016, Philadelphia Ave SR-4027, Laurel St 5,831 309 5% Urban, Principal Arterial SR-4027, Laurel St SR-4029, Moss Creek Rd 2,016 125 6% Rural, Principal Arterial SR-4029, Moss Creek Rd PA-240 2,169 130 6% Rural, Principal Arterial PA-240 Indiana Co: PA-580 1,998 155 8% Rural, Principal Arterial

Source: PennDOT Bureau of Planning & Research



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US 422 US 422 connects Indiana County and Ebensburg Borough, providing access to Interstates 79 and 80 and eventually Youngstown, Ohio. In Cambria County, the highway is predominantly a two-lane facility with a short section of four-lane highway at the interchange with US 219.

US 422 is a principal arterial of the National Highway System through urban and rural portions of the county. Traffic ranges from 5,326 to 9,157 vehicles per day. Truck traffic as a percentage of total traffic ranges from 10 to 19 percent.


Table 3-9: US 422 Traffic Volumes, from Count Years 2012-2014

Beginning Location Ending Location Daily Volume

Truck Traffic Classification

Total Percent PA- 403, Indiana Co SR-4001, Iverson Rd 7,059 1,341 19% Rural, Principal Arterial

SR-4001, Iverson Rd PA-271 5,326 1,011 19% Rural, Principal Arterial

PA-271 PA-271 6,939 923 13% Rural, Principal Arterial

PA-271 SR-3049, Cardiff Rd 6,524 979 15% Rural, Principal Arterial

SR-3049, Cardiff Rd US-219 E: 4,638 696 15%

Urban, Principal Arterial W: 4,519 452 10%



• In addition to the highway intersections noted in Table 9, US 422 also intersects with US 22 at Ebensburg.



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PA 56 PA 56 connects communities in the Johnstown area with US 22 at Armagh, US 219 on the east side of Johnstown, and I-99/US 220 in Cessna, just north of Bedford. From US 219 to the City of Johnstown, PA 56 is a four-lane highway known as the Johnstown Expressway. In all other segments, PA 56 is a two-lane, principal arterial. Traffic ranges from 4,601 to 29,982 vehicles per day. Truck traffic as a percentage of total traffic ranges from 4 to 19 percent.

Figure 3-6 Snapshot of the PA 56 Corridor



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Table 3-10: PA 56 Traffic Volumes, from Count Years 2010-2014



Indiana Co Line Hoffman Ave, Johnstown 4,601 172 4% Rural, Principal Arterial

Hoffman Ave, Johnstown SR-3005, Fairfield Ave, Johnstown 7,364 589 8% Urban, Principal Arterial

SR-3005 Fairfield Ave, Johnstown D St, Johnstown 8,790 527 6% Urban, Principal Arterial

D St, Johnstown PA-403 9,452 450 5% Urban, Principal Arterial

PA-403 SR-3039, Fourth Ave E: 8,928 586 7%


SR-3039, Fourth Ave SR-3044, Washington St E: 8,720 523 6%


SR-3044 Washington St Johns St, Johnstown E: 7,680 722 9%


Johns St, Johnstown Napoleon St, Johnstown E: 7,572 605 8%


Napoleon St, Johnstown SR-3016, Bedford St On-Ramp

E: 5,857 351 6% Urban, Freeways/Expressways W: 6,234 562 9%

SR-3016, Bedford St On-Ramp

Westbound Off-Ramp to Bedford St

E: 8,673 434 5% Urban, Freeways/Expressways W: 9,633 674 7%

Westbound Off-Ramp to Bedford St Widman St Off-Ramp

E: 8,818 529 6% Urban, Freeways/Expressways W: 9,586 1,054 11%

Widman St Off-Ramp Walters Ave Off-Ramp E: 11,512 638 6% Urban,

Freeways/Expressways W: 11,062 723 7%

Walters Ave Off-Ramp US-219 E: 10,926 758 7% Urban,

Freeways/Expressways W: 11,098 746 7%

US-219 SR-3006, Eisenhower Boulevard

E: 14,310 955 7% Urban, Principal Arterial

W: 14,672 1,029 7%

SR-3006, Eisenhower Boulevard Cambria & Somerset Co Line

E: 6,704 489 7% Urban, Principal Arterial

W: 6,725 499 7% Source: PennDOT Bureau of Planning & Research


In addition to the highway intersections noted in Table 10, PA 56 also intersects with:

• PA 271 in Johnstown. • US 219 Johnstown Galleria. • PA 756 Bedford St/Elton Rd. • PA 160 in Windber.



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PA 403 PA 403 is a two-lane urban highway from Stoystown, Somerset County to Johnstown, roughly parallel to the Stonycreek River, and on to US 119 near Marion Center. PA 403 is an urban principal arterial throughout the urbanized portion of the Johnstown area and a rural minor arterial in other areas. Traffic ranges from 4,500 to 7,700 vehicles per day (in the Ferndale area). Truck traffic as a percentage of total traffic ranges from 2 to 4 percent (in the Ferndale area).



• PA 56 in Johnstown. • PA 417 and PA 985 in Ferndale. Table 3-11: PA 403 Traffic Volumes, from Count Years 2012-2014



SR-4041, Kring St, Somerset Co PA -403 5,723 114 2% Rural, Minor Arterial

PA-403 SR-3006, Eisenhower Boulevard 7,780 301 4% Urban, Principal Arterial

SR-3006, Eisenhower Boulevard SR-3007, Clay St 5,130 272 5% Urban, Principal Arterial

SR-3007, Clay St Ogle St, Ferndale 4,585 230 5% Urban, Principal Arterial Ogle St, Ferndale PA-756 6,661 266 4% Urban, Principal Arterial PA-756 SR-3011, Franklin St 5,301 202 4% Urban, Principal Arterial Source: PennDOT Bureau of Planning & Research




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PA 271 PA 271 connects northwestern Cambria County with Ligonier, Westmoreland County, passing through the City of Johnstown.

PA 271 is an urban principal arterial through the urbanized portions of the County, a minor arterial north to Nanty-Glo and south of Johnstown to the Westmoreland County line, and a major collector in the rural northern segments (per PennDOT’s 2009 Functional Classification Map). Traffic ranges from 1,600 to 10,700 vehicles per day. Truck traffic as a percentage of total traffic ranges from 2 to 7 percent.

Major Intersections


• PA 553 at Nicktown. • US 422 at Belsano. • PA 3034 at Nanty-Glo. • US 22 south of Nanty-Glo. • PA 56 and PA 403 in Johnstown.




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Table 3-12: PA 271 Traffic Volumes, from Count Years 2010-2014



SR-1007, Ross Mtn. Park Rd, Westmoreland Co SR-3001, Northfork Rd 2,126 46 2% Rural, Minor Arterial Cambria County: SR-3001, Northfork Rd SR-3003, Fender Lane 1,667 66 4% Rural, Minor Arterial

SR-3003, Fender Lane SR-3005, St. Clair Rd 4,746 191 4% Rural, Minor Arterial

SR-3005, St. Clair Rd SR-3007, Goucher St 5,156 155 3% Urban, Principal Arterial

continued

SR-3007, Goucher St Luzerne St, Southmont 10,751 215 2% Urban, Principal Arterial

Luzerne St, Southmont Barnett St, Ferndale 9,246 277 3% Urban, Principal Arterial

Barnett St, Ferndale Haynes St, Johnstown 6,191 247 4% Urban, Principal Arterial

Haynes St, Johnstown Main St, Johnstown 7,229 506 7% Urban, Principal Arterial

Main St, Johnstown SR-3044, Washington St 3,362 168 5% Urban, Principal Arterial

SR-3044, Washington St SR-3029, Franklin St 3,581 250 7% Urban, Principal Arterial

SR-3029, Franklin St Apple Court, Johnstown 4,998 191 4% Urban, Principal Arterial

Apple Court, Johnstown SR-3037, William Penn Ave 3,285 164 5% Urban, Principal Arterial

SR-3037, William Penn Ave SR-3030, Mineral Point Rd 4,410 132 3% Urban, Principal Arterial

SR-3030, Mineral Point Rd SR-3039, Benshoff Hill Rd 5,073 171 3% Urban, Principal Arterial Source: PennDOT Bureau of Planning & Research



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Figure 3-9 Snapshot of the SR 3016 Beford Street/Scalp Avenue Corridor

SR 3016, Bedford St and Scalp Avenue SR 3016 is an urban principal arterial runs from the City of Johnstown through Dale Borough and Geistown Borough to US 219 and PA 56 in Richland Township. Traffic ranges from 4,400 to 20,034 vehicles per day. Truck traffic as a percentage of total traffic ranges from 2 to 14 percent.

Major Intersections

In addition to the highway intersections noted in Table 13, SR 3016 intersects with numerous 4-digit state routes and local streets.

Table 3-13: SR 3016 Traffic Volumes, from Count Years 2011-2014



Haynes St, Johnstown SR-3024, Adams St 14,379 675 5% Urban, Principal Arterial

SR-3024, Adams St SR-3027, Arthur St 4,401 132 3% Urban, Principal Arterial

SR-3027, Arthur St PA-56 On/Off-Ramps 5,298 131 2% Urban, Principal Arterial

PA-56 On/Off-Ramps SR-3019, Penrod St 6,059 181 3% Urban, Principal Arterial

SR-3019, Penrod St SR-3017, Brentwood Ave E: 4,056 284 7%


SR-3017, Brentwood Ave SR-3018, Bedford St E: 6,838 163 2%


SR-3018, Bedford St SR-3012, Luray Ave E: 4,332 87 2%


SR-3012, Luray Ave SR-3008, Hostetler Rd E: 6,850 206 3%


SR-3008, Hostetler Rd US-219 E: 10,412 184 2%





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Minor Arterials

Sixteen additional highways in Cambria County perform arterial functions:

• PA 36

• PA 53

• PA 160

• PA 271 south from US 22

• PA 403 through the West End

• PA 756

• PA 3007 from Morrellville to Ferndale

• PA 3002, Harshberger Road

• SR 3011, Goucher Street

• SR 3018, Bedford Street east of Geistown

• SR 3024, Frankstown Road east to Airport Road

• SR 3029, Truman Boulevard and Fulmer Road

• SR 3031, Airport Road

• SR 3033, Solomon Road

• SR 3037, William Penn Avenue

Highway Performance PennDOT measures highway performance by metrics, such as safety records and pavement conditions. Posted and bonded roads data also provides a measure of road use and conditions.

Safety

Data from PennDOT’s Crash Information Systems and Analysis Divisions show that crashes in Cambria County peaked and have generally been declining from a five-year high of 1,391 in 2010 to 1,218 in 2014. Data for crashes per 100,000 miles traveled allows comparison to the statewide average and show that crashes has been slightly more frequent in Cambria County. See Table 3-14

Traffic-related fatalities per year across the state have also declined, however fatalities in Cambria County have not. Fatalities per 100,000 miles traveled show that Cambria County’s fatality rate has been steady and typically higher than that of the state since 2010. See Table 3-15.

Table 3-14: Total Crashes, 2010-2014 Total Crashes Crashes per 100,000 DVMT

2010 2011 2012 2013 2014 2010 2011 2012 2013 2014 Cambria County 1,391 1,355 1,216 1,293 1,218 52 51 46 49 46 PA 121,312 125,395 124,092 124,149 121,309 45 46 46 46 45 Source: PennDOT Bureau of Maintenance and Operations, Crash Information Systems and Analysis Division

Table 3-15: Traffic Fatalities, 2009-2013 Traffic Fatalities Fatalities per 100,000 DVMT

2010 2011 2012 2013 2014 2010 2011 2012 2013 2014 Cambria County 14 18 17 11 13 0.5 0.7 0.6 0.4 0.5 PA 1,324 1,286 1,310 1,117 1,195 0.5 0.5 0.5 0.4 0.4 Source: PennDOT Bureau of Maintenance and Operations, Crash Information Systems and Analysis Division



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The Pennsylvania State Police report that the vast majority of crashes in Cambria County are caused by driver error, e.g. speeding, failure to obey traffic signs, distraction/inattentiveness, etc., not by highway design.

Pavement Conditions

The surface condition of highway pavement is important to travel safety and transportation maintenance costs. PennDOT collects and analyzes pavement condition data for all state-owned roads, assessing select highways annually and others by sample. PennDOT then publishes reports of annual performance reports, statewide and by planning region.

Roadway condition is based on the International Roughness Index (IRI) and the Overall Pavement Index (OPI). IRI is based on the level of deflections per segment of highway. The lower the IRI, the smoother the road. Using IRI ranges, highways in each of the business plan networks are rated excellent, good, fair, or poor. OPI ratings compile the IRI with structural, surface distress, and safety factors.

IRI ratings listed in Table 3-16 show that the majority of state highways with volumes over 2000 average daily traffic (ADT, vehicles) are rated as having good to excellent smoothness and the majority of highways with volumes less than 2000 ADT are rated good or fair.

Table 3-16: Smoothness (International Roughness Index) Summary


OPI ratings shown in Table 3-17 reflect somewhat better overall pavement conditions in that the majority of NHS highways and low volume non-NHS state highways are rated as good to excellent for overall pavement condition but that most high volume non-NHS highway mileage is rated fair to poor.

Table 3-17: Current Overall Pavement Index Summary




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Pavement Performance Goals

PennDOT’s Annual Performance Report for Pavement reports next-year targets and long-range goals for pavement conditions. These targets and goals reflect improvement—not unrealistic perfection—for pavement management. For Cambria County, 2014 targets and long-range goals were the same for NHS and non-NHS highways.

NHS, Non-Interstate Highways

2013 pavement conditions for NHS highways fell short of long-range goals for reduction of poor IRI and maintenance of good and excellent OPI. However, given the 113.5 miles of NHS highways in the County, the length of highway pavement improvement needed to reach these goals is fairly small; a few resurfacing projects to remove 6.2 miles from a poor IRI and an increase of 16.59 miles to the good or excellent rating would meet the targets and the long-range goals. These small and feasible gap-to-goal metrics demonstrate that District 9-0 gives adequate attention to the maintenance of NHS highways in the County. Local planning should suggest priorities for which highways or highway segments should be prioritized for improvement.

Non-NHS Highways

Pavement conditions for non-NHS highways are farther from long-range goals but still represent needed mileage improvements of less than 50 miles. To reach goals, 7.5 miles of higher volume non-NHS highways (2000 vehicles per day or higher) need to be improved and rated above poor IRI, and an additional 31.5 miles need to achieve a good or excellent OPI rating. For lower volume non-NHS highways, 20.3 miles need to be improved and rated above poor IRI and an additional 45.6 miles need to achieve a good or excellent OPI rating. Locals

Figure 3-10: Pavement Goals for Interstate and NHS, Non-Interstate Highways

Figure 11: Pavement Goals for Non-NHS Highways

For the Non-NHS Business Plan Networks, the IRI and OPI data for most recent year captured, either 2012 or 2013.




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agree that the non-NHS highways lag behind in condition. Act 89 funds have helped address pavement conditions on non-NHS highways, but these funds represent only a five-year commitment to improving transportation infrastructure. Local planning should continue to prioritize highway maintenance based on community and economic development needs and assist in determining long-term funding solutions.

Posted and Bonded Roads

Many of Pennsylvania’s older secondary and rural roadways were not designed to support the heavy truck loads they presently carry. As a result, many of these roadways require PennDOT or local owners to perform maintenance and repair activity in advance of the normal cycle (known as excess maintenance). PennDOT's posting and bonding policies address this problem by requiring haulers to be financially responsible for excess maintenance on the roadways they use. In this way, PennDOT can maintain its rural roadways for simultaneous use by passenger vehicles and haulers.

Posting places a weight restriction on a state or locally owned roadway and records the restriction under Section 4902(a) of the Vehicle Code. Primary highways are generally not posted, as they are designed and constructed for heavy use. Postings are more commonly used on secondary routes not designed or built for heavy loads.

Bonding is a formal agreement between the road owner and the hauler by which the hauler agrees to be responsible for any damages arising from its hauling. Bonding can be provided by a performance bond issued by an insurance company or by an irrevocable letter of credit. Other forms of security can be reviewed on a case-by-case basis at the jurisdiction’s discretion.

PennDOT’s online Posted/Bonded Viewer enables the public, including haulers, to view the status of posted and bonded roads (and posted and closed bridges) across the state. A snapshot of the viewer is shown in Figure 3-12. This snapshot depicts the extensive roads in Cambria County that have been posted or bonded, largely due to the heavy traffic associated with mining. Road posting and bonding data is available from the viewer and PennDOT’s website.

PennDOT’s road bondee data shows that 23 roads or road segments were bonded by mining, natural gas and trucking companies in Cambria County in June 2015. See Table 3-18 for summary statistics and Appendix D for details.

Table 3-18: Posted Roads, July 1015

Number of Routes/Segments

Posted Weight Limit (Tons) Total Miles

Cambria County 14 5 36 70 10 248 1 12 3 7 15 16

Subtotal 92 303 Source: PennDOT Bureau of Maintenance and Operations

http://www.dot4.state.pa.us/pdotforms/vehicle_code/chapter49.pdf

http://www.dot.state.pa.us/PBV/index.htm



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Figure 3-12: Snapshot of PennDOT’s Posted and Bonded Viewer

Source: PennDOT Bureau of Maintenance and Operations

Public Input on Highways Comments gathered from the public and the projects and efforts they suggest for highways in Cambria County include the following:

1. Relieve congestion at the intersection of Eisenhower Boulevard and Scalp Ave.

2. Complete the New Germany interchange on US Route 219.

3. Signage is confusing and alignment is poor at the intersection of US Route 219 and Elton Road.

4. Travel to points north is a challenge. US 219 north is the primary route but is only a 2-lane facility from Carrolltown north to DuBois.

5. At the end of the US 219 expressway at Carrolltown, where US 219 transitions from 4-lane to 2-lane north, the sight line is blocked by an earth mound; earth may be mounded for future highway construction but it currently blocks sight line.

6. Cambria County should support completion of US 219 south as a four-lane highway from Somerset to I-68. It would improve and add traffic flow to and from the County.

7. US 22 through Cambria County should be a limited access highway. Access through Ebensburg is uncontrolled. Two full interchanges are needed and one with US 219.



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8. Improve safety at the intersection and signal at the intersection of US 22 and South Center St. The signal malfunctions and the turning lane is too short. Trucks should be considered in an evaluation, since they require longer breaking and start-up times.

9. Hastings Area Industrial Development Authority wants a new connection to PA 36 for shipping of steel (a mid-range project in the 2011 long-range transportation plan).

10. Transportation choice is important to the young workforce (25-35 year olds) and millennials.

11. Sight distance is poor at PA 271 south turning onto US 422 in Belsano. It’s hard to see oncoming traffic from the west (Strongstown).

12. US 422 west onto PA 271 is tight for truck movements.

13. At PA 271 into Twin Rocks, the train trestle blocks the view.

14. Bedford Street from Main to Haynes Street in the City of Johnstown is in poor condition.

15. PA 53 is a route of concern for crashes.

16. There are a limited number of routes to reach Johnstown, such as Bedford Street, Franklin Street, and Route 403 through Ferndale and Hornerstown. These routes are narrow for trucks and buses. Winter conditions cause detouring to more accessible routes, which adds time and mileage, and discourages businesses from locating or staying in Johnstown. Some have moved out to Richland Township or Ebensburg for better (yearround) access. The narrow routes also make a poor impression on visitors.

17. An additional interchange on US 219 at Eisenhower Boulevard would reduce congestion on PA 56/Scalp Avenue. Getting US 219–bound traffic from Eisenhower Boulevard more directly to US 219 would reduce the traffic volume and specifically the volume at two turning movement locations along the PA 56/Scalp Avenue corridor. The limited length of the northbound left turn lane from Eisenhower to Scalp Avenue causes traffic to queue into the right (through) lane. This traffic then adds to the heavy commuter traffic on PA 56/Scalp Avenue between Eisenhower Boulevard and US 219. This corridor is still developing: a new medical facility and more commercial development are planned in the coming years.

18. Consolidated farm operations are moving larger, heavier farm equipment across farther distances than in decades past. A single operator may be farming on multiple tracts miles apart, and moving equipment between the tracts on state and local roads. This heavy equipment slows travel speed and increases road maintenance needs.

19. Cambria County has an active Amish community in the County. They travel by horse-drawn, steel-rimmed buggies. Their safety and use of the road system should be considered.

20. Northern Cambria is interested in better north-south mobility. The US 219 North TSM Alternate Transportation Study recommended improvement of PA 36 to improve



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north-south travel, which helps north-south travel generally, but not necessarily to and from North Cambria Borough.

21. Dangerous truck traffic passes through the West End neighborhood of Johnstown on Route 56. A new roadway should be constructed to remove this truck traffic from residential streets.

Survey Findings:

22. Regional highway access is one of the two most important transportation facilities for local livability.

23. The current highway system meets the needs of most respondents.

24. The number one transportation need in Cambria County is better roads and highways (includes maintenance and improvements) and would help the County economy more than improvement to other transportation facilities.

25. Among highway projects, completion of access improvements to the Baltimore/Washington, DC metro region (US 219 to I-68) are most important.

26. Route 56 was listed by 1 in 4 respondents as the highway segment in greatest need of improvement.



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Bridges Bridges are found along all types of highways across the county. They cross waterways, rail lines, other highways, and other barriers to travel. There are 332 bridges longer than 8 feet in length along state highways and 342 bridges greater than 20 feet in length along local highways in Cambria County. These lengths correspond to the Federal Highway Administration’s inspection requirements for highway bridges.

Figure 3-13 shows the distribution of bridges by highway type and demonstrates that bridges tend to be larger (have greater deck area) on higher-order highways.

Figure 3-13: Bridge Count and Deck Area Distribution by Highway Type, 2013

Source: 2013 Performance Measures Annual Report -- Bridges, Johnstown MPO

Bridges on State Highways

PennDOT owns 328 of the 332 bridges along state highways; the other 4 are owned by Norfolk Southern.

The majority of bridges in County carry highways across waterways.

The shortest state-owned bridges are 8 feet and have only 1 span. The longest bridge is 2,728 feet and has 27 spans.

The oldest bridges in the county, both masonry arch bridges built in 1832, carry PA 53 over Ben’s Creek and Burgoon Run in Lilly Borough and Portage Township. The two newest bridges were built in 2014: one to carry SR 4009 over Fox Run in Northern Cambria and one to carry PA 53 over the Norfolk Southern railroad in Gallitzin Township.

The state-owned bridges are evenly distributed across the County’s planning regions: 29 in the North, 27 in Central and 25 in the South.

Bridges on Local Highways

Ownership of bridges on local highways lies among Cambria County (26 bridges), Townships (19), the City or Boroughs (39), and Norfolk Southern (1).



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The majority of bridges carry highways across waterways.

The shortest bridges are 20 feet and have only 1 span. The longest bridge is 1,067 feet and has 9 spans.

The oldest bridge was built in 1902 as a steel truss structure to carry T459 Red Mill Road over the North Branch of Blacklick Creek in Blacklick Township; it happened to be a closed bridge. The newest bridge was built in 2012 to carry Pine Street over the Little Conemaugh River in Lilly Borough.

The bridges are distributed across the County’s planning regions as follows: 24 in the North, 32 in Central and 27 in the South.

Minor Bridges

Bridges less than 8 feet along state highways and bridges less than 20 feet along local highways do not require inspection per the Federal Highway Administration. Such smaller state-owned bridges and culverts are well documented by PennDOT and locally-owned bridges and culverts have recently been inventoried by the Cambria County Planning Commission.

There are 75 small local bridges throughout the County. Through this planning process, residents have suggested that two closed bridges be addressed and re-opened: one at the end of Fairfield Avenue owned by Lower Yoder Township; and one off of Green Valley Street owned by Lorain Borough.

Bridge Performance PennDOT uses recent bridge inspection reports, sufficiency ratings, and its Bridge Risk Assessment Tool to assess bridge performance and classify deficiencies.

Bridge inspections determine and report an inventory, condition of structures, appraisal of a bridge’s functionality including the structural analysis and rating, and recommendations for maintenance or improvements items; they are required for bridges longer than 8 feet in length along state highways and greater than 20 feet in length along local highways by the National Bridge Inspection Standards.

Sufficiency ratings are formula-driven numeric ratings that compile structural adequacy from bridge inspection data; functional obsolescence and level of service (traffic volume); and essentiality for public use for each bridge to determine its “sufficiency” for continued use.

The Bridge Risk Assessment Tool calculates a risk score for each structure based on the type of structure, functional network, and the condition ratings of structural elements (deck, substructure, superstructure, etc.). The calculation also accounts for the size of the structure, traffic volumes, feature(s) under the structure, scour condition, and detour length in the event the bridge is restricted. The tool then ranks bridges by district based on the risk score. Districts review the results and consider their regional knowledge of bridge conditions as they determine bridge restrictions and develop their regional bridge programs, i.e., priorities for maintenance, rehabilitation, and reconstruction funding.



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These analyses enable PennDOT to determine bridge deficiency classifications and restrictions to extend the bridge’s service life until rehabilitation or reconstruction can be programmed. These deficiency classifications and restrictions include:

• Posted and Closed Bridges: Posted bridges have weight restrictions to prohibit heavy loads, while closed bridges prohibit all traffic from crossing. Posted and closed bridges negatively impact goods movement and emergency response.

• Substandard Bridges (i.e., Structurally Deficient or Functionally Obsolete): Structurally deficient (SD) bridges are structures unable to carry vehicle loads or tolerate the speeds that would normally be expected for that particular bridge in its designated system. Functional obsolescence refers to a bridge with inadequate width or vertical clearance for its associated highway system.

Posted and Closed Bridges

Among bridges on the state system (greater than 8 feet), 3 are posted (weight-restricted) and none are closed. Among bridges on the local system (greater than 20 feet), 17 are posted (weight-restricted) and one is closed. See Table 3-19.

Table 3-19: Posted Bridges Ownership Bridge

Length in feet

Weight Limit (single, combo)

in tons

Other

On State Highways

PA 160 bridge over North Branch of the Little Conemaugh River in Wilmore

PennDOT 111 33, 40 Also SD

SR 3022 over the Stonycreek River in Johnstown

PennDOT 237 5, -

SR 1009 over Chest Creek in Allegheny PennDOT 96 13, -

On Local Highways

T506 Water Plant Road over Tea Kettle Run

Barr Township 26 18, 33

T387 Honan Avenue over a tributary of Hinckston Run

Middle Taylor Township

26 18, 33

Main Street over Bear Rock Run Lilly Borough 43 25, -

T452 Ice Plant Rd over Clearfield Creek in Allegheny Township

County 37 10, - Also SD

T509 Amadei Road over the North Branch of Blacklick Creek

Barr Township 50 4, - Also SD

T517 Gooderham Road over Chest Creek in Clearfield Township


Falcon Drive over St Clair Run Lower Yoder 26 25, - Also SD



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Ownership Bridge Length in feet

Weight Limit (single, combo)

in tons

Other

Township

T407 Spinner Road over North Branch of the Little Conemaugh River

Munster Township

29 15, - Also SD

T436 Carney's Crossing Road over the Little Conemaugh River in Washington Township


T561 Foster Road over Clearfield Creek in White Township

County 115 36, 40 Also SD

D Street over St Clair Run Johnstown 41 36, 40 Also SD

Von Lunen Street over Solomon Run in Dale Borough

County 38 34, 40 Also SD

Gillespie Avenue over Trout Run Portage Borough 27 7, - Also SD

Sonman Avenue over Trout Run Portage Borough 30 7, - Also SD

16th Street over West Branch of the Susquehanna River

Northern Cambria Borough

49 30, 35 Also SD

Cottonwood Street over Walnut Run Northern Cambria Borough

24 3, - Also SD

Maple Avenue over West Branch of the Susquehanna River

Northern Cambria Borough

94 14, - Also SD

Source: PennDOT

Structurally Deficient Bridges

On State Highways

According to the 2013 Annual Performance Report for Bridges, 29 of the 332 bridges along state highways were structurally deficient (SD). This represents 8.73 percent by bridge count and 4.58 percent by bridge deck area. See Table 3-20. Both percentages are slightly lower than the statewide averages for each of the highway types. See Figure 3-14.

Table 3-20: Current Status of Bridges




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Figure 3-14: Trends in Bridge Structural Deficiency, 2010–2013


Finally, as bridges age, new ones reach an SD condition each year. PennDOT’s final analysis in Figure 3-15 shows that bridges on non-NHS highways with traffic volumes of 2000 daily vehicles or more and those along local highways are reaching an SD condition faster than they have been addressed in the past year.

Figure 3-15: Annual Change in SD Bridge Condition


More recent 2015 data show that the SD bridge count has been reduced to 28; by Cambria County planning region, there are 8 SD bridges in the North, 15 in Central and 12 in the South. The 1832 bridge over Ben’s Creek in Portage Township is the oldest SD bridge, but the bridge over the North Branch of Blacklick Creek in Blacklick Township has a lower rating. The youngest SD bridge was built in 1966 over a tributary to Fox Run in Susquehanna Township. Only the PA 160 bridge over the North Branch of the Little Conemaugh River has a posted



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weight limit. All but one of the SD bridges on local highways carry the highway over a waterway; the exception is a US 219 bridge in East Carroll Township over an abandoned railroad.

On Local Highways

The 2013 Annual Performance Report for Bridges listed 36 of the 87 bridges along local highways as structurally deficient (SD). This represents 41.4 percent by bridge count and 31.0 percent by bridge deck area. Both percentages are higher than the statewide average of a 35.3 percent structurally deficient bridge count and 29.4 percent structurally deficient deck area. See Table 21 and Figure 14.

More recent 2015 data show that the SD bridge count is unchanged though the specific bridges may have changed; there are 12 SD bridges in each planning region. A 1910 bridge carrying T517 Gooderham road over Chest Creek in Clearfield Township is the oldest SD bridge, but 14 other bridges have lower ratings. The youngest SD bridge, T346 Berwick road over Little Paint Creek, was built in 1991. Fourteen (14) of the SD bridges have a posted weight limit. The City and Boroughs have the most SD bridges on local highways, followed by Cambria County with 11 SD bridges. All but one of the SD bridges on local highways carry the highway over a waterway; the exception is the T406 Jamestown Road bridge over Norfolk Southern in Portage.

Functionally Obsolete Bridges

Bridge data indicate that 31 of the bridges on state highways in Cambria County are functionally obsolete or lack the height or width clearance of the associated highway system. Of the 87 bridges on local highways, only 7 are have low or narrow clearance. None of the functionally obsolete bridges – state or local – are structurally deficient.

Bridge Performance Goals PennDOT’s Annual Performance Report for Bridges reports next-year targets and long-range goals for bridge conditions. These targets and goals address SD conditions by count and deck area as measured annually but also include goals for reducing the rate of deterioration or preventing bridges from reaching an SD condition through proactive maintenance and rehabilitation. See Figure 3-16.

As demonstrated by yellows and greens in Figure 16, most state bridges categories are at or near goal; high volume, non-NHS highway bridges with large deck areas are the category where maintenance isn’t keeping pace. Local bridges are much more severely challenged and farther from goals.

Figure 3-14 demonstrates that SD bridge conditions by deck area and by count have improved for state bridges since baseline data was prepared in 2010, and that local bridge conditions have worsened. Figure 15 recaps change in bridge conditions since 2012, again showing progress in addressing state-owned SD bridges while local SD bridges continue to accumulate.



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Figure 3-16:Bridge Performance by Bridge Count, Deck Area and Preservation Measures


Local Planning for Bridges Cambria County prioritizes local bridges eligible for state funding using PennDOT’s bridge risk assessment tool, which results in a score, and a survey of bridge needs from municipalities. The owner must be able to provide 5% of the project cost.

Public Input on Bridges Comments for bridges in Cambria County include the following:

1. Underpasses limit the use of CNG buses, which are taller than conventional buses.

• Delaware Ave to Broad Street

• Laurel Ave

• Fairfield

• Brownstown – 6th Avenue/Gilbert St.



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Traffic Signals and Signage As of September 2008, PennDOT had record of 101 traffic signals in Cambria County. The majority of signals (84) are located in the Johnstown urbanized area and other areas of southern Cambria County. There are 8 signals in central Cambria County and 9 in northern Cambria County. All are locally-owned and locally-maintained.

Green Light—Go

PennDOT’s Green Light—Go Program provides state funds for the operation and maintenance of traffic signals along critical and designated state highways. Act 89 of 2013 created Title 75, Section 9511(e.1) Allocation to Municipalities for Traffic Signals, a new grant funding program for designated corridors to improve safety and mobility by reducing congestion and improving efficiency. PennDOT developed a similar traffic signal modernization and improvement program for critical state highway corridors. Municipal applications for the Green Light—Go Program require a 50% match using municipal or private cash. Eligible projects may vary by program year.

Table 3-21: Traffic Signal Eligibility for Green Light—Go Cambria County

Signals along Critical Corridors, i.e., state highways with AADT >10,000 or traffic signals at the end of limited access ramps 49

Signals along Designated Corridors, i.e., state highways with AADT < 10,000 44

Local Highway (ineligible) 8 Source: PennDOT

2015 Green Light-Go Program Eligible Projects

• Study and Removal of Unwarranted Traffic Signals

• Traffic Signal Retiming

• Development of Detour, Special Event and Operations Plans

• LED Replacement

• Asset Management

• Traffic Signal Operations (Real-Time Monitoring)

• Traffic Signal Maintenance

• Innovative Technologies (e.g. adaptive signals)

• Communications

• Connections back to Traffic Management Center (TMC)

• Detection Upgrades

• Controller Upgrades

• Modernization Upgrades (poles, etc….)

• Other Traffic Signal Improvements

The program has not been used to date in Cambria County.



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Public Input on Traffic Signals and Signs Comments for traffic signals and signs in Cambria County include the following:

1. Regionwide Southern Alleghenies signage for tourism was planned but not implemented, due in part to the recession.

2. Geistown has no signs TO AIRPORT or to heritage/tourism sites.

3. There is some “congestion” of signs and some poor visibility of signs. Both are municipal issues to address.

4. Some intersections, e.g., PA271/Menoher Blvd, would be safer with a signal. It’s tough to cross four lanes of traffic.

5. Some intersections with signals are difficult for pedestrians to cross, e.g., Southmont Boulevard and Luzerne onto Menoher Boulevard.



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Public Transportation Public transportation options in Cambria County includes fixed-route transit and on-call transportation services for the community.

CamTran The primary provider of public transportation is the Cambria County Transit Authority (CamTran) through its Urban and Rural Divisions.

CamTran’s Urban Division operates 14 fixed-route bus routes 7 days a week across the Greater Johnstown service area. Figure 10 highlights these routes and this urban service area. All CamTran urban division buses are equipped with bike racks on the front of the bus. Bike racks are also available at the top of the Inclined Plane. Several bike trails are accessible using the Inclined Plane and CamTran service.

CamTran’s Rural Division service (CamTran+) operates in the central and northern portions of Cambria County. It offers 4 weekday and 3 Saturday fixed-routes, as well as the Reserve-A-Ride program (shared ride), Persons with Disabilities program, and services for travelers with disabilities (ADA services).

There is presently no fixed-route service in southeastern portion of the County. However, CamTran reports that riders more frequently request evening service, more frequent service, and more Sunday service than expansion to new service areas.

Cam Tran’s Reserve-a-Ride service is a weekday shared-ride service, providing door-to-door service for medical, personal and shopping trips. Its Persons with Disabilities (PwD) service provides transit for people ages 18 to 64 years old with disabilities who wish to travel within a ¼ mile of the fixed-route service system. Its Park & Ride service is available from the former State Police Barracks across from the Cottage Inn on Route 22 in Ebensburg to Johnstown. The Park & Ride operates 2 morning and 3 afternoon trips Monday through Friday, using the Ebensburg-Johnstown.

Urban Division fixed routes:

Route 7 - Coopersdale Route 9 - Walmart - Galleria Route 10 - Dale - Solomon Route 11 - Galleria - Walmart Route 12 - Hystone - Westwood Route 13 - Arbutus - Belmont Route 14 - Moxham - Horner Street Route 15 - Oakhurst Route 16 - Prospect Route 17 - Scalp Avenue - Walmart Route 18 - Downtown Shuttle Route 19 - Southmont Route 20 - Westmont - Brownstown Route 21 – Windber

Rural Division fixed routes:

Weekday Service: Route 31 - Patton to Ebensburg Route 32 - Northern Cambria Loop Route 33 – Ebensburg, Cresson, Portage Route 36 - Ebensburg to Altoona

Saturday Service: Route 30 - Ebensburg to Johnstown Route 34 - Mainline Shopper Route 35 – Patton, Ebensburg Saturday Shopper



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Figure 3-17: Urban Division Service Map



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CamTran operates two transfer station and maintenance facilities – one in downtown Johnstown and one north of Ebensburg. Its fleet includes 68 total vehicles: 31 buses, 35 paratransit vehicles and 2 inclined plane cars.

Transit Performance

PennDOT measures transit performance annually, including total passengers, passengers by service type (seniors and PwD), vehicle miles, vehicle hours, and revenues by mileage and hours. The CamTran data for its urban system shown in Table 3-22, Figure 3-18 and Figure 3-19 are drawn from the Pennsylvania Public Transportation Annual Performance Report, Fiscal Year 2013-2014. These measures show declines in ridership and revenue performance in FY13-14 and a 5-year decline in total shared-ride passengers, specifically seniors, who are a more active and independent market segment than in generations past.

Table 3-22: Urban Fixed-Route Ridership

Agency 2011-12 2012-13 Change 2013-14 Change

CamTran (Cambria) 1,345,911 1,290,035 -4.2% 1,230,087 -4.6%

Source: PennDOT

Figure 3-18: Transit Performance Measures

Source: Pennsylvania Public Transportation Annual Performance Report, Fiscal Year 2013-2014



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Figure 3-19: Trends in Shared-Ride Ridership

Source: Pennsylvania Public Transportation Annual Performance Report, Fiscal Year 2013-2014

A January 2013 Act 44 Transit Performance Review of the entire CamTran agency in FY11-12 data found similar and other trends. It established “aggressive yet achievable performance targets for the agency’s FY15-16 performance:

• Minimum 1% annual increase in Fixed-Route Bus Passengers per Revenue Hour

• Minimum 3% annual increase in Fixed-Route Bus Operating Revenue per Revenue Vehicle Hour

• Maximum 3.25% annual increase in Fixed-Route Bus Operating Costs per Revenue Vehicle Hour

• Maximum 2.25% annual increase in Fixed-Route Bus Operating Costs per Passenger

The review also suggested best practices and specific opportunities for improvement that “may result in cost savings, improved service quality, and ridership and/or revenue increases…and assist in the achievement of performance targets.”

Long Range Needs, Challenges and Opportunities for Transit Service

CamTran has identified a list of long range needs/opportunities to improve the effectiveness and efficiency of operating a transit system that serves its urban and rural communities. It has begun to program effort and resources to address these items; see Planned Transit Improvements, page 61.

Service Efficiency / Ridership Increase

• Improve transfer between urban and rural divisions in central Cambria County.



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• Evaluate and improve/revise service to growing population of active seniors.

• Attract young riders who don’t want the cost of car ownership.

• Provide shared rides for riders who need affordable transportation.

• Serve/Attract UPJ students.

• Dedicate local service in the Richland area for all ages.

• Explore the feasibility of fixed route service into Somerset County.

• Expand/Enhance intermodal connection to Amtrak.

• Improve advance communication between municipalities and CamTran regarding street closures for water/sewer repair.

• Market transportation services to hospitals, health care systems and their patients; needs include both door-to-door transportation and personal assistance from doctor’s office to bus/taxi.

• Require development and infrastructure that plans for transit service with appropriate turning radii, bus pull-offs, standards for road construction, sidewalks from door to street.

Facility Efficiency

• Continue to replace gasoline-fueled buses as their lifecycles expire with compressed natural gas-fueled vehicles.

• Improve/replace HVAC and roof at Ebensburg facility.

• Extend gas line to Ebensburg facility.

• Continue to enhance the use of technology for basic customer service and real-time transit information; e.g. real-time electronic route information at all transit stops, and/or find my stop.com, findmyride.com kiosks where a traveler can enter destination and find travel modes and schedules, a CamTran app for smart phones.



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The Johnstown Inclined Plane CamTran owns and operates the Johnstown Inclined Plane. The Inclined Plane was built in 1891 to carry people, horses and wagons to the new hilltop community of Westmont and was used extensively to transport people and supplies in the aftermath of the Great Johnstown Flood of 1889. It is noted for being the world’s steepest vehicular inclined plane and is listed on the National Historic Register. The design is simple: a counter-balanced two-track inclined plane. As one car rises, the other is lowered, thus power is only needed to lift the net weight. The Inclined Plane operates every 15 minutes and the ride lasts approximately 2½ minutes.

Today, the Inclined Plane carries commuters and a wealth of tourists between Westmont and Johnstown. It is the foremost visitor site in the Southern Alleghenies Region and is the number one tourist destination in Cambria County. CamTran reported 86,984 passenger trips and approximately $130,000 in fare revenue in 2013.1

Associated facilities include:

• The Visitors Center, describing the various tourist attractions available in the region.

• The observation deck, featuring an extensive view of the greater Johnstown region.

• The Gift Shop, where tickets and souvenirs are sold and visitors can view the motors and machinery that control the Inclined Plane.

CamTran also leases space for a restaurant and pub and an ice-cream shop.

Coordinated Public Transit-Human Services Transportation In compliance with SAFETEA-LU, the 2005 federal transportation legislation, Cambria County prepared a local coordinated plan for certain public transportation funding programs. CamTran, the Cambria County Planning Commission, and other stakeholders formed the CamTran Local Advisory Committee and prepared the plan, which was subsequently approved by the Johnstown Area Transportation Study (Cambria County) in February 2008.

The plan inventories public transportation services in effect at that time, gaps in service area and service hours. It outlines 8 strategies to bridge these gaps, and prioritizes capital equipment (maintenance to sustain service), educational awareness, planning for service gaps,

1 "Service Data and Operating Expenses Time-Series by Mode" (XLS). National Transit Database. Federal Transit Administration. 2013. Unlinked Passenger Trips. TS2.1. Retrieved February 9, 2015.

http://www.ntdprogram.gov/ntdprogram/pubs/HistoricalData/2013/TS2.1TimeSeriesOpExpSvcModeTOS.xls

http://en.wikipedia.org/wiki/Microsoft_Excel

http://en.wikipedia.org/wiki/Federal_Transit_Administration

http://en.wikipedia.org/wiki/Federal_Transit_Administration



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inventory of vehicle inventory. It further outlines a process by which 5310 applications for funding are submitted by the applicant to the new coordinated transportation Steering Committee, grouped by agency type (public and non-profits serving two or more qualified organizations and non-profits serving one qualified organization), scored, ranked by group and forwarded to the Johnstown Area Transportation Study (Cambria County) for concurrence, and forwarded to PennDOT for application.

Planned Transit Projects Like public highways and bridges, public transportation services receive funding from state and federal transportation agencies. These funds are budgeted through the state’s Twelve-Year Transportation Plan and the four-year Transportation Improvement Program.

Several CamTran and other public transportation providers projects are programmed or under development for the 2015-2018 Transportation Improvement Program.

1. A New Rural Transfer Center, Ebensburg (MPMS #102526). Riders currently transfer between the urban and rural systems in Carolltown and at Wal-mart, Ebensburg. A more centralized transfer center is envisioned at the parking lot across from the county courthouse. The project is not yet funded. The cost estimate was preliminary.

2. Replacement of small gasoline-fueled buses with compressed natural gas (CNG) heavy duty buses for CamTran’s urban division (MPMS #102250). CamTran anticipates vehicle replacement at a 12 year/500,000 mile threshold. CNG buses require an 18-month advance order. CNG buses currently use a private fueling station 15 minutes from Johnstown. CamTran is also part of a PennDOT pilot to build public/private CNG fueling stations in Johnstown and Ebensburg in 2016. Royalties from the station will return to PennDOT to fund more CNG buses. The public agency side of station will not be taxed; the private side will be taxed.

3. Replacement of non-accessible fleet/service vans and small buses operated by community transportation agencies (MPMS #70597) to better serve the elderly and handicapped.

4. A comprehensive fare collection system (MPMS #84271). Rural buses currently have no fare collection system. Drivers accept only cash and advance-purchased passes. The Urban Division uses a GFI (paperless/electronic) collection system that has become outdated by smartcard technology. This upgrade will improve fare collection for the whole system.

5. Renew Marketing Strategies (MPMS #84541). As the transit system changes, new features and requirements must be advertised.

6. Rehabilitate the observation deck and crosswalk, and replace rail ties at the Inclined Plane.

Long Distance Bus Service Long-distance scheduled fixed-route bus service is available to the region by Greyhound Lines, Inc. Two stations in Johnstown (Downtown) and Ebensburg (West High St) provide east (morning/afternoon) and west (afternoon/evening) daily routes.



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Several charter bus lines also operate in Cambria County and surrounding areas, including Lodestar Bus Lines and McIlwain Charter (Johnstown), Happy Time Travel (Northern Cambria), and Mlaker Charter and Tours (Davidsville).

Private Taxi Service Private taxi services are available from DC Cab Company and Yellow Cab of Greater Johnstown, both operating from 1301 Frankstown Road between downtown Johnstown and the John Murtha Airport.

Public Input on Public Transportation Comments for public transportation in Cambria County include the following:

1. CamTran provides good service for a small community.

2. Some people are transit-dependent. Some choose the Johnstown area for its good transit service.

3. Transit service is very good for the size of the system, yet it doesn’t serve important employment, employment training, medical service and civic destinations, such as:

• Downtown Johnstown to Walmart after 10 pm (after evening shifts)

• WIC’s employment training program

• Driver license center on Walters Avenue for riders to acquire photo ID to get to vote or gain employment

• Altoona VA because it’s a 3-leg trip, each leg with its own schedule

4. The bus schedule should be more flexible, especially during special events when more people are out and about later into the evening.

5. Transit stops in some areas, Scalp Avenue near cosmetology office and at the cloverleaf, are dangerous. There’s no crosswalk.

6. CamTran doesn’t seem to serve the residential areas, just the commercial corridors.

7. Other counties do better with transit service; use a single pass system where service is more frequent; others have cross-route connectors to make more efficient travel.

8. Improve transit service with more bus routes and more frequent buses.

9. Perhaps smaller buses could be used; large buses are not always needed; smaller buses with more frequent service may provide better overall service.

Survey Finding:

1. Travel options for local and regional access are actively used. Regarding respondents’ use of non-highway facilities, 14% have taken a CamTran bus within 1 year.



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Airports Aviation services in Cambria County are provided by one commercial passenger airport, one general aviation facility and emergency Air-Medical facilities. A number of smaller personal-use private strips and heliport pads exist, generally restricted to smaller aircraft use.

John Murtha Johnstown-Cambria County Airport The John Murtha Johnstown-Cambria County Airport ((JST) is the principal commercial air transportation facility in the County. The airport, located five miles east of the City of Johnstown in Richland Township, encompasses approximately 6,000 acres on a plateau at an elevation of 2,284 feet above sea level. The airport has two 7,003-foot runways, an instrument landing system, an air traffic control tower, precision and non-precision approaches, and a Fixed Based Operation (FBO). The airport is home to 68-based aircraft, several military helicopter units, C-12 Support Airlift aircraft, a Joint Military Control Tower and Low Altitude Radar Surveillance facility (operational in 2010). A restaurant is also operated onsite.

The airport serves as one of a network of sixteen (16) scheduled Commercial Air Service Airports within the state of Pennsylvania that provide regional access. United Airlines operates daily service from the Johnstown airport to the DuBois Regional Airport and Dulles International Airport (Washington, DC). Service comprises two arrivals and two departures for each destination daily except weekend service to Dulles is limited to one arrival and one departure.

The airport hosts over 45,000 air operations a year for scheduled commercial airline service, the military (National Guard, US Marine, and Reserves), and corporate aircraft. Military and corporate, followed by commercial and private users, constitute the majority of the air traffic at the airport.

The airport is critical to the local economy and economic development initiatives. A variety of locally based companies use the airport to extend their reach beyond the Southern Alleghenies region. Its presence has helped draw a number of national and international companies into the region, bringing much-needed jobs to an economically challenged region.

While airport lies nearly adjacent to US 219, local highway access is limited at best. The majority of the Greater Johnstown Area lies south and west of the airport—more specifically across the Johnstown Expressway (PA 56), below the plateau, and across Solomon Run. Local access routes are limited to Frankstown Road in downtown Johnstown to Airport Road or Walters Avenue in Geistown to Solomon Run Road to Airport Road (or Leventry Road to Walters Avenue in Geistown). Local access from east of US 219 is no better. Such



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limited access and lacking directional signage provide little benefit to needed economic redevelopment in the City and its surroundings.

Cambria County has spearheaded an initiative with local business and government leaders to create a Foreign-Trade Zone (FTZ) for south-central Pennsylvania. The FTZ program can help businesses engaged in importing defer, reduce or eliminate tariff, duty and entry fees. This helps companies hold onto their cash longer and elongate their importing expenses. With the leadership of the County Commissioners, the Planning Commission, and the Economic Development Authority, the FTZ is projected to begin operating in the fall of 2015 and will be administered from the John Murtha Johnstown-Cambria County Airport. Stakeholders indicated that this initiative will require a customs processing capability that the airport currently does not provide. They also suggested that growth in air cargo transport could spur motor and rail freight volumes and growth in international business could drive change in air service destinations and timing/frequency.

Ebensburg Airport The Ebensburg Airport is a non-commercial general aviation facility located one mile west of Ebensburg immediately off the US 219 and US 22 interchange. General services are available as are major and minor airframe and power plant repairs, flight training, and charter flights. The use of this airport is confined to small engine propeller-type aircraft.

Med Star Air Medical Program MedStar is an air medical program with more than 10 years of service throughout southwestern and central Pennsylvania. As a partner with the Conemaugh Health System, Air Methods Corporation operates the Medstar program as a Community Based Hybrid service. MedStar’s medical team includes registered nurses and certified paramedics experienced in critical care, and all forms of advanced life support. During flight, they are in constant contact with the Regional Resource Trauma Center, allowing for up-to-the-second care. A neonatologist, a physician specializing in the care of ill or injured newborns, and neonatology nurses accompany the MedStar team when newborns are transported to Memorial Medical Center. The MedStar program is exclusive to Conemaugh Health System.

Operated through a joint program of Conemaugh Health System and Air Methods Corporation, based in Colorado, MedStar aero-medical service became operational at Memorial Medical Center in Johnstown on October 27, 1989. The program had two helicopters and were based in Somerset and Northern Cambria-Hastings area and could transport patients from anywhere within an 11-county region. In January of 2009, service of the MedStar 2 in Hastings was suspended. MedStar 1 still operates 24 hours a day, 7 days a week, from the remote base in Somerset PA.



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Public Input on Airports Comments for air services in Cambria County include the following:

1. Johnstown airport competes with airports in Latrobe, State College, etc. that have more direct flights, reach more destinations, and same or better amenities.

2. Air service to DuBois and Dulles may not be sufficient to support international business growth.

3. A long distance carrier is needed at the Johnstown Airport, if passenger service is a priority.

4. Growth in air cargo could spur motor and rail freight growth.

Survey Finding:

5. Travel options for local and regional access are actively used. Regarding respondents’ use of non-highway facilities, 12% have departed from the John Murtha Johnstown-Cambria County airport within 1 year.



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Rail Facilities Rail facilities in Cambria County comprise a privately owned network of one east-west main line connecting Harrisburg to Pittsburgh and several north-south lines that reach into nearby counties. Each line is privately owned and operated by a freight railroad company with the main line also used for Amtrak passenger service.

Figure 3-20 Excerpt of PA Rail Map

Class I Rail Freight Service

The Norfolk Southern Railroad (NS) Pittsburgh Line (Harrisburg-Pittsburgh) is the main rail line, passing from the east through Gallitzin, Cresson where it interchanges with RJ Corman’s short line, Lilly, Cassandra, Portage, Wilmore, Summerhill, South Fork, Mineral Point, Parkhill, and East Conemaugh before reaching Johnstown and proceeding west along the Conemaugh River. The line is one of the most highly trafficked rail lines in the country, connecting major ports, manufacturing and metropolitan areas of the northeast to the Midwest



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and carrying over 120 million gross tons of freight annually. Coal is the primary freight, though trains also move significant volumes of transportation equipment and waste.

The NS South Fork Secondary interchanges with the main line at South Fork and extends southward into northern Somerset County. This 31-mile line primarily carries coal from mining operations—approximately 4.5 million gross tons annually.

Short Line Rail Service

R.J. Corman operates the “Pennsylvania Lines,” a system of 200 miles of rail between shippers and Class I railroads, i.e. Norfolk Southern, between Cresson and Keating, Clinton County. Coal is the primary freight, though trains also move brick, lumber and rock salt.

CSX owns and operates the S&C (Somerset & Cambria) Subdivision rail line extending from the Hornerstown neighborhood of Johnstown southward to Rockwood in Somerset County.

Public Planning and Assistance for Private Rail Infrastructure

While rail facilities are privately owned, their operation can generate public benefits—specifically economic stability and growth. For this reason, public transportation planning devotes some attention to rail infrastructure.

PennDOT has completed Pennsylvania’s first Freight Movement Plan, developed as an integral element of PA on Track, the state long-range transportation plan. While the need for a freight plan had been growing, MAP-21 provided the incentive needed to organize the planning effort. By way of its provisions, MAP-21 enables states to increase the federal share of project funding from 80 percent to 95 percent for Interstate projects and 90 percent for other transportation projects, including rail freight facilities.

Private railroad companies are not eligible for public sector funding assistance for operations and general maintenance of their lines. They can, however, apply to PennDOT’s Rail Freight Assistance Program, PennDOT’s Multimodal Transportation Fund, the PA Department of Community and Economic Development’s Multimodal Transportation Fund, Pennsylvania’s Capital Budget and other state and federal sources for project grants and financing.

Passenger Rail Service

Amtrak passenger rail service is available from the historic Walnut Street Train Station in Johnstown to Pittsburgh, Philadelphia and New York via the Pennsylvanian service line. Service consists of one eastbound train (9:04 AM daily) and one westbound train (6:00 PM daily). Westbound passengers can make connections in Pittsburgh for Chicago and other points west, while eastbound passengers can make connections in Philadelphia and New York City. Boardings and alightings at the Johnstown Station totaled was 23,292 for the 2014 fiscal year.2

Amtrak plans to make the station in Johnstown ADA-compliant with a new platform, new restrooms, new elevators, and minor modifications to the entrances and ramps. In November

2 http://www.amtrak.com/pdf/factsheets/PENNSYLVANIA14.pdf

http://www.amtrak.com/pdf/factsheets/PENNSYLVANIA14.pdf



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2014, the owner of the station, the Johnstown Area Historical Association, was awarded an $848,000 grant from the PennDOT Multimodal Transportation Fund for initial improvements. The Historical Association is planning to rehabilitate the station roof, make parking lot improvements, and upgrade the waiting room.3

In early 2015, PennDOT completed a feasibility study of high-speed passenger rail services between Harrisburg and Pittsburgh known as Keystone West. The study concluded that the 5½ hour trip could be reduced to 4½ hours with facilities designed for high-speed service. Several alternatives were analyzed for cost, resulting in a range of $.15 billion for modified curves and a rail/bus spur to State College to $38 billion for an electrified, two-track line on a new southern alignment close to the Pennsylvania Turnpike.

Public Input on Rail Comments for rail infrastructure and services in Cambria County include the following:

1. The station building is a multimodal asset as a hub/visitor center for trail-goers, visitors via shuttle/circulator, transit, etc., and could be a catalyst for revitalization.

2. A portion of the planned National Memorial Trail follows a rail line. This could be rail with trail to serve both industry and recreation/tourism.

3. There is available capacity on rail lines, especially short lines. This could be marketed more aggressively.

4. Amtrak service is essentially once a day. This is not suitable for commuting to Pittsburgh, though the travel time is reasonable. Commuter rail service, on the current line or on a dedicated line, would encourage people to relocate from Pittsburgh to Johnstown for its low cost of living and help stabilize the population loss. Suggest we look at the cost of such an improvement and the cost of not doing it.

5. Use of Amtrak essentially requires an overnight stay because it’s only once a day service. Makes Amtrak unaffordable for some potential riders.

6. Amtrak should add a second daily train between Pittsburgh and Harrisburg.

7. Consider a downtown streetcar system.

Survey Finding:

8. Travel options for local and regional access are actively used. Regarding respondents’ use of non-highway facilities, 15% have taken a train within 1 year.

3 Ibid.



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Facilities for Bicycles and Pedestrians Local facilities for bicycling and walking include on-road bicycle routes, off-road recreational walking and bicycling trails, and sidewalk systems in some urban areas.

Nearly 60 Miles of On-road Bicycle Tours

Non-motorized on-road bicycle tours connect points of interest in central and northern Cambria County primarily using state highways, as listed in Table 3-23.

Table 3-23 Bicycle Tours (See Appendix # for Routes Used and Travel Direction)

Trail Name Length (Miles) Description

Bituminous Blast 20

Connects Hastings, Northern Cambria, Watkins, Bakerton & Carrolltown along with the Gallitzin Tunnels and the Seldom Seen Tourist Mine. Begin: SR 4008 west – Magee Avenue, Patton End: SR 4008 east – Beech Road, Fifth Avenue to Magee Avenue, Patton

Castle Tower 21

Connects Cresson, Loretto, Chest Springs, St. Augustine & Patton along with a scenic view of the Castle Tower located in Loretto. Begin: SR 53 north – Front Street, Cresson End: SR 4008 – Magee Avenue, Patton

Marina Marina 19

Connects area near Fallen Timber to points in and around Prince Gallitzin State Park. Begin: Beach Access Road End: SR 1023 Fiske Road south to SR 1026 Marina Road west

Source: http://www.thealleghenies.com

Local bicyclists share their on-road routes with other riders via websites, such as RidewithGPS.com. For example, Paul Godish has shared routes in the Johnstown area; see Table 3-24. RidewithGPS.com lists 244 rides within 10 miles of Johnstown.

Table 3-24 Select Bicycle Rides in the Johnstown Area (See Appendix E for Routes Used and Travel Direction)

Route Length (Miles)

Moxham Connector 4

Johnstown/Geistown 6

Cambria City/Westmont 12

16 Mile Fast Westmont Loop 16

Johnstown/St. Michael/South Fork 17 Source: ridewithgps.com

http://www.thealleghenies.com/



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Both official bicycle tour routes and shared routes suggest corridors for regular maintenance, periodic safety audits and associated improvements with specific attention to bicyclists. In some communities, bicycle clubs perform their own assessment of conditions and request a meeting with the respective PennDOT Engineering District, County Maintenance Department, and transportation planning agency to discuss their findings and potential solutions.

Off-road Trails Eight (8) recognized countywide and regional off-road trails have been developed to connect people to local history and landscapes. Table 3-25 highlight’s these resources.

Table 3-25 Off-Road Trails

TRAIL NAME LENGTH (MILES) LOCAL CONNECTION REGIONAL

CONNECTIONS

Laurel Highlands Hiking Trail National Scenic Trail

70 Connects the Laurel Ridge and Ohiopyle State Park to Rt. 56, between Seward and Johnstown.

Cambria, Westmoreland, Somerset & Fayette Counties

Ghost Town Trail National Recreation Trail

37

Connects the scenic Blacklick Creek watershed and Ebensburg Borough, Cambria Township, Blacklick Township, Nanty Glo Borough, Jackson Township and Vintondale.

Cambria & Indiana Counties

Prince Gallitzin State Park Trails 33 Connects portions of Prince Gallitzin State Park in

White Township. Cambria County

Lost Turkey Trail 26 Connects portions of Gallitzin state forest in Adams Township to State Game Lands and Blue Knob State Park and forest areas west of the Allegheny Front.

Cambria, Bedford & Somerset Counties

Bells Gap Rail Trail 6 Connects areas within Reade Township Cambria & Blair Counties

Path of the Flood Trail 4

Connects Ehrenfeld Borough, South Fork Borough, Conemaugh Township, Franklin Borough, Johnstown & the Staple Bend Tunnel. See extensions under Planned Trails below.

Cambria County

Six to Ten Trail 9 Cresson Township - This trail passes historic structures including Engine House 6 and the Lemon House (once a home and a tavern for the railroad).

Blair, Cambria Counties

Jim Mayer Riverwalk 2 Connects the City of Johnstown to Stonycreek Township. Cambria County

187 Total Off-road Trail Miles Source: Connections in Our Landscape: The Southern Alleghenies Greemways and Open Space Network Plan, 2007.



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Trail Planning and Development Statewide, greenway planning and development efforts lost some traction during the Great Recession—just as Connections in Our Landscape, The Southern Alleghenies Greenways and Open Space Network Plan (2007) was completed. In recent years, broader planning approaches emphasized active transportation modes – walking and bicycling – and healthy living, such as daily physical activity, as community needs that align with transportation and recreation planning in both urban and rural settings. Thus, communities and their recreation and transportation partners have refocused efforts to connect people and places with trails and trail-based greenways.

September 11th National Memorial Trail

The largest in scale is the September 11th National Memorial Trail, which would link the Flight 93 Memorial in Shanksville with the World Trade Center Memorial in New York City and the Pentagon Memorial in Washington, D.C. A conceptual route using existing trails, where available, and elsewhere relying on highways has been approved by the National Memorial Trail Alliance based in Virginia with members from five states, including Pennsylvania.

Locally, the September 11th National Memorial Trail would include the Mayer Trail, the Path of the Flood Trail, and part of the Main Line Canal Greenway™.

Main Line Canal Greenway™

Main Line Canal Greenway™ is a multipurpose mega-trail linking nationally significant cultural and heritage sites along the historic path of the Main Line Canal System from Pittsburgh to Harrisburg. The corridor connects the Laurel Highlands Hiking Trail in neighboring Westmoreland County to the Tuscarora State Forest in Huntingdon County, through Cambria, Blair and Huntingdon counties. The corridor has been approximately 45% improved with trail surface within the Southern Alleghenies region and includes 86 miles of the Kiski-Conemaugh Water Trail, with 11 miles in Cambria County, and 38 miles of water trail the Upper Juniata Water Trail. Trail-goers can enter the greenway at numerous locations and travel the greenway on foot, on bike, or by vehicle, as local facilities allow. The Allegheny Ridge Corporation is the non-profit agency leading greenway development and promotion.

Locally, the Main Line Canal Greenway follows the Conemaugh River from Seward to Johnstown, the Little Conemaugh from Johnstown to Portage, and the Allegheny-Portage rail corridor over the mountain to Hollidaysburg. Along this route, the greenway features Laurel Ridge State Park, Gallitzin State Forest, various cultural and historic sites in the City of Johnstown, the Path of the Flood Trail, the Johnstown Flood National Memorial, and the Allegheny Portage Railroad National Historic Site, which includes Staple Bend Tunnel, the oldest railroad tunnel in America and is connected on both sides to the Path of the Flood Trail.

The Ehrenfeld-Cresson Segment of The Pittsburgh-to-Harrisburg Main Line Canal Greenway™ (13.11 miles) from the Johnstown Flood National Memorial to the Allegheny Portage Railroad

The September 11th

National Memorial Trail

overlies existing and

planned trails.



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National Historic Site near Cresson can only be traveled on-road as PA Route 53 today. The route has several constraints for travel by bicyclists and pedestrians, including right-of-way limited by steep topography and structures, steep vertical alignment and two single-lane passages under stone railroad overpasses. Early planning for an off-road trail alignment was completed in the 1990s and is now out-of-date. The Allegheny Ridge Corporation remains focused on this corridor for its direct connection to the Main Line Canal System and the economic benefits tourism could bring to these small communities along the Little Conemaugh. (A scenic byways designation could reinforce the corridor’s historic significance and aid in tourism promotion; additional study should be considered in light of the potential for increased travel on a road with the above listed constraints.) Others have begun to consider an alternate bicycle-pedestrian route for connecting Ehrenfeld/South Fork and Cresson, looking to the more easily developed trail routes using abandoned trolley and railroad corridors to minimize development costs. Ultimately, there may be two routes – one for motorists and one for hikers and bicyclists.

Johnstown Urban Connectivity Project

The Johnstown Urban Connectivity Project is aimed at creating a trail system from the 3 existing trails plus the Mayer Trail, Cambria Iron Trail and Path of the Flood Trail, and the varied cultural and heritage assets within greater Johnstown. Lift Johnstown, the local non-profit agency leading the effort, notes that trails concurrently increase livability for citizens and activity options for tourists, such as those who will travel the September 11th National Memorial Trail and the Main Line Canal Greenway, which intersect in Johnstown. Lift Johnstown notes that tourists and locals will also want to access the CamTran bus terminal, the Amtrak station, and the Inclined Plane as part of their trail experience and possibly their travel plans, therefore connections to these transportation hubs should be integral to the trail system.

The project outlines three corridors for trail planning and development:

• Corridor 1 - Cambria City to Conemaugh Gap – entails completing the Conemaugh Gap Trail and on-road bicycle-pedestrian routes and connecting them to Cambria City’s historic district and the Cambria Iron Trail. A feasibility study was completed for the Conemaugh Gap Trail (a 9.85-mile off-road trail); funding is needed to proceed to trail planning/design. A connection is needed from the Cooper Avenue bridge to Cambria City (10th avenue). Cambria City is actively planning for downtown revitalization, which includes pedestrian accommodations. A pedestrian bridge connects Cambria City on the west side of the river to the Cambria Iron Trail on the east side. A December 2015 letter from the City of Johnstown to the US Army Corps of Engineers, requesting assistance in flood control maintenance, river restoration and recreational enhancement, states:

The Conemaugh Gap Trail on the Conemaugh River has a gap in key sections between downtown Johnstown and the City’s west end. An in-channel trail could be constructed from the wooded hillside at the Inclined Plane to the Army Corps ramp at 6th Avenue in the Cambria City neighborhood. Further, a top-of-the-

The Johnstown Urban

Connectivity Project aims to

connect the varied cultural

and heritage assets within

greater Johnstown with a

regional trail system.



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channel trail could be constructed from the Cambria Iron Trail Pedestrian Bridge to the Cooper Avenue Bridge (from Cambria City to Morrellville).

• Corridor 2 – Downtown to Path of the Flood – entails a better connection for bicyclists and

pedestrians from downtown Johnstown (its historic district, PNG Park, and Point Stadium). The current route uses PA 271 through Old Conemaugh Borough and Franklin to the off-road section of the Path of the Flood; an alternative bike-pedestrian route in being planned through Upper Woodvale and East Conemaugh along an abandoned trolley line to avoid PA 271, an industrial corridor generating heavy truck traffic, as well as beautification and safety improvements.

• Corridor 3 – Mayer Trail extensions in three segments:

A – Downtown to Hornerstown – from the Inclined Plane through Kernville crossing river at Hickory Street to Sandyvale Memorial Gardens (northside),

B – Hornerstown Through Moxham – from Sandyvale Memorial Gardens (southside) to Mayer Trail via Horner Street/Central Avenue or along east side of river. Improvements should address safe routes to school, safety improvements at Central Avenue and Bridge Street, and beautification.

C – South to Greenhouse Park and Whitewater Park – from the south trailhead of Mayer Trail through Bencreek and over the Stonycreek River at Riverside.

Central Region Trail Extensions and Connections

The Cambria County Conservation and Recreation Authority (CCCRA) is working to complete the Cambria & Indiana (C&I) Trail from Belsano to Revloc as a loop from the Rexis Branch spur (Vintondale to Belsano) east to near Ebensburg. This is occurring in three segments: Belsano to Shawnee Road, Shawnee Road to Expedite Road (2 miles), leaving Expedite Road to Ebensburg as the final link to complete. Trail design is complete and construction funding is committed for the Belsano to Shawnee Road segment. Construction is expected to occur in 2016. Design services are being scoped for the Shawnee Road to Expedite Road segment.

CCCRA is also exploring development of a 4-mile Ghost Town trail extension along the abandoned Lehigh Valley rail line, a former shortline from Ebensburg to Loretto. The route would travel eastward, just north of the Borough swimming pool and Ebensburg Country Club. A one-mile connection from this rail-trail to Loretto could be accomplished on-road from Manor Drive into Loretto. This rail-trail is being explored. At the same time, locals are working to develop a nature center and trails on the Borough’s reservoir lands on its northeast side.

Another CCCRA effort is looking to develop a trail along a former trolley line from the Path of the Flood Trail in Mineral Point to Nanty Glo. A feasibility study updated is needed. If this connection could be made, one could travel on foot or on bike from Johnstown to Mineral Point on the Path of the Flood Trail, through greater Johnstown Authority lands to Nanty Glo on the trolley line trail, to Ebensburg and Loretto on the Ghost Town Trail, leaving a 4-6 mile gap to connect to the Six to Ten Trail System (Allegheny-Portage Railroad Trail) in Cresson. This route



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is envisioned as a an alternate route to the Ehrenfeld-Cresson Segment of The Pittsburgh-to-Harrisburg Main Line Canal Greenway™.

Public funding sources for trail development in Cambria County have included:

• Cambria County Commissioners

• Cambria County Conservation and Recreation Authority

• Community Foundation for the Alleghenies

• PA Department of Conservation and Natural Resources

• PennDOT Multimodal Transportation Fund

• Federal Transportation Alternatives Program (TAP)

Future funding may be pursued from

• Transportation Investment Generating Economic Recovery (TIGER), a competitive grant program for construction-ready projects

• Greenways, Trails and Parks grant program from Commonwealth Financing Authority.

Public Input on Bicycle and Pedestrian Facilities Comments for bicycle and pedestrian facilities in Cambria County include the following:

1. More sidewalks are needed.

2. Make a bike lane from Ferndale to West End Johnstown.

3. Scalp Avenue/Demuth, and Bedford/Nees/Belmont are signalized intersections that should have sidewalks, crosswalk, and pedestrian signals.

Survey Findings:

4. Sidewalks are one of the two the most important transportation facilities for local livability.

5. Travel options for local and regional access are actively used. Regarding respondents’ use of non-highway facilities, 37% used a local trail within 6 months.

6. Sidewalks and trails in the Johnstown area were listed most frequently (14% of all responses) as the pedestrian facilities in greatest need of improvement.

If feasible, the trolley line

connection would provide

an alternate route to the

Ehrenfeld-Cresson Segment

of The Pittsburgh-to-

Harrisburg Main Line Canal

Greenway™.



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