Kinzua Bridge Byway Corridor Management Plan

Transcription

Kinzua Bridge Byway
Corridor Management Plan
February 2009
Inside cover for two-sided printing
Kinzua Bridge Byway
Corridor Management Plan
February 2009
Prepared by the McKean County Planning Commission
With funding from the Pennsylvania Lumber Heritage Region and
the McKean County Industrial Council
With assistance from
Camp Hill, PA 17011
For questions or information on the status of this plan, contact:
Deborah L. Lunden, Director
McKean County Planning Commission
17137 Route 6
Smethport, PA 16749
814-887-2754
dllunden@mckeancountypa.org
Table of Contents
Table of Contents
Preface......................................................................................................................................................... i
Chapter 1 Introduction............................................................................................................................ 3
Chapter 2 Vision & Goals...................................................................................................................... 11
Chapter 3 A Strategy for Stewardship of the Byway’s Resources .................................................. 15
Chapter 4 A Strategy for Resource Interpretation ............................................................................ 25
Chapter 5 A Strategy for Transportation Safety and Design........................................................... 31
Chapter 6 A Strategy for Smart Signage............................................................................................. 37
Chapter 7 A Strategy for Marketing and Promotion ........................................................................ 41
Chapter 8 A Strategy for Management and Financing..................................................................... 47
Chapter 9 Implementation.................................................................................................................... 51
Appendix Contents.............................................................................................................................. A-1
I. Byway Resource Inventory and Assessment................................................................................ A-2
II. Sign Inventory................................................................................................................................ A-23
III. Byway Visioning Public Meeting December, 2004 ................................................................. A-24
IV. Draft Plan Public Meeting October 30, 2008 ............................................................................ A-25
V. Maps................................................................................................................................................ A-27
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Table of Contents
Intentionally blank for two-sided printing
ii
Preface
Preface
The Kinzua Bridge Byway Corridor Management Plan has been prepared in
accordance with Paragraph 9 of the Federal Register/Fol. 60.No.96/Thursday,
May 18, 1995 (referred to as the Interim Policy) and the document titled the
“Community Guide to Planning & Managing a Scenic Byway”, a guidebook of
the U.S. Department of Transportation, Federal Highway Administration.
A corridor management plan, developed with community involvement is a
written document that specifies the actions, procedures, responsibilities, controls,
and strategies to maintain a byway’s intrinsic qualities. It should provide for the
conservation and enhancement of the byway’s intrinsic qualities as well as the
promotion of tourism and economic development. The plan should provide an
effective management strategy to balance these concerns while providing for the
users’ enjoyment of the byway.
The corridor management plan is very important to the
McKean County
Planning Commission and the Lumber Heritage Region as it provides an
understanding of how a road or highway possesses characteristics vital for
potentially designation as a National Scenic Byway. The Corridor Management
Plan recognizes the need to form a wide range of unique partnerships and
collaborations as a way to sustain, maintain and preserve the Kinzua Bridge
Byway.
The Corridor Management Plan has been organized as follows: Introduction,
Vision Goals, Resource Interpretation, Transportation Safety and Design, Signage
Control, Marketing and Promotion, Management and Financing, Implementation
and Appendix.
i
Preface
ii
Introduction
Chapter 1 Introduction
The Kinzua Bridge Byway
The Kinzua Bridge Byway,
also known as State Route
3011, was designated as a
Pennsylvania Byway by the
Secretary of Transportation
in 2001. The byway is a 9.7mile
corridor
that
meanders through the
heart of Pennsylvania’s
rich timber and oil lands in
McKean County. McKean
County is situated in the
northwestern portion of the
state,
northeast
of
Pittsburgh and east of Erie. The byway is located in the southcentral portion of
the county, between US Route 219 and Smethport Borough, the county seat. The
roadway passes through three municipalities: Mt. Jewett Borough, Hamlin
Township, and Keating Township.
The byway is a two lane state road connecting Pennsylvania’s scenic Route 6 in
the south to PA Route 59 in the north, both of which are major east-west routes
in the county. The byway lies within the Pennsylvania Wilds, Lumber Heritage
Region, and Route 6 Heritage Region. Through these state tourism initiatives, the
byway has the potential to draw many more visitors and educate them about the
region’s history and resources.
The Kinzua Bridge Byway was designated for its intrinsic natural and cultural
qualities. As the roadway winds through the countryside, it offers spectacular
scenic views of public and private forest land, wetlands, and native wildlife, as
well as former timber landings, and ongoing timber management practices. The
Kinzua Bridge Byway also provides access to recreational amenities such as
hunting, fishing, biking, hiking, picnicking, and wildlife viewing within the state
park and state game lands. In addition, the byway’s local attractions include a
working maple syrup farm.
3
Introduction
The Kinzua Viaduct
The byway is named for
the access it provides to the
Kinzua Bridge State Park.
Though not visible from
the road, the viaduct is the
premier feature of the state
park and considered an
engineering marvel of its
time. When constructed in
1882, it was the highest
railroad bridge in the
world. The bridge was
used for heavy freight
traffic until 1959. In 1963,
Governor
William
Scranton signed legislation
that created the Kinzua
Bridge State Park.
The park officially opened
in 1970. Excursion trains
were permitted to travel
the viaduct in 1987 but
were barred in 2002 when
engineers determined the
bridge was unsafe and
needed to be restored.
Restoration efforts began
in February 2003 but came to an unexpected halt in July of the same year when a
tornado struck the viaduct and tore down eleven towers from the center of the
bridge. The collapsed towers were left on the valley floor.
Restoration efforts are underway to stabilize the remaining nine towers, and in
2009 new decking and an observation deck will be added to the six towers on the
park side. The observation deck will contain a partial glass floor that will enable
the visitor to view the understructure of the viaduct and the valley floor. An
interpretive plan for the state park is currently underway with Imperial
Multimedia. The Pennsylvania Department of Conservation and Natural
Resources (DCNR) will utilize this plan for the development of a year-round
visitors center with classrooms, meeting rooms, exhibits and displays, and
staffing. Plans are also underway for recreational, trail development and lodging
improvements at the park. These new investments in the Pennsylvania Wilds
will provide a four season destination for both long distance visitors and
residents of the nearby communities.
4
Introduction
Six Strategies for Sustaining the Byway Experience
The Kinzua Bridge Byway is relatively unthreatened by community
development patterns. Little has changed in this forest and meadow corridor
over the past thirty years. At the same time, the byway is also unprotected from
significant land use changes or associated forest clearing, traffic and signage
impacts to the scenic experience of the corridor. Furthermore, the byway is
underpromoted as a recreational and tourism destination in the region. This
corridor management plan (CMP) outlines strategies for protection,
enhancement and promotion of the byway consistent with the local values in
order to sustain the byway experience for continued enjoyment by present and
future generations.
1. A Strategy for Stewardship of the Byway’s Resources
This strategy identifies measures that can be taken to protect and enhance the
byway's resources. These measures may include how existing development
along the corridor might be enhanced and how new development will be
accommodated while preserving the byway's resources.
2. A Strategy for Resource Interpretation and Enhancement
This strategy recommends interpretation of the natural and cultural
environment. It includes recommended sites for beautification plantings,
scenic pull-off areas for possible picnicking, habitat enhancements for
wildlife viewing, interpretive and byway signage.
3. A Strategy for Transportation Safety and Design
This strategy recommends actions to ensure safe access to and travel along
the byway. It also recommends maintenance and improvement guidelines
that will sustain the byway’s rural character.
4. A Strategy for Signage Control
This strategy identifies the need for wayfinding signage and recommends
signage management provisions for off-site advertising.
5. A Strategy for Marketing and Promotion
This strategy identifies methods to make potential visitors aware of the
byway, its resources, and its location that are consistent with resource
protection efforts and maintenance of the byway's desired character.
6. Management and Financial Planning
The corridor management plan discusses how development, stewardship,
promotional and interpretive efforts can be funded. It identifies sources of
potential future funding.
5
Introduction
Implementation through Partnership
The corridor management plan identifies the organizations that will lead and
support the implementation of the plan and their specific responsibilities.
Public Participation and Community Values
For the byway to succeed, local
residents, land owners, business
owners
and
officials
must
understand the benefits of the
byway designation and the intent
of the corridor management plan.
To that end, the preparation of
this plan included two public
meetings and a circulation of the
draft plan for local government
and agency comment.
Visioning of the Kinzua Bridge Byway
The first public meeting was a visioning meeting held in December 2004. The
approximately 12 attendees discussed their thoughts, ideas and concerns for
vision components (what the byway could be), change elements (what should
change), aspirations (what the byway could accomplish), and elements to remain
the same as shown on page A-1 of the appendix.
In summary, attendees agreed that a “sustainable forest”, where forest remains
the predominant land use while other activities and uses occur but do not
impede the forest’s regenerative capacity, was the most important aspect of the
future byway corridor. Subsequent priorities included “connection to Route 6,”
coordination with “Kinzua Bridge State Park,” “wildlife viewing” and protecting
against a “large amount of development.” At the top of the list of important
improvements to make to the corridor were to add “overnight accommodations”
along the corridor, an “interpretive center at the Kinzua Bridge State Park,” and
“visitor services in Mt. Jewett.” Attendees also expressed interest in improving
the public’s appreciation for the corridor’s assets by drawing attention to them
through enhanced scenic landscape and wildlife viewing areas and bicyclepedestrian trails, as well as strengthening potential economic benefits and
coordination among stakeholders. While these improvements and enhancements
are desired, attendees did not want to sacrifice safety and security, road use, or
significant forest cover to achieve these changes. They anticipated that the
management action plan for the byway corridor would include the design and
construction of several projects, as listed below, as well as the development of a
marketing plan.
6
Introduction
Anticipated Improvements
•
Build and maintain habitat enhancements.
•
Redesign the Intersection of SR 3011 & 59.
•
Improve the entrance at Rt. 6 & SR 3011 with signage, bike racks and parking.
•
Promote bike/hike travel with enhanced trail connections to the State Park
and local communities.
•
Reestablish native wildflowers, flowering shrubs and trees.
•
Install interpretive and wayfinding signage.
Public Review of the Draft Plan
The McKean County Planning Commission hosted a public meeting to share the
goals and recommendations of the draft plan on October 30, 2008 at the Mt.
Jewett Fire Hall. The Bradford Era reported the scheduled public meeting one
week in advance and summarized the meeting in an October 31, 2008 article.
Those in attendance expressed interest or concern for the following:
•
Interest in additional wayfinding signage, noting that many tourists stop to
ask for directions to the Kinzua Bridge, even though they are on the byway
less than three miles from the state park.
•
Interest in the re-start of excursion train services, specifically what happens if
the excursion train does not re-start and what the next-best alternative is.
•
Interest in striping of a bike lane and the
widening of the remaining six miles.
•
Concern for the drop-offs at the edge of
pavement created by previous widening.
•
Interest in tourism growth and continued
investment.
•
Interest in marketable themes for the
byway, including the fact that the
engineer who designed the Kinzua
Viaduct also helped the Wright Brothers
design a propeller for flight and the
authenticity of oil and gas extraction
operations.
•
Interest in marketing materials for the
Kinzua Bridge and the byway.
7
Introduction
Public Input on Priority Recommendations
Votes
6.1.2: Establish a Kinzua Bridge Byway Coordinating Committee. The
following groups and organizations should be represented in the
committee:
• Local elected officials
• Owners of adjoining property
• Local businesses
• Representatives of the local tourist industry
• State land managers
• PennDOT District 2-0
5.2.3: Coordinate special events with the Kinzua Bridge State Park to
draw byway travelers, such as events suggested in the ANF Vacation
Bureau’s Tourism Development and Marketing Plan.
6
1.2.2: Encourage owners of properties that are adjacent to or visible
from the byway to remove or screen unsightly material.
5.2.1: Cultivate relationships with public agencies, i.e. the Allegheny
National Forest Vacation Bureau, the Kinzua Bridge State Park, and the
PA Game Commission, with shared interests in the byway.
4
1.2.3: Establish ordinances for property maintenance to maintain a
reasonable appearance of areas that are visible from the byway.
5.1.2: Develop a distinctive Kinzua Bridge Byway logo for use on
promotional materials.
5.1.4: Develop an online presence for the byway with links from local,
county, tourism, state and federal websites.
5.2.2: Work with representatives of the local tourism industry to
develop joint marketing activities.
1.3.1: Develop a series of hubs or stations as picnic areas, trailheads,
wildlife viewing areas and interpretive sites interconnected by off-road
bicycle and pedestrian trails.
1.3.7: Build or support efforts to build overnight accommodations in the
2.1.3: Develop interpretive sites or stations that highlight the significant
cultural history of the area, with a particular emphasis on the area’s
economic history, pertaining to logging, oil, and gas extraction.
4.2.2: Install directional signs from US 6, SR 59, PA 646 and US 219 to
the byway.
5
4
3
3
3
3
2
2
2
2
8
Introduction
Draft Plan Review by Government Agencies and other Potential Partners
The draft plan was made available on the County’s website. Forty-two letters of
notification were sent out requesting review and comment on the draft plan. The
Allegheny National Forest Vacation Bureau, PennDOT, PA DCNR, and Collins
Pine provided comments to the McKean County Planning Commission for
improving the accuracy and effectiveness of the plan; these comments were
incorporated prior to the plan’s completion.
Organizations listed as Lead and Support Partners in the CMP
Kinzua Bridge Byway Foundation
Kinzua Bridge Byway Coordinator
County Commissioners
County Planning Commission
County Historical Society
Conservation District
Municipalities – Mt. Jewett Borough, Hamlin Township, Keating Township
Allegheny National Forest Vacation Bureau
Other tourism site owners in the ANFVVB region
North Central PA Regional Planning and Development Commission
PennDOT District 2 Roadside Specialist
PennDOT County Maintenance Department
PA Byways staff
Peer byway coordinators or management agencies
PA DCNR Bureau of State Parks
Kinzua Bridge State Park
Kinzua Bridge Foundation, Inc.
PA Game Commission
PA State Association of Township Supervisors
Property owners
Garden Clubs
High School Biology/Science Club
Cycling/outing clubs
Kinzua Valley Trail Club
Kovalchick – rail owner
Recreational and outing clubs
State Police
Local Police (if present)
Private individuals and corporations
Seneca Highlands Area Vocational-Technical School
Interested civic organizations (scouts, Lions, Rotary, Moose, Elks, etc.)
9
Introduction
Conclusions on Community Values
Development of the corridor management plan has highlighted several aspects
of life that are important to area residents:
•
•
•
•
Rural character
Forest health for scenic value and wildlife habitat
Travel safety
Recreational and tourism investment, including multi-use trail development,
wayfinding and interpretive signage, and marketing
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Vision & Goals
Chapter 2 Vision & Goals
The Vision for the Kinzua Bridge Byway
A clear vision is vital.
Without a vision of
prosperity, there is little
chance that a community
will act and invest in ways
that will achieve the
desired results. Based on a
shared
vision,
a
community can direct its
policies,
actions,
and
investments for community
and economic development
and resource conservation
and management toward that end.
The Kinzua Bridge Byway was designated for its passage through landscapes
reflecting the natural and cultural heritage of northern Pennsylvania. Local and
regional partners will need to share a common vision for this scenic experience of
this corridor. Together, these partners have agreed on this vision for the byway:
“The Kinzua Bridge Byway combines safe, functional travel and natural
grandeur into a 9-mile linear parkway. The byway is a recreational and tourism
destination that offers enjoyable outdoor activities to travelers from near and far.
The byway’s communities work together to promote sustainable economic
activity along the roadway, such as timber and oil/gas industry, while
conserving the natural resources and cultural landscape. These efforts stimulate
tourism and the economy, improving the region’s quality of life and
strengthening its sense of place.”
It is important to share the vision with those who can lead and provide assistance
in plan implementation and those who will benefit from the results. Promoting
the vision communicates the importance of working together. In addition, the
vision should be shared with those who might not readily accept the plan’s
ideas, in order to identify the points of disagreement, resolve them, and begin
working together.
11
Vision & Goals
Goals
In this corridor management plan, the goals frame the six topics that must
receive attention and resources for the byway to function as described in the
vision statement:
1.
2.
3.
4.
5.
6.
Stewardship of the Byway’s Resources
Resource Interpretation and Enhancement
Transportation Safety and Design
Smart Signage
Marketing and Promotion
Coordination and Management
These goals begin to outline the more specific areas of need—what needs to
change, what must remain the same, and what new efforts would enhance the
byway. These are each goal’s objectives.
The following is a list of the goals found in each plan chapter.
Goal 1 Sustain and enhance the byway’s resources.
Objectives
1.1.
Sustain the natural qualities of the forest and its wildlife habitat.
1.2.
Preserve and enhance the scenic and visual qualities.
1.3.
Improve and expand recreational opportunities.
Goal 2 Interpret byway resources for travelers.
Objectives
2.1.
Develop, construct and install interpretive signage along the byway.
2.2.
Develop interpretive opportunities, e.g. nature walks, historical sites.
2.3.
Develop interpretive displays about the byway for other locations.
2.4.
Develop educational materials about the byway and its resources.
Goal 3 Enhance and maintain the quality of the byway and connecting
roadways.
Objectives
3.1.
Improve safe access and travel along the byway.
3.2.
Maintain the roadway’s rural character.
3.3.
Enhance and improve the bicycle/pedestrian elements of the byway.
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Vision & Goals
Goal 4 Manage signs to protect the scenic byway experience.
Objectives
4.1.
Develop, construct and install gateway signage to the byway.
4.2.
Utilize signage for wayfinding and attraction identification.
4.3.
Manage adverting signs along the byway.
Goal 5 Expand marketing and promotion in coordination with other
local, state, and federal agencies.
Objectives
5.1.
Develop a comprehensive marketing strategy that identifies the byway as
a must-see Pennsylvania destination.
5.2.
Promote the byway as one of many scenic features in the region.
Goal 6 Provide for ongoing management of the byway and
implementation of the corridor management plan.
Objectives
6.1.
Create an entity to oversee the implementation of the Corridor
Management Plan.
6.2.
Leverage funding through multiple organizations and programs.
These goals, like the vision statement, can be a reference to which individuals,
agencies and local government compare their current activities and decisions. As
individuals and organizations perform their daily work, the vision statement can
be a reference or guide to their decisions and activities. Will this action promote
the protection of sensitive environmental sites? Will this approval foster sound
growth and development in our community? Will this new park help to reflect
the available natural resources to park visitors? If the answer is yes, these people
should feel confident in advancing their actions and approvals. If the answer is
no, they should consider what alternatives could better support these goals.
13
Vision & Goals
14
Resource Stewardship
Chapter 3 A Strategy for Stewardship of the Byway’s Resources
The byway’s resources are
those features that create
visual and visitor interest. Its
natural resources include the
native forest, its wildlife, and
the natural gas embedded in
the bedrock below the
surface.
The
byway’s
cultural qualities include the
fields and meadows that
represent early settlement
and farming, a working farm
that produces syrup from the
sap of native trees, the gas
wells that extract gas for Photo credit: ANF Vacation Bureau
energy production, the railroad corridors that parallel the byway for past and
present freight and reforestation plots that reestablished the forest cover after
timber harvest.
This strategy identifies measures that protect and enhance the byway's resources,
while promoting recreation and tourism. These measures include how resources
are managed, how existing resources and development along the corridor might
be enhanced and how new development will respect the byway's character and
resources. It includes specific sites for beautification plantings and a list of
suggested native species.
While the byway’s resources offer enjoyment to all members of the public, the
ownership and management of these resources lie in the hands of various public
agencies and numerous private landowners. Land owners own and manage
these resources for their rural livelihood and quality of life. Many land owners,
including commercial timber companies, manage the forest for timber
production, while others may manage it as wildlife habitat or for recreation.
Local residents and many annual visitors rely on state lands for recreational
hunting grounds. And nearly all appreciate the scenic seasonal beauty that these
lands offer.
While the various landowners may have different perspectives on who benefits
from their lands and management practices, they share a common interest in the
long term health and presence of the natural resources. This strategy advocates
that the most sensitive and visible resources receive protection from change and
that they be managed with the recognition that they influence the overall quality
of the byway.
15
Goal 1 Sustain and enhance the byway’s resources.
Objectives
1.1.
Sustain the natural qualities of the forest and its wildlife habitat.
Recommendation 1.1.1: Encourage owners of commercial forest lands
along the byway to conduct their management and harvest their lands
sustainably and to protect wetlands, riparian zones and other sensitive
habitat areas. Encourage those not already participating to become members
of the Sustainable Forestry Initiative (SFI) or Forest Stewardship Council
(FSC).
Why? The byway’s natural qualities, specifically the forest cover that adjoins
nearly 86 percent of the byway, are central elements of its distinctive
character. The use of sustainable forest management practices on commercial
forest lands adjoining the byway would help protect these important
qualities. The intent of this recommendation is to protect these qualities while
permitting the continuation of commercial foresting activities.
Lead Partners:
Conservation District, Penn State Cooperative
Extension
Support Partners:
County Planning Commission, Municipalities,
commercial forest land owners (certified and not)
Funding Sources:
Not applicable
Timeframe:
Short term
Recommendation 1.1.2: Encourage owners of residential forest lands to
maintain forest cover and protect wetlands, riparian zones and other
sensitive habitat areas.
Why? Residential lands make up a small
portion of the lands adjacent to the
byway, but their concentration along the
southern section of the road enable them
to have a noticeable impact on key byway
qualities. Actions by property owners to
preserve or clear vegetation and habitat
areas will determine whether this stretch
of the byway retains its natural character.
The
desired
outcome
of
this
recommendation is that owners of
residential forest lands will manage their
16
properties so as to preserve natural and scenic qualities to the greatest
extent practicable.
Lead Partners:
County Planning Commission, Municipalities for
outreach to residents
1.2.
Support Partners:
Private landowners
Funding Sources:
PA DCNR Bureau of Forestry for Forest Stewardship
Planning grants
Timeframe:
Short Term
Enhance the scenic and visual qualities of the byway.
Recommendation 1.2.1: Develop and install beautification projects,
such as native and naturalized planting areas, and encourage volunteers
to adopt project sites for maintenance.
Why? Areas immediately adjacent to the
byway are prone to the encroachment of
non-native and/or weedy plant species
and the accumulation of litter. These
highly visible areas can take on a
cluttered, unkempt appearance, reducing
the scenic and natural qualities of the
byway. The desired outcome of this
recommendation is the establishment of plantings along the road
shoulder that are consistent with the region’s native flora and that
enhance the visual character of the byway.
PennDOT's Adopt And Beautify Program enables volunteers to cultivate
wildflowers and/or other approved plantings along our state roadways.
Under Adopt And Beautify, groups or individuals commit to planting
and maintaining a section of highway for at least two years. In return,
PennDOT places a sign at the location recognizing the group for its
beautification efforts.
Lead Partners:
Conservation District, Adjacent landowners, Penn
State Cooperative Extension
Support Partners:
Garden Clubs, High School Biology/Science Club,
PennDOT District 2 Roadside Specialist, PennDOT
County Maintenance, Preserve America, Western
Pennsylvania Conservancy
17
Funding Sources:
PennDOT, Preserve America, Western Pennsylvania
Conservancy
Timeframe:
Short Term
Recommendation 1.2.2: Encourage owners of properties that are adjacent
to or visible from the byway to remove or screen unsightly material.
Why? A handful of properties that are visible from the byway contain
unused vehicles and other unsightly materials that detract from the byway’s
scenic quality. The desired outcome of this recommendation is that property
owners will remove such materials from view.
Lead Partners:
Property owners
Support Partners:
Municipalities for zoning and/or property
maintenance ordinances
Funding Sources:
N/A
Timeframe:
Short Term
Recommendation 1.2.3: Establish ordinances for property maintenance to
maintain a reasonable appearance of areas that are visible from the byway.
Develop model provisions for each municipality to review, tailor and adopt.
Why? The large majority of lands adjacent
to the byway are privately owned.
Enactment of ordinances would establish
clear, consistent, enforceable property
maintenance standards to prevent the
development of unsightly conditions.
Lead Partners:
Municipalities, County Planning Commission
Support Partners:
PA State Association of Township Supervisors
Funding Sources:
PA DCED Land Use Planning and Technical
Assistance Program
Timeframe:
Mid Term
18
Recommendation 1.2.4: Encourage a local citizens group to adopt the
Kinzua Bridge Byway through PennDOT’s Adopt-A-Highway Program.
Why? This group would regularly pick up litter along the byway.
PennDOT would post a sign to recognize the group’s efforts. Contact the
District 2-0 office or visit PennDOT’s website for more information (insert
link).
1.3.
Lead Partners:
Interested organizations (scouts; community service
organizations – Lions, Rotary, Moose, Elks, etc.;
outing clubs)
Support Partners:
PennDOT
Funding Sources:
N/A
Timeframe:
Short Term
Improve and expand recreational opportunities along the byway.
R
Recommendation 1.3.1: Develop a series of hubs or stations such as
picnic areas, trailheads, wildlife viewing areas and interpretive sites
interconnected by off-road bicycle/pedestrian trails; collaborate with
land owners to plan hubs in conjunction with resource management, i.e.
improve viewing with a well placed clear cut or demonstrate selective
harvest to create a picnic site. Ultimately work toward interconnecting
the trails with regional trail networks.
Why? A diverse network of visitor amenities would expand the ways in
which visitors could enjoy the byway, experience the natural and cultural
qualities, and appeal to a broad array of users. The byway would function not
only as an attraction in its own right but also as a gateway to nearby
attractions. Interconnecting trails could be used by walkers, hikers, and bikers
19
in the summer season and by cross-county skiers and snow-shoers in the
winter months.
Lead Partners:
Conservation District, ANF Vacation Bureau, Penn
State Cooperative Extension
Support Partners:
DCNR, Vo-tech classes for design and construction of
tables, benches, and signs
Funding Sources:
Lumber Heritage Region, ANF Vacation Bureau
Timeframe:
Mid Term
Recommendation 1.3.2: Develop a scenic overlook that provides a long
view of the valley and the Kinzua Bridge.
Why? The Kinzua
Bridge and Valley are
the area’s
premiere
scenic
and
historic
attractions. The existing
overlook at the state
park features a crossvalley view of the
Kinzua
Bridge.
An
overlook with a view
down the valley would
provide a different view
of the bridge and its
dramatic setting. The vista point could be located at either end of the valley or
on the remaining structure, enabling the viewer to look toward both ends of
the valley from an elevated position.
Lead Partners:
PA DCNR Bureau of State Parks
Support Partners:
ANF Vacation Bureau
Funding Sources:
PA DCNR
Timeframe:
Short Term
20
Recommendation 1.3.3: Express support for extension of the Kinzua
Valley Trail along Kinzua Creek. This trail would be built in conjunction
with and as a connector trail to the Octave Chanute Trail, which will
wind down the hillside from the Kinzua Bridge State Park Visitor
Center/parking area to the valley floor.
Why? The Kinzua Valley Trail being
proposed by the Kinzua Valley Trail Club is
a major connector to the Tuna Valley Trail
and Greenway Network. Extending the
Kinzua Valley Trail along Kinzua Creek
would increase access to the valley floor and
its natural and historic features. It would
provide a new vantage point to view the
bridge from below. It would also contribute
to an eventual trail network in the area.
Lead Partners:
Kinzua Valley Trail
Club, Kinzua Bridge
State Park
Support Partners:
County
Photo credit: ANF Vacation Bureau
Commissioners,
County Planning
Commission, Conservation District
Funding Sources:
PA DCNR Bureau of State Parks, PA DCNR
Community Conservation Partnership Program
(C2P2)
Timeframe:
Short Term
Recommendation
1.3.4: Where feasible, develop a mountain
hiking/biking trail that provides access from the byway corridor to the
valley floor. The proposed Octave Chanute Trail would connect the
byway to the valley floor through Kinzua Bridge State Park but types of
trail use have not been discussed at the time of this plan’s printing.
Why? A mountain hiking/biking trail would expand recreational
opportunities available along the byway and increase access to the valley
floor. Permission for use of an existing right-of-way is being executed with
the Tuna Valley Trail Association which gives access and trail connections
from the City of Bradford, via Lewis Run to the Kinzua Bridge State Park.
21
Lead Partners:
Kinzua Valley Trail Club, Kinzua State Park, Tuna
Valley Trail Association
Support Partners:
County Commissioners, County Planning
Commission, Conservation District
Funding Sources:
PA DCNR Bureau of State Parks, PA DCNR
Community Conservation Partnership Program
Timeframe:
Mid Term
Recommendation 1.3.5: Support efforts
to reestablish excursion train service to
the state park. The rails are still on the
ground, enabling trains to travel to the
park. After the Bridge Stabilization Project
is completed, trains may travel to the
bridge. While it is not likely that the
bridge
will
ever
be
completely
reconstructed, it is important that the
possibility of resuming train service from Mt. Jewett to the park be
explored. An initial step could involve outreach to the Kovalchicks, new
owners of the rail and right of way, and other nearby trail excursion
operators (Oil Heritage and Tioga County).
Design of park improvements and the interpretive center include bike
racks allowing for a bike/rail loop between the state park and the train
station (Mt. Jewett or Kane). If neither of these options are feasible, the
rail right-of-way would provide a ready base surface for a rails-to-trails
conversion project, as Recommendation 1.3.6.
Why? The excursion train was, until the bridge collapsed, a popular way to
travel to the state park. The trip across the viaduct was a dramatic way to
experience this important historic attraction. Reestablishing train service
would renew this link to the area’s history and provide another recreational
opportunity along the byway. An initial step could involve outreach to the
new owners, the Kovalchicks, to determine their interest in reestablishing
excursion train service to the state park.
Lead Partners:
Kinzua Bridge State Park, McKean County IDC
Support Partners:
ANF Vacation Bureau
Funding Sources:
First Industries Fund, Private
Timeframe:
Mid to Long Term
22
Recommendation 1.3.6: As an alternative to continued excursion
train operations and where feasible, reserve abandoned rail right-ofway and incorporate them into a trail network. Utilize land banking as a
means to acquire right-of-way or easements until trails can be developed
in the future.
Why? Existing abandoned railroad grades
may provide opportunities for developing
additional trails in the area. They also
provide a connection to the region’s history
and economy; surviving artifacts and
features could be incorporated into their
development as interpretive elements. Most
of the land involved is privately-owned, so
acquisition or easements for use of the right-of way would be required before
eventual trail development could begin.
Lead Partners:
Kinzua Trail Club or other trail organization(s)
Support Partners:
North Central RPDC (for transportation funding),
land trust/conservancy (as the legal entity for holding
easements if the trail club is not able to)
Funding Sources:
PA DCNR Community Conservation Partnership
Program (C2P2)
Timeframe:
Long Term
Recommendation 1.3.7: Build or support effort to construct overnight
accommodations at the Kinzua Bridge State Park. The park would
provide an excellent location for a real nature experience with the
conveniences of Mount Jewett nearby. An in-depth analysis of the
potential for cabins is included in the Allegheny National Forest (ANF)
Vacation Bureau’s Tourism Development and Marketing Plan for
McKean County.
Why? Cabins, an inn, tent sites, camper
sites or other overnight accommodations
would provide opportunities for more
extended stays in the state park and along
the byway, making the area a more
significant visitor destination. They would
also make possible winter stays in the park,
Photo credit: PA DNCR
23
encouraging the use of trails for cross-country skiing. The presence of
overnight visitors might also justify development of additional programs and
facilities.
Lead Partners:
Kinzua Bridge State Park, McKean County IDC
Support Partners:
ANF Vacation Bureau
Funding Sources:
PA DCNR Bureau of State Parks (if funding is
available), First Industries Fund
Timeframe:
Mid to Long Term
24
Resource Interpretation
Chapter 4 A Strategy for Resource Interpretation
The byway’s resources are
indeed scenic, but their
ecological and cultural
value lies beyond their
physical
presence and
seasonal beauty. The act of
interpretation
identifies
valuable resources and
explains their function or
relationship to human
history
and
natural
environment. Visitors may
need such guidance to fully
appreciate the byway’s
distinctive natural qualities
and attractions, particularly those that are not readily visible. Interpretation can
occur through on-site signage, brochures, guided tours, and other methods of
communication. This strategy identifies locations for information centers and
interpretive markers that will educate visitors about the byway and its resources.
Goal 2 Interpret byway resources for travelers.
Objectives
2.1.
Develop interpretive activity programs focused on the natural and
cultural history of the byway.
Recommendation 2.1.1: Design and produce a brochure with a map as
a guide to the scenic and recreation opportunities along the byway. See
also Recommendation 3.1.3 for recommended brochure content on travel
safety.
Why? This brochure should assist the byway visitor in the identification of
vegetation, natural areas, historic and modern forest management practices,
locations of interpretive signage, scenic pull-off areas, trail heads, habitat
enhancements for wildlife viewing and beautification planting sites.
Lead Partners:
ANF Vacation Bureau
Support Partners:
County Planning Commission, recreational and
outing clubs, PA Byways, National Scenic Byways
Program
25
Funding Sources:
ANF Vacation Bureau, Lumber Heritage Region,
DCED, DCNR, PennDOT Transportation
Enhancements funds
Timeframe:
Mid term
Recommendation 2.1.2: Develop interpretive stations or nature walks
that highlight the different types of natural and naturalized areas along
the byway and its adjoining lands. Information could address the area’s
geology, vegetation, and/or wildlife. The Resource Inventory Diagram in
the appendix illustrates potential sites for interpretive sites related to
natural features:
Site the evergreen plantation, hardwood overgrowth and native
plantings
Site the tornado damage
Site the multi-level forest and wildlife habitats
Site the food/cover plot for habitat enhancement
Site the young forest
Site the decomposing tree tops from an earlier timber harvest
Site the wetlands
All or select sites could include a short walking trail or elevated
“boardwalk” as would be appropriate for a wetland site.
Why? Interpretive stations and nature
walks would provide opportunities for
visitors to get out of their cars, stretch their
legs, and directly experience the diverse
natural environments along the byway.
They also would be the means to provide
more detailed information about the
byway’s natural characteristics.
Lead Partners:
Conservation
District, PA Game
Commission, Kinzua
State Park, Bureau of
State Parks
interpretive
specialists, Penn
State Cooperative
Photo credit: Jeannette McBryan
26
Extension
Support Partners:
County Commissioners, County Planning
Commission, Municipalities, University of Pittsburgh
at Bradford
Funding Sources:
PA DCNR Community Conservation Partnership
Program (C2P2), PennDOT Transportation
Enhancement s funds, other state agencies for
sites/walks on state lands, private sponsors
Timeframe:
Mid Term
Recommendation 2.1.3: Develop
interpretive sites or stations that highlight
the significant culture of the area, with a
particular emphasis on the area’s
economy, pertaining to logging, oil, and
gas extraction. The Resource Inventory
Diagram in the appendix illustrates
potential sites for interpretive sites related
to cultural features:
Site the original privately operated
concessions stand that was located at the
Kinzua Bridge State Park
Site the maple syrup farm, particularly its system of taps
Site one or more of the natural gas wells
Other possible resources for interpretation include:
•
Kinzua Bridge - By far the most important restoration project is the
stabilization of the remaining six southern towers of the Kinzua
Viaduct. This CMP makes support for such efforts a high priority.
•
Railroads corridors
•
Historic camps
•
Manufacturing facilities
Why? The byway’s culture also needs to be interpreted for the benefit of
visitors. Restoration or reconstruction of historical sites may be useful in
making history—that which would otherwise have to exist in text, in pictures
and in visitors’ imaginations—visible and tangible. Given the importance of
resource extraction in the region’s history and economy, as well as its ongoing
27
activity in the modern landscape, the natural and cultural interpretation
should be coordinated to reflect that fact.
Lead Partners:
County Historical Society, Bureau of State Parks
interpretive specialists, PA Game Commission
Support Partners:
Municipalities, ANF Vacation Bureau, Penn State
Cooperative Extension
Funding Sources:
PHMC, Lumber Heritage, Oil Heritage, Preserve
America
Timeframe:
Mid to Long Term
Recommendation 2.1.4: Interpret timber harvest techniques, whether
selective harvest or planned clear cutting, as examples of forest management
practices that sustain timber production, wildlife and other objectives.
Why? The land immediately adjacent to the
byway largely determines its scenic quality,
providing foreground and framing more
distant views. The forest serves this function
along much of the byway. While the
byways’ forested character is to be
protected, the forest itself is a living
landscape—one that changes slowly
through natural succession and more
rapidly through human intervention, i.e. harvesting. Seeing the various stages
of forest succession can demonstrate the forest’s capability for regeneration
after a timber harvest and increase habitat for certain wildlife species.
Properly planned clear cuts could even become an integral part of increasing
wildlife viewing opportunities.
Lead Partners:
Landowners adjacent to the byway (timber
companies, private residents, etc.)
Support Partners:
PA Game Commission, DCNR Bureau of Forestry
Funding Sources:
Forest Stewardship Program (PA DCNR Bureau of
Forestry)
Timeframe:
Mid Term
28
Recommendation 2.1.5: Develop educational, interactive multi-media
displays that highlight the natural and economic history of the area.
These displays could be included as part of the interpretive displays at
the new Visitors Center to be constructed at the Kinzua Bridge State Park.
a. Possible displays could feature:
i. Samples of local flora, fauna, and geology
ii. Historic photos and artifacts
iii. Energy production, particularly wind power
iv. Sustainable forestry practices
v. Settlement of the region and the stories of the people who
discovered oil, harvested timber, and built the bridge
vi. Video presentations (e.g., Tracks Across the Sky, a sevenminute video of the history of the Kinzua Viaduct funded
by the Allegheny National Forest Vacation Bureau)
Source: PA DCNR, Bureau of State Parks
Why? In the 21st century, people in this day and age are accustomed to
obtaining information through professionally produced audio and video
presentations. Moreover, many potential visitors to the byway will not take
the time or effort to walk interpretive nature trails or hike to restored
historical sites. Accordingly, multi-media displays at an interpretive center
would illustrate the natural and economic history of the region in a readily
accessible format while providing a useful introduction and overview for
visitors intending to explore the area more directly.
29
Lead Partners:
ANF Vacation Bureau, County Commissioners,
Bureau of State Parks interpretive specialists
Support Partners:
County Historical Society, PA Game Commission,
Penn State Cooperative Extension, Private Industry,
County Historical Society, Kinzua Bridge State Park
Funding Sources:
Foundations, ANF Vacation Bureau, McKean County,
DCNR: Lumber Heritage, Oil Heritage, Private
partners
Timeframe:
Long Term
30
Chapter 5 A Strategy for Transportation Safety and Design
This strategy promotes safe
access to the byway and
safe travel of the byway for
all modes. It identifies
possible
roadway
improvements and safety
corrections. It recommends
periodic review of safety
issues with the highway
and transportation officials.
It makes recommendations
to accommodate truck
traffic while ensuring the
safety of sightseers in
smaller vehicles, as well as bicyclists, joggers, and pedestrians. Finally, it also
advocates retaining the rural character of the roadway as maintenance and future
improvements are considered.
Goal 3 Enhance and maintain the quality of the byway and connecting
roadways.
Objectives
3.1.
Improve safe access to and travel along the byway.
Recommendation
3.1.1:
Construct
trailheads at one or both endpoints of the
byway. These might include a bike racks,
benches, and a parking area.
Why? Key locations along the byway
should function as discrete but visible
gateways, signaling to visitors the beginning
of the corridor and providing an initial
orientation to the attractions that are available. Brochures with maps and
summary information could be provided. Suitable locations could include
intersections of the byway with principal highway access routes. Trash and
recycling containers could be provided, or a “pack it in, pack it out” approach
could be used.
Lead Partners:
PennDOT
Support Partners:
Municipalities, County Planning Commission, North
Central RPDC
31
Funding Sources:
PennDOT, Transportation Enhancements
Timeframe:
Short Term
Recommendation
3.1.2:
Redesign
intersection of SR 3011 and Rt. 59.
Why? SR 3011 ends at Route 59. Just 100
yards to the east, Route 59 adjoins Route
646. This odd configuration is not easily
read by an out-of-town driver. Dirt roads
and unmarked driveways adjoin this area as
well. Redesign of these intersections would
improve safety at the northern end of the
byway.
Lead Partners:
PennDOT
Support Partners:
Municipalities,
County
Commissioners, North Central RPDC
Funding Sources:
PennDOT
Timeframe:
Mid to Long Term
Recommendation 3.1.3: Widen the byway from the state park to PA 59;
widen pavement to accommodate a bicycle lane consistent with previous
improvements to the southern portion.
Lead Partners:
PennDOT
Support Partners:
Municipalities, North Central RPDC / Rural Planning
Organization (RPO)
Funding Sources:
North Central RPO Transportation Improvement
Program
Timeframe:
Mid to Long Term
32
Recommendation 3.1.4: Evaluate and if needed address limited sight
distance at intersection of Route 6 and SR 3011 due to geometrics and
design.
Lead Partners:
PennDOT
Support Partners:
Municipalities, North Central RPDC / Rural Planning
Organization (RPO)
Funding Sources:
North Central RPO Transportation Improvement
Program
Timeframe:
Long Term
Recommendation 3.1.5: Develop a byway guide and map, noting
caution areas, must see sites, and best practices for byway travel.
Why? When directing visitors to new places, it’s wise to tell them in advance
what they can expect and what is expected of them. A simple, concise byway
guide would advise their driving behavior.
Lead Partners:
PennDOT
Support Partners:
Municipalities, County Commissioners, North Central
RPDC
Funding Sources:
PennDOT Transportation Enhancements
Timeframe:
Short Term
Recommendation 3.1.6: Meet with PennDOT and state and local police
to review crash incidents for causes and necessary mitigation strategies.
Why? There is no crash data for the byway corridor on record with
PennDOT. This is not to say that there have been no crashes – simply no
reports that were recorded. A basic level of monitoring should occur to
ensure that the byway is and remains a safe corridor.
Lead Partners:
PennDOT
Support Partners:
State Police, Local Police (if present)
Funding Sources:
In-kind staff time for agency coordination
Timeframe:
Ongoing
33
Recommendation 3.1.7: Encourage commercial timber companies to
review safe driving techniques with their drivers.
Why? Many commercial drivers participate
in periodic driver safety courses, offered
through their employer or other certification
programs. Due to the increased promotion
of tourism along the byway and throughout
the PA Wilds region, regular review of safe
driving attitudes and behaviors may be
warranted by commercial enterprises
located along the byway or using it
regularly.
3.2.
Lead Partners:
PennDOT
Support Partners:
Municipalities, County Commissioners, North Central
RPDC
Funding Sources:
PennDOT Transportation Enhancements
Timeframe:
Short Term
Maintain the roadway’s rural character.
Recommendation
3.2.1:
Develop
byway
maintenance
and
improvement guidelines.
Why? Maintenance activities such as tree
clearing, when performed to national
standards, could degrade or change the
rural, largely forested character of the
byway.
In
the
same
manner,
improvements that are designed to meet
national standards may reduce the scenic
quality of the byway, making it look more
like a typical state highway. Consider the
impact of typical corrugated steel
guiderails versus wooden post and cable
systems. Safety make be considered when
alternate materials or techniques are
recommended.
Overall,
byway
maintenance and improvement guidelines
are intended to ensure that these activities occur as needed and in a context
sensitive manner. The byway maintenance guidelines developed for the
Lycoming County Byway Program are possible model guidelines.
34
3.3.
Lead Partners:
County Planning Commission, PennDOT County
Maintenance Department
Support Partners:
N/A
Funding Sources:
N/A
Timeframe:
Mid Term
Enhance and improve the bicycle/pedestrian elements of the
byway.
Recommendation 3.3.1: Designate the byway as a bicycle route.
Delineate bicycle lanes with lane striping and install bicycle rack and rest
areas along the byway.
Why? The same qualities that warranted
establishing the byway make it attractive as
a bicycle route. Designation as a bicycle
route would raise the byway’s visibility as a
recreational destination. Information about
it would be included on state and other web
sites highlighting recreational opportunities
in the region.
Lead Partners:
PennDOT
Support Partners:
Local cycling clubs, bicycle retailers
Funding Sources:
PennDOT
Timeframe:
Mid Term
Recommendation 3.3.2: Develop a series of designated on-road loop
bicycle routes that incorporate other roads in the area. Possible loops
include:
• Kinzua Bridge Byway north to Rt. 59 east to US 6 west to Mt.
Jewett/Kinzua Bridge Byway
• Kinzua Bridge Byway north to Rt. 59 west to Mt. Alton-Riterville
Road south to Turkey Track Road to Silverside Road to Kushequa
Road to US 6 east to Mt. Jewett/Kinzua Bridge Byway
Why? Developing a network of bicycle routes centered on the byway would
further enhance the area as a destination for bicyclists.
35
Lead Partners:
PennDOT for state roads, Municipalities for local
roads
Support Partners:
Cycling clubs for feasibility of potential routes
Funding Sources:
PennDOT
Timeframe:
Mid to Long Term
See also recommendations 2.1.2. and 2.1.3 for recommended interpretive sites
with bicycle/pedestrian facilities.
36
Smart Signage
Chapter 6 A Strategy for Smart Signage
The Resource Inventory
and Assessment in the
appendix reviews current
regulation by local laws
about the control of
outdoor advertising along
the byway. This strategy
outlines an approach for
compliance with preferred
signage
control
and
management,
including
those of Pennsylvania’s
Byways
Program.
It
includes suggestions for
the placement, content and
maintenance of interpretive
signage along the route.
Goal 4 Manage signs to protect the byway experience.
Objectives
4.1.
Develop and construct/install gateway signage to the byway.
Recommendation 4.1.1: Develop and construct/install gateway
signage to the byway.
Why? Knowing that you have arrived is important to travelers in unfamiliar
territory. Directional signs help you reach navigate to your destination and
wayfinding signage helps you navigate within it. But signage that clearly
states the beginning of the byway corridor can serve to confirm one’s arrival
and promotion the byway to future visitors.
Lead Partners:
Kinzua Bridge Byway Foundation (see
Recommendation 6.1.1)
Support Partners:
PennDOT, PA Department of Tourism
Funding Sources:
Lumber Heritage Region, DCED, DCNR
Timeframe:
Mid Term
37
Smart Signage
4.2.
Utilize signage for wayfinding and attraction identification.
Recommendation 4.2.1: Develop a distinctive signage system for
wayfinding and attraction identification. This signage should convey that
the viewer is located within a specially designated corridor. Wayfinding
signage should convey direction and distances to nearest attractions and
major facilities. Such signage may include logos from partner
organizations.
Why? An effective signage system would enable visitors to easily orient
themselves along the corridor and find byway attractions. The signs should
also reinforce the identity of the byway as a distinctive corridor and provide
cues to its attributes. Graphics, logos and other design elements should be
consistent with byway marketing materials.
Lead Partners:
ANF Vacation Bureau
Support Partners:
PennDOT, PA Department of Tourism
Funding Sources:
Lumber Heritage Region, DCED, DCNR, PennDOT
Transportation Enhancements funds
Timeframe:
Mid Term
Recommendation 4.2.2: Install directional signs
from US 6, SR 59, PA 646 and US 219 to the
byway.
Why? Directional signs on the region’s highways
would raise the visibility of the byway and make it
easier for visitors to travel there.
Lead Partners:
ANF Vacation Bureau, Municipalities
Support Partners:
PennDOT, National Scenic Byways Program
Funding Sources:
Partners
Timeframe:
Short term
38
Smart Signage
4.3.
Manage advertising signs along the byway.
Recommendation 4.3.1: Develop model provisions for the management
of signs; encourage each municipality to review, tailor, adopt, and enforce
the provisions. PennDOT has developed a model ordinance for byway
communities to use. The Outdoor Advertising Devices Model Ordinance
can be found in PennDOT’s Pennsylvania Byways Guidance Manual or
on their website at www.dot.state.pa.us, under More Links,
Transportation Planning, Byways.
Why? Signs are necessary elements along a
scenic byway but can actually diminish the
byway experience if not designed carefully.
This is especially true where scenic and
natural qualities are important aspects of the
byway. Signs should not draw attention to
themselves or detract from the features they
are meant to serve. Ideally they should draw
the driver’s or viewer’s attention, only when
needed. Size, material, color, number, location and maintenance are among
the aspects that sign controls should address.
Lead Partners:
County Planning Commission, Municipalities
Support Partners:
PA Byways staff, ANF Vacation Bureau, PennDOT
Funding Sources:
PA DCED Land Use Planning and Technical
Assistance Program (LUPTAP)
Timeframe:
Short Term
39
Smart Signage
40
Chapter 7 A Strategy for Marketing and Promotion
Marketing and promotion are essential to the success of
a byway. This strategy aims to make potential visitors
aware of the byway, its resources, and its location in
ways that are consistent with resource conservation
efforts to protect the byway's desired character. The
desired outcome of this strategy would be a series of
materials in print and electronic format that highlight
the area’s resources and attractions and put them in a
regional context.
Goal 5 Expand marketing and promotion in coordination with other
local, state, and federal agencies.
Objectives
5.1.
Develop a comprehensive marketing strategy that identifies the
byway as a must-see Pennsylvania destination.
Recommendation 5.1.1: Develop a marketing plan for the Kinzua
Bridge Byway that includes a distinctive marketing identity and
materials.
Why? A coordinated marketing plan that clearly defines marketing strategies
will maximize the promotion of the byway. Existing efforts by the PA
Department of Tourism, the Allegheny National Forest Vacation Bureau, the
PA Wilds, the Lumber Heritage Region, the Oil Heritage Region, PA Route 6,
PA Byway Program and National Scenic Byway Program should be
recognized. Subsequent recommendations under 5.1 may form the portions
of the marketing plan.
Lead Partners:
ANF Vacation Bureau
Support Partners:
County Planning Commission, Municipalities,
PennDOT
Funding Sources:
Partners
Timeframe:
Short term
41
Recommendation 5.1.2: Develop a distinctive Kinzua Bridge Byway
logo for use on promotional materials.
Why? A distinctive logo would help reinforce the byway’s identity on
brochures, online, and on signs.
Lead Partners:
Support Partners:
ANF Vacation Bureau, Municipalities, PennDOT
Funding Sources:
Partners
Timeframe:
Short term
Recommendation 5.1.3: Develop a Kinzua Bridge Byway brochure and
distribute it throughout regional tourism sites, a byway website (see
Recommendation 5.1.4), the annual visitors guide, and the state and
federal byway promotional materials, including both print and online
materials. Coordinate distribution with the Alleghany National Forest
Vacation Bureau for the following locations:
•
Allegheny National Forest – 3 ranger stations & private
campgrounds
•
Kinzua Point/Kinzua Dam – Seasonal information center
•
Allegany State Park, New York
•
Interstate 1-86, exit 23 – both east and west bound
•
12 kiosks in Pennsylvania and New York
•
PennDOT Welcome Centers
•
Contracted distribution to over 320 locations monthly
Why? To get the word out! As noted previously, all of the nearby visitor
resources and attractions would benefit from cross-marketing attractions to
enhance the region’s identity as a visitor destination. Brochures and other
printed materials could be distributed through local, regional and statewide
tourism and economic development organizations and businesses to
publicize the scenic and recreational opportunities along the byway.
Lead Partners:
ANF Vacation Bureau
Support Partners:
PennDOT Welcome Centers, PA on Display, DCNR
Bureau of State Parks
Funding Sources:
ANF Vacation Bureau
Timeframe:
Mid term
42
Recommendation 5.1.4: Develop an online presence for the Kinzua
Bridge Byway. Include text, photos, and a map suitable for posting via
the internet. Provide links from local, county, tourism, state and federal
websites. Optimize searches with meta tags and social networking.
Why? A website or webpage would further raise the visibility of the byway
to potential visitors using the web to plan outings and trips. Seasonal events,
activities and new byway developments could easily be posted to keep the
information fresh and current.
Source: http://www.turquoisetrail.org
Lead Partners:
Allegheny National Forest Vacation and Visitors
Bureau, County Planning Commission
Support Partners:
PA DCNR Bureau of State Parks, PA Byways, Travel
Industry of America, and University of Pittsburgh at
Bradford (social networking)
Funding Sources:
TIA-See America, Preserve America, PA DCNR
Timeframe:
Mid term
43
Recommendation 5.1.5: Create niche marketing materials and
promotions around themes such as photo treks, group/motorcoach tours,
scenic driving tours, motorcycle touring, bike tours, and winter sports
and scenery.
Why? Niche markets are passionate about their pursuits. Special themes and
events give fresh reasons to come to the byway. They also provide focal
points for developing new marketing efforts and opportunities to feature
different aspects of the byway. The desired outcome of this recommendation
would be a diverse year-round program of events and activities and an
accompanying marketing effort.
Lead Partners:
Kinzua Bridge Byway Coordinator, Allegheny
National Forest Vacation and Visitors Bureau
Support Partners:
Regional marketing partners
Funding Sources:
Private advertising dollars, regional marketing funds
Timeframe:
Short term
Recommendation 5.1.6: Evaluate the effectiveness of employed
marketing techniques.
Why? Marketing is successful when it increases knowledge and use of its
product or service. It also requires investments of time, labor and other costs.
Assessing the return on these investments, and making adjustments to
improve results, is a sound business practice.
Lead Partners:
National Forest Vacation Bureau
Support Partners:
Smith Travel Research, TIA
Funding Sources:
PA Department of Tourism, ANF Vacation Bureau
Timeframe:
Long term
44
5.2.
Promote the byway as one of many scenic features in the region.
Recommendation
5.2.1:
Cultivate
relationships with public agencies, i.e. the
Allegheny National Forest Vacation Bureau,
the Kinzua Bridge State Park, the PA Game
Commission, and the Lumber Heritage
Region, with shared interests in the byway.
Why? Partnerships help stretch and/or
leverage limited resources for marketing and
promotion as well as for programming and
activities.
Lead Partners:
Kinzua Bridge Byway Coordinator
Support Partners:
Funding Sources:
N/A
Timeframe:
Ongoing
Recommendation 5.2.2: Work with representatives of the local tourism
industry to develop joint marketing activities.
Why? The byway and other tourism
attractions in the area would all benefit from
a coordinated effort to raise public
awareness of the region as an exciting
recreational destination. The availability of a
number of recreational opportunities would
be likely to attract more visitors and
encourage longer stays. The desired
outcome of this recommendation would be
marketing activities that highlight multiple
visitor destinations including the byway.
Lead Partners:
National Forest Vacation Bureau
Support Partners:
Other tourism site owners in the ANFVB region,
Kinzua Bridge Foundation
Funding Sources:
N/A
Timeframe:
Mid term, then ongoing
45
Recommendation 5.2.3: Coordinate special events, such as events
suggested in the ANF Vacation Bureau’s Tourism Development and
Marketing Plan, with the Kinzua Bridge State Park to draw byway
travelers and the annual Kinzua Bridge State Park Fall Festival organized
by the Kinzua Bridge Foundation, Inc.
Why? Special events at the Kinzua Bridge
State Park would take advantage of the
park’s existing name recognition and
provide fresh reasons for visitors to come to
the byway.
Photo credit: Kinzua Bridge State
Park
Lead Partners:
Kinzua Bridge Byway Coordinator, Interpretive
Personnel Kinzua Bridge State Park
Support Partners:
Kinzua Bridge Foundation, ANF Vacation Bureau,
Trail Associations
Funding Sources:
Local volunteer associations, private funds, local
communities, Lumber Heritage Region
Timeframe:
Ongoing
46
Management and Financing
Chapter 8 A Strategy for Management and Financing
The corridor management
plan recognizes the need
for
leadership,
volunteerism and funding
to
implement
its
recommendations.
This
strategy discusses how
local and regional partners
can establish formal and
informal
working
partnerships to leverage
their
resources
and
implement
the
plan.
Funding
programs
applicable to individual recommendations have been listed under previous
strategies.
Goal 6 Provide for ongoing management of the byway and
implementation of the corridor management plan.
Objectives
6.1.
Create an entity to oversee the implementation of the Corridor
Management Plan.
Recommendation 6.1.1: Establish a Kinzua Bridge Byway Foundation
as the improvement agency for the byway.
Why? Creating an entity separate from the county and the ANF Vacation
Bureau may be desirable. The Kinzua Bridge Byway Foundation would be a
public charity or private foundation, per the Internal Revenue Code, able to
assemble donations and funds for the improvement and enhancement of the
byway. Its mission could be expanded to include other responsibilities and
resources, if desirable. As a non-profit, the foundation would be eligible for
many public grant programs. The establishment of the foundation would
require letters of incorporation, bylaws and a board of directors.
Lead Partners:
Support Partners:
Private individuals and corporations
Funding Sources:
N/A
Timeframe:
Mid term
47
Recommendation 6.1.2: Establish a Kinzua Bridge Byway Coordinating
Committee. The following groups and organizations should be
represented in the committee:
a. Local elected officials
b. Owners of adjoining property
c. Local businesses
d. Representatives of the local tourist industry
e. State land managers, i.e. Kinzua Bridge State Park and PA Game
Commission
f.
PennDOT District 2-0
g. PennDOT Central Office State Scenic byways Coordinator
h. McKean County Planning Commission
Why? A Byway Coordinating Committee would function as an appointed or
volunteer advisory group and would encourage broad ownership of and
support for the plan recommendations among local stakeholders. It would
provide a forum to discuss ongoing byway issues and coordinate
implementation activities. The Coordinating Committee may, in fact, work
toward the establishment of the Foundation as one of its first tasks.
Lead Partners:
Support Partners:
PA Game Commission, Private land owners, McKean
County Conservation District
Funding Sources:
In-kind service for use of meeting facility and supplies
Timeframe:
Short term
Recommendation 6.1.3: Establish and fill the position of a Kinzua
Bridge Byway Coordinator. This position could be housed within the
McKean County Planning Commission or the Allegheny National Forest
Vacation Bureau. The position would entail a part-time effort. If desired,
this position could be coordinated with other part-time duties with a
partner agency.
Why? A Byway Coordinator would help ensure consistent implementation
of the plan’s recommendations and effective coordination with its planning
partners.
Lead Partners:
Kinzua Bridge Byway Foundation or County
Planning Commission, Allegheny National Forest
Vacation Bureau
48
6.2.
Support Partners:
Peer byway coordinators or management agencies for
previous experience, lessons learned, best practices,
etc.
Funding Sources:
National Scenic Byways Program, Local funds
Timeframe:
Mid term
Leverage funding through multiple organizations and programs.
Recommendation 6.2.1: Participate in transportation planning with
the North Central PA Regional Planning and Development Commission.
Why? North Central PA RPDC is the designated
rural (transportation) planning organization for
McKean County. North Central regularly solicits
transportation improvement projects and studies for
its long range planning purposes. Projects and
studies can address a wide range of needs, such as improved access,
connectivity, and safety, for all travel modes.
Lead Partners:
Kinzua Bridge Byway Coordinator/Coordinating
Committee
Support Partners:
North Central Regional Planning and Development
Commission, McKean County Planning Commission
Funding Sources:
N/A
Timeframe:
Ongoing
Recommendation 6.2.2: Meet regularly with PA DCNR representatives,
including the Kinzua Bridge State Park manager, the Bureau of State
Parks, and the Bureau of Recreation and Conservation to discuss
potential improvement/enhancement projects.
Why? While SR 3011 defines the corridor by which visitors can tour the
byway and its resources, the resources themselves are largely natural
resources and therefore their conservation falls within the mission of
Department of Conservation and Natural Resources. DCNR provides direct
management of the state park lands, but also it also provides technical
assistance to private land owners interested in resource conservation and
management.
49
Lead Partners: Kinzua Bridge Byway Coordinator
Support Partners: PA DCNR (various Bureaus)
Funding Sources: N/A
Timeframe: Ongoing
Recommendation 6.2.3: Develop a program or programs for private
donors to contribute to the development and conservation of the byway.
Programs could include:
• “Friends of the Byway” for monetary donations
• Fundraisers
• Event fees to recoup costs
• Project and event sponsorships, including those organized around
sale or sponsorship of a unit cost, e.g. yard of bike trail. The ANF
Vacation Bureau’s Tourism Development and Marketing Plan
recommends sponsorship as a method to fund preservation of the
viaduct itself.
Why? The byway corridor will change over time. This change should be
directed, evaluated and intentional in support of sustaining the byway
experience. These efforts, whether through day-to-day management or
special initiatives, will require funding. These monies could be used
directly for funding projects or as local match for public grants. These
programs could be coordinated into a capital campaign to establish an
endowment fund in support of comprehensive byway enhancements.
Lead Partners:
Kinzua Bridge Byway Coordinator/Coordinating
Committee
Support Partners:
Peer byway coordinators or management agencies for
previous experience, lessons learned, best practices,
etc.
Funding Sources:
N/A
Timeframe:
Mid term
50
Implementation
Chapter 9 Implementation
Once
the
corridor
management
plan
is
finalized, the real work of
sustaining
the
byway
continues.
The
six
strategies outline short,
mid
and
long
term
priorities from among the
many
worthwhile
recommendations. These
priorities represent one to
two, three to five and six to
ten year timeframes, respectively, and for a variety of reasons. First and
foremost, extensive organizational and financial resources will be needed to
accomplish the goals of this plan – more resources than can feasibly be allocated
within one fiscal year or even within the lead agency’s term. Some
recommendations will require further detailed study and development, such as
model ordinance provisions. Still other recommendations will need investments
of time toward partnership building and program coordination to prepare for the
action to occur successfully.
Summary Schedule of Plan Implementation
Short term priorities include recommendations that have the potential to demonstrate
clear progress with limited effort and resources. In other words, these
recommendations offer:
•
•
•
•
A Quick Completion—an action that can be accomplished quickly in whole
or in significant part.
Momentum—an action that will build momentum for further
implementation and progress.
High Impact—an action that will result in a significant benefit or positive
impact relative to the plan’s overall direction.
Available, Willing Champion(s)—an action that has the support of those
who will take leadership for advancing an action.
As the short term priorities are completed and as conditions change, mid and long
term items should be re-prioritized to maintain a concise list of priority initiatives for
programming and funding.
There are many important issues and opportunities associated with sustaining the
byway’s experience. At times, there may be good reason to advance
recommendations outside of the order suggested here. When opportunities arise or
51
Implementation
partners come forward as willing champions for a specific recommendation,
consideration should be given to rescheduling the priorities.
Priority Implementation Schedule
Recommendation
5.2.3: Coordinate special
events with the Kinzua
Bridge State Park.
Page
2009/
2010
2011/
2012
46
2015/
2016
2017/
2018
1 site
1 site
Ongoing
5.2.1: Cultivate relationships
with public agencies with
shared interests in the byway.
45
1.2.2: Encourage owners of
properties that are adjacent to
or visible from the byway to
remove or screen unsightly
material.
18
X
17
1 site
4.2.2: Install directional signs
from US 6, SR 59, PA 646 and
US 219 to the byway.
38
X
5.1.2: Develop a distinctive
Kinzua Bridge Byway logo for
use on promotional materials.
42
X
6.1.2: Establish a Kinzua
Bridge Byway Coordinating
Committee.
48
X
1.2.3: Establish ordinances for
property maintenance to
maintain a reasonable
appearance of areas that are
visible from the byway.
18
X
5.1.4: Develop an online
presence for the byway.
43
X
1.2.1: Develop and install
beautification projects, such
as native and naturalized
planting areas.
2013/
2014
Ongoing
1 site
1 site
Continued
52
Implementation
2011/
2012
2013/
2014
19
X
X
5.2.2: Work with
representatives of the local
tourism industry to develop
joint marketing activities.
45
X
Ongoing
1.3.7: Build or support efforts
to build overnight
accommodations in the
23/24
X
Ongoing
2.1.3: Develop interpretive
sites or stations that highlight
the significant cultural history
of the area.
27
X
Ongoing
Recommendation
1.3.1: Develop a series of hubs
or stations along the byway
such as picnic areas,
trailheads, wildlife viewing
areas and interpretive sites.
Page
2009/
2010
2015/
2016
2017/
2018
Plan Review and Update
The corridor management plan will only be successful if it is used to guide
decision-making and investment. As a ten year plan, this corridor management
plan should be reviewed annually by the McKean County Planning Commission
or byway organization. The Commission or byway organization should prepare
a brief end of year report of actions taken in the past year and recommendations
programmed for the coming year for its planning partners. This report could
note changes in priorities without formally updating the plan. The Commission
or byway organization should prepare an evaluation of the plan in 2017 and
update the plan in 2018. More frequent formal updates may be needed to
maintain timely polices and priorities, if conditions change significantly in the
interim. A copy of the updated plan and associated reports should be sent to the
State Byways Coordinator at PennDOT’s Central Office for review and
concurrence.
Byways Coordinator
PennDOT, Center for Program Development and Management
PO Box 3365
Harrisburg PA 17105-3365
53
Implementation
54
Appendix
Appendix Contents
I. Byway Resource Inventory and Assessment
A. Characteristics of the Road................................................................................................. A-2
B. Natural Resource Environment ......................................................................................... A-4
C. Cultural and Recreational Resources................................................................................ A-6
D. Land Use and Infrastructure.............................................................................................. A-9
E. Regional Trends.................................................................................................................. A-11
F. Byway Visitor Information ............................................................................................... A-12
G. Assessment ........................................................................................................................ A-16
Byway Resource Inventory Diagram................................................................................... A-20
II. Sign Inventory ...................................................................................................................... A-23
III. Byway Visioning Public Meeting December, 2004 ..................................... A-24
IV. Draft Plan Public Meeting, October 30, 2008 .................................................. A-25
IV. Maps........................................................................................................................................... A-27
Map 1, Topography and Soils
Map 2, PennDOT Average Annual Daily Traffic
Map 3, Sensitive Water Features
Map 4, 2006 Land Use
A-1
Appendix
I. Byway Resource Inventory and Assessment
A. Characteristics of the Road
The Kinzua Bridge Byway, also known as State Route 3011, is a 9.7-mile corridor
that meanders through the heart of rich timber and oil lands in McKean County.
Topography and Physical Conditions
The byway corridor straddles the High Plateau and Deep Valley Sections of the
Appalachian Plateau Province. Both sections are characterized by broad,
rounded to flat uplands with deep, angular valleys. The byway follows an
upland land mass at a fairly consistent elevation of about 2100 to 2200 feet above
sea level between the headwaters of the Kinzua and Marvin Creeks, which lie
about 600 to 700 feet below (1500 or 1600 feet above sea level). Roughly
paralleling the creeks, the byway generally follows a northeast-southwest
alignment in Hamlin Township, though it bears north in Keating Township to
the northern terminus at PA 59. See Map 1, Topography and Soils, at the end of
this section.
Only in one location does the upland narrow to a width of one-quarter mile as it
completes its northward turn. Here, slopes of 15 percent and greater approach
the eastern side of the byway, though dense forest minimizes any visual impact.
The byway has a windy, serpentine alignment. This is particularly true for the
first mile from Mt. Jewett into Hamlin Township, including two nearly 90-degree
turns, and from mile 4.5 to the northern terminus.
Traffic Volume and Flow Patterns
The byway is a two-lane state roadway serving residences, businesses,
recreational areas, and public properties. While this byway primarily serves local
needs, it also functions as a north-south route for non-local thru traffic traveling
between US Route 6 and PA Route 59, which are both major east-west roadways
in the region. Occasionally, the byway serves as an alternative north-south route
to US Route 219, which is the main north-south highway located two miles west
of Mt. Jewett Borough. PA Route 646, which joins PA Route 59 at a Y intersection
just a few meters from the byway’s northern terminus, connects the byway to
urban areas in the north, such as Lewis Run and the City of Bradford.
The byway’s traffic volume is relatively low compared to adjoining roadways.
See Map 2, PennDOT Average Annual Daily Traffic Volumes, at the end of this
section.
A-2
Appendix
According to PennDOT, the byway’s Average Annual Daily Traffic (AADT) is
less than 1,000 vehicles. PennDOT’s AADT data indicates that Route 6 from SR
3011 westward through Mt. Jewett to Kane has an AADT of 3001-6000 vehicles.
The segment east of SR 3011 to Smethport has an AADT of 1001-3000 vehicles.
This traffic volume pattern implies that the majority of the Route 6 travelers
remain on Route 6 through the southern terminus.
PennDOT’s AADT data indicates that traffic volumes along PA Route 59 at the
byway’s northern terminus are even lower than at its southern terminus. PA
Route 59 from PA 646 through the SR 3011 intersection to SR 4003 just east of the
Bradford Regional Airport has an AADT of less than 1000 vehicles. Just east of
SR 3011, PA 646 carries an AADT of 1001-3000 vehicles. This traffic volume
pattern indicates that more travelers follow the PA 646 and PA 59 corridor
between Smethport and Bradford.
Types of Traffic
Since there is no quantitative data that characterizes specific types of traffic along
the byway, byway traffic can only be characterized in general qualitative terms
using available is land use data from the McKean County Assessment office.
From this data, conclusions about types of traffic generated by local land uses
can be made:
•
•
•
•
•
Residential uses, concentrated along the southern portion of the byway,
would likely generate consistent local car traffic as residents make daily
commutes to and from work, shopping and service locations.
State owned lands, such as the state park and state game lands, would
generate tourism and recreational trips by local and non-local car and
small truck travelers, especially during the peak hunting and leaf-peeping
seasons. In addition, the state lands would generate car and small truck
trips associated with fieldwork and management of the public resources.
Lands used by the oil and gas industry would also generate periodic car
and truck traffic when crews conduct on-site monitoring and repairs.
Lands used by the timber industry would generate infrequent but heavy
truck traffic during timber harvests.
Other industrial and commercial land uses, such as the salvage yard at
the northern terminus of the byway, would generate frequent truck traffic
when hauling materials to and from the yard.
Crash Locations and Safety Precautions
PennDOT has no crash history data for the SR 3011 corridor. Traditional road
design has guided horizontal and vertical road alignments. Cautionary signage
for upcoming curves and intersections are posted. The posting of share the road
A-3
Appendix
signs have been the only significant safety precautions made to the corridor in
recent years.
Recent Improvements
The southern three miles from Route 6 to the state park entrance were widened
to accommodate a shoulder for biking using federal funds, but bike lane striping
was not completed due to increasing costs during construction. McKean County
has approached PennDOT and plans to request additional funds to complete the
bike lane striping and the widening of the remaining six miles.
B. Natural Resource Environment
Water and Wetlands
The Kinzua Creek lies west of the byway and is a tributary to the Allegheny
River. The upper reaches of the creek pass through the Kinzua Bridge State Park
and flow westward toward the Allegheny Reservoir. The Kinzua Creek is a local
favorite for fishing; however it is not easily accessed from the byway due to the
dramatic change in elevation. Only a few dirt and gravel roads directly connect
the byway to the creek. Marvin Creek lies to the east of the byway. It joins the
Potato Creek at Smethport and flows northeast to the Allegheny River just south
of Eldred. See Map 3, Sensitive Water Features, at the end of this section.
The National Wetlands Inventory (NWI) identifies several possible wetlands in
the vicinity of the byway. Small sites (less than one-quarter acre) are located on
the both sides of the byway around the 3-mile marker. One small site and one
larger site (roughly one and half acres) are located around the 9-mile marker near
the northern terminus. As the NWI indicates possible wetlands based on certain
environmental criteria, onsite investigation is required to determine if wetlands
are truly present.
The possible wetland sites near the northern terminus are potentially threatened
by the salvage yard. The property owner has installed a perimeter fence to screen
the salvage materials from view; however the fence does not address concern for
harmful contaminants that may reach potential wetlands on-site or nearby.
Determination of wetland presence is needed, followed by protection measures,
if wetlands are indeed present.
Soils
McKean County’s Agricultural Soils Map indicates that nearly the entire stretch
of the byway is surrounded by prime farmland. Prime farmland, as defined by
the U.S. Department of Agriculture (USDA), is the land that is best suited to
A-4
Appendix
producing food, feed, forage, fiber and oilseed crops. It has the soil quality,
growing season, and water supply needed to economically produce a sustained
high yield of crops when it is treated and managed using acceptable farming
methods. According to the USDA, prime farmland soils are usually classified as
capability Class I or II of the eight classifications.
McKean County’s Agricultural Soils Map also indicates that a small segment of
the byway is surrounded by farmland soils of statewide importance. While the
quality of this soil type is not as high as prime farmland soils, it is still considered
highly productive and extremely fertile land. According to the U.S. Department
of Agriculture, farmland soils of statewide importance are soils that are
predominantly used for agricultural purposes within a given state, but have
some limitations that reduce their productivity or increase the amount of energy
and economic resources necessary to obtain productivity levels similar to prime
farmland soils. These soils are usually classified as capability Class II or III.
Despite these productive soil conditions, only a small portion of the byway
corridor is used for agriculture. Instead, favorable soil quality, water supply and
climate are put to use for silviculture, which is abundant throughout the
corridor.
Vegetation
The northcentral Pennsylvania region is well known for its high quality timber.
Forest types in the region include Allegheny Hardwoods, Northern Hardwoods,
and Upland Hardwoods. The Allegheny Hardwood stands represent the most
valuable and widespread timber in the region. This type includes black cherry,
yellow poplar, white ash, red maple and sugar maple. The exceptional quality of
the black cherry found here makes it highly valued throughout the world for fine
furniture and veneers. Beech, striped maple, and hemlock are also common, and
ferns, ground pine, mosses, teaberry and green briar populate the forest floor.
A majority of the byway is bordered by public and privately owned forestland.
Much of the privately owned forestland along the byway is owned by the
Heartland and Collins Pine timber companies.
Less than five miles to the west lies the Allegheny National Forest (ANF), one of
15 National Forests in the Eastern United States managed by the Forest Service,
an agency of the U.S. Department of Agriculture. The ANF covers 512,998 acres
(801.6 sq mi) of land and contains thousands of acres of remaining old-growth
forest in Pennsylvania.
See Map 1, Topography and Soils, at the end of this section.
A-5
Appendix
Wildlife
The byway is located in a region widely known for hunting and fishing. McKean
County traditionally ranks among the leading counties in Pennsylvania for
white-tail deer and black bear harvests. It is also well known for turkey harvests.
Small game species, such as squirrels, grouse, woodcocks, wood ducks, and
snowshoe hare, are present. Other wildlife, such as bobcats, coyote, songbirds,
and small rodents are also seen in the forest and meadow landscapes.
Common Wildlife in McKean County
Mammals
White-tailed Deer
Black Bear
Gray Foxes
Opossum
Raccoon
Muskrat
Mink
Snowshoe hare
Squirrel (black, gray, and
fox)
Bobcats
Coyote
Non-Game Birds
Amphibians
Hellbender
Fowler’s Toad
Cricket Frogs
Tree Frogs
English Sparrow
Red-Eyed Vireo
Cedar Waxwing
Tufted Titmouse
Killdeer
Barn Swallow
Blue Jay
Bald Eagle
Osprey
Brown Trout
Brook Trout
Grass Pickerel
Bigeye Chub
Pirate Perch
White Bass
Fish
Game Birds
Ruffed Grouse
Wood Dove
Bobwhite Quail
Mallard Ducks
Black Ducks
Ring-necked Pheasant
Turkey
Reptiles
Five-lined Skinks
Black Skinks
Lizard Varieties
C. Cultural and Recreational Resources
Historical Sites
The Kinzua Viaduct
The byway provides access to the Kinzua Bridge State Park, which is the site of
the Kinzua Viaduct. When constructed in 1882, it was the highest railroad bridge
in the world. The original structure was built of iron and was 301 feet high, 2,053
feet long, and weighed 3,105,000 pounds. By 1900, the entire bridge was rebuilt
with steel to accommodate heavier trains. When it was finished, the new viaduct
had the same measurements, but weighed 6,715,000 pounds.
A-6
Appendix
In 1959, freight traffic was discontinued along the bridge. A few years later,
Governor William Scranton signed a law that created the Kinzua Bridge State
Park, which officially opened in 1970. In 1977, the Kinzua Bridge was placed on
the National Register of Historic Places and was placed on the National Register
of Historic Civil Engineering Landmarks in 1982. These national programs
identify, protect and enhance buildings, structures, districts and neighborhoods
of historic and architectural significance in public and private ownership. The
Kinzua Viaduct remained on the National Register of Historic Places for several
years, but was removed in 2004 after portions of it collapsed during a tornado in
July 2003. The viaduct remains on the National Register of Historic Civil
Engineering Landmarks.
Prior to the tornado damage, the bridge was open to local excursion trains that
traveled from Kane Borough through the Allegheny National Forest and across
the Kinzua Viaduct before returning to Kane. All excursion trains were barred in
June 2002 after Pennsylvania’s Department of Conservation and Natural
Resources (DCNR) determined that the bridge needed a full-scale inspection. The
inspection found that sections of the bridge were completely rusted through and
determined that strong winds could potentially shift the structure’s center of
gravity and cause it to collapse. As a result, in August 2002, the bridge was
closed to all traffic, including bicyclers and pedestrians. In March 2002, The Knox
& Kane excursion train ceased its trips even to the southern edge of the gorge in
the State Park.
Beginning in February 2003, W.M. Brode Co., a national leader in railroad bridge
construction and repairs, started to restore the Kinzua Viaduct. Restoration and
repair efforts continued for several months, but came to an unexpected halt on
Monday, July 21, 2003, when an F1 tornado struck the side of the viaduct and
tore down eleven towers from the center of the bridge. Restoration efforts
continue in an effort to stabilize the remaining nine towers. DNCR has plans to
construct an overlook “skywalk” onto the six towers remaining on the southern
side.
Even though the Kinzua Viaduct was severely damaged, it is still recognized as
an important historical landmark at the state and national level. In addition to its
listing on the National Register of Historic Civil Engineering Landmarks, the
viaduct is currently listed on the Historic American Buildings Survey and the
Historic American Engineering Record maintained by the Library of Congress. It
was also dedicated in 1982 as an official site for Pennsylvania’s historical marker
program, which is one of the state’s oldest and most popular preservation
programs. The program provides blue and gold signs to highlight significant
places, people, and events in the state and nation’s history.
A-7
Appendix
Recreational Facilities
State Lands
The byway provides access to the Kinzua Bridge State Park and State Game
Lands 62. These public lands are directly adjacent to one another and offer
byway travelers opportunities for recreational activities such as, hunting, hiking,
wildlife viewing, sightseeing, and picnicking. About 100 acres of the 329-acre
state park is open to hunting, trapping, and training of dogs during established
seasons. This section of the park begins at the park entrance along the byway and
extends to the edge of the Kinzua Gorge. This section of the park shares its
eastern border with the state game lands, which provides visitors with several
hundred additional acres for hunting.
In addition to providing a designated hunting area, the state park provides a
large picnic area equipped with a pavilion, multiple picnic tables, modern
restrooms, an information kiosk, a telephone, two water fountains, paved and
unpaved parking areas, and an observation deck with two spotting scopes for
wildlife viewing and sightseeing.
The state park is currently in the process of planning several facility
improvements. Future improvements to the state park include the development
of a new entrance in conjunction with a project to build a new interpretive center,
which will include classrooms, interactive multi-media displays, new overlooks,
small dining area, restrooms, a gift shop, administrative office and a visitors
center. This new building will also become the central location for DCNR staff
for Elk, Bendigo and Kinzua Bridge State Parks. These improvements resulted
from DCNR designating the Kinzua Bridge State Park as an investment area
within the Pennsylvania Wilds.
Biking and Hiking Trails
PA Bike Route Y is a 409-mile route that generally follows US Route 6 across
Pennsylvania. This on-road bicycle route intersects the byway at its southern
terminus.
The Kinzua Valley Trail is a 2-mile non-motorized limestone trail along Kinzua
Creek. Access to the trail is via the trailhead in the village of Westline nine miles
west of Mt. Jewett. Currently, the trail extends west from the trailhead to Libby
Run. Future plans for expansion involve extending the trail east to the Kinzua
Bridge State Park and building two new trailheads along the way, one at US
Route 219 and one in the village of Kushequa.
The Tuna Valley Trail Association’s Trail and Greenway Study, which focuses on
the Greater Bradford Area to the north, suggests that the South Trail be extended
to the Kinzua Bridge State Park. A rail bed right-of-way has been deeded to the
trail association for this purpose and connects to Lewis Run Borough. Efforts are
A-8
Appendix
being made to secure additional right-of-way to link to the State Park. The
Kinzua Bridge State Park is expanding its trail system with the long term goal of
becoming a centralized hub for the two trail systems to converge.
Local Attractions
The byway provides access to several local attractions. One attraction is a maple
syrup farm where byway travelers can stop to purchase syrup or learn how
syrup is made.
Fall foliage is a major attraction along the byway and throughout the region.
Numerous driving clubs, motorcycle groups and group tours annually visit the
state park to view the fall colors. The byway’s connection to scenic Route 6
makes it a potential destination along the 400-mile corridor for leisure travelers.
The Kinzua Bridge State Park Fall Festival is an annual September festival held in
the state park. Festivities at this event include arts, crafts, food vendors, and live
musical entertainment. The event draws several thousand local and non-local
visitors every fall.
D. Land Use and Infrastructure
Land Use
Eighty-one parcels, occupying 7,469.9 acres, adjoin the byway. The Resource
Inventory Diagram and Map 4, 2006 Land Use, at the end of this section illustrate
the location and extent of land uses along the byway.
Parcels by land use include:
•
13 forested parcels, totaling 6,460.9 acres (86%)
•
2 state-owned parcels (state park and state game land), totaling 564.7
acres (8%)
•
8 agricultural parcels, totaling 265.0 acres (4%)
•
46 residential parcels, totaling 72.5 acres (less than 1%)
•
6 seasonal camps, totaling 67.9 acres (less than 1%)
•
2 industrial parcels, totaling 31.4 acres (less than 1%)
•
2 commercial parcels, totaling 6.3 acres (less than 1%)
•
2 institutional parcels, totaling 2.2 acres (less than 1%)
Only the Heartwood Forestland Fund II has more than one parcel with a total of
4,654.3 acres (62%). Other corporate owners of forest land are:
•
730 Texas Timberlands II Ltd., holding title to 898.5 acres (12%)
•
Collins Pine Company, holding title to 343. 6 acres (5%)
•
Seneca Resources Corporation, holding title to 91.0 acres (1%)
A-9
Appendix
Forest is the predominant land use/cover along the Kinzua Bridge Byway/SR
3011. More than two-thirds of the adjacent land cover from the state park to the
northern terminus is contiguous forests. While forests are very common in
McKean County, few major roadways in the county have stretches of forest land
as long as SR 3011, with the exception of PA 321 and PA 59, which travel through
the Allegheny National Forest. Most state roads in the county have residential
and agricultural uses directly adjacent.
The primary use of the forest land is commercial timber harvesting. The
Heartwood Forestland Fund owns two parcels totaling 4,654.3 acres, which is
more than two thirds of the adjacent forest parcel area along SR 3011. Heartwood
states that it practices selective timber harvesting, not wholesale clear-cutting. Its
focus
is
on
maintaining
naturally-regenerating
forest
stands
(www.forestlandgroup.com). Timber harvesting conducted in this manner
would not cause drastic changes in the land cover or negatively affect the views
from the byway. Residential, commercial, and agricultural development tends to
occur directly adjacent to roadways in McKean County. These types of
developments would pose a conflict with the predominantly forested land
use/land cover because they would remove or substantially reduce the amount
of forest adjacent to the road and obscure the view to the remaining background
forest.
Use Regulations on State Lands
Provisions for the use of state lands is established by the Pennsylvania Code, as
described below.
The Kinzua Bridge State Park
Title 17 of the Pennsylvania Code regulates activities permitted and prohibited in
the state parks. The state park system permits a wide variety of land and water
based recreational activities. Within the Kinzua Bridge State Park, uses are
limited to scenic viewing, picnicking, hiking, biking, snowshoeing, cross-country
skiing, hunting, trapping and the training of dogs during established seasons.
Hunting in the state park is regulated by both the Pennsylvania Department of
Conservation and Natural Resources and the Pennsylvania Game Commission.
Hunting licenses are required per the rules and regulations.
State Game Lands 62
Chapter 7 of Title 34, the Wildlife and Game Code, establishes that “The
acquisition, use and management of such lands or waters owned, leased or
otherwise controlled by the commission, including timber cutting and crop
cultivation, shall not be subject to regulation by counties or municipalities.” Such
lands may be used only to create and maintain public hunting and furtaking,
game or wildlife propagation areas, farms or facilities for the propagation of
game or wildlife, special preserves as provided for in this title or other uses
A-10
Appendix
incidental to hunting, furtaking and game or wildlife resource management,”
with the exception of sale, permits, licenses and leases in the interest of the
Commonwealth.
Utilities
Public water and sewer systems serve only the southern terminus of the byway
corridor within Mt. Jewett Borough. Hamlin Township plans to construct a small
sewer system to serve Kushequa Village at some point in the future; it is unclear
whether this system would be connected to the Mt. Jewett Borough system.
E. Regional Trends
Population Growth
Population data collected from the U.S. Census Bureau for McKean County, Mt
Jewett Borough, and Hamlin and Keating Townships indicate growth patterns
and trends for the byway region. McKean County’s population has been in a
declining trend over the past 30 years, especially in its urban areas. McKean
County’s population peaked in 1970 at 51,915 and decreased to 45,936 in 2000,
showing an 11 percent decline. Population patterns indicate that cities and
boroughs within the county gradually lost population over this same time
period, while townships had a slight increase in population since 1970. Mt.
Jewett was the only borough in the county that experienced an increase in
population-- a 0.9 percent gain entirely between 1990 and 2000. This data shows
that while population growth in the Mt. Jewett has been minimal, it has still
exceeded population growth of any other borough or city in the county.
The Hamlin Township and Keating Township portion of the byway region has
experienced very little population growth over the past several years. In fact,
statistics indicate that Hamlin Township had a population decrease of 12.1
percent between 1970 and 2000. Keating Township on the other hand, had a
population increase of 0.2 percent between 1970 and 2000.
Overall, data trends show that there has been no significant population growth
in the byway region between 1970 and 2000. Therefore, there is no sizeable threat
of population growth or new residential development that would significantly
impact the byway or its surroundings.
A-11
Appendix
F. Byway Visitor Information
Visitor Research
There is very limited information on byway visitors. The Allegheny National
Forest’s (ANF) Tourism Development and Marketing Plan for McKean County
provides visitor data on two key tourism markets for McKean County and the
ANF. Visitor data reported in this the reference was collected through a
comprehensive telephone survey of individuals who had requested information
from the Allegheny National Forest Vacation Bureau. The survey originally
targeted the Cleveland market and the Pittsburgh market; however, the response
rate for those in Cleveland was so low that the Buffalo market was chosen to
supplement and complete the study. Responses from the two cities were
combined and labeled as Cleveland/Buffalo. A total of 300 surveys were
completed. Eleven interviews were conducted for Cleveland, 139 for Buffalo, and
150 for Pittsburgh. The survey was conducted in February 2007 and the results
were reported in the Tourism Development and Marketing Plan.
Information on state park visitors was provided by the manager of the Kinzua
Bridge State Park. Since the byway provides the only vehicular access to the
park, it is expected that park visitors are also byway visitors.
Findings from the ANF Survey
General Awareness
Survey participants were asked, “What cities or communities come to mind
when you think of the northwest Pennsylvania and southwest New York area?”
This measures the communities or attractions in the region of which respondents
are aware. The first part of this question is open-ended, or unaided. After their
independent responses are exhausted, participants are read a list of places in the
region and asked if they have an awareness of each. This is considered an aided
response.
When Buffalo/Cleveland respondents were asked this question, only one
percent of the respondents were aware of Kinzua (Reservoir or Viaduct) without
aid and 91% were aware of Kinzua with aid. When Pittsburgh respondents were
asked this question, none of the respondents were aware of Kinzua without aid
and 71% were aware of Kinzua with aid.
Trip Characteristics
Several questions were asked in order to get a clear understanding of the
McKean County experience. This section summarizes and analyzes areas such as
repeat visitation, propensity to visit, trip purpose, travel party size, length of
stay, money spent, and visitor activities.
A-12
Appendix
Repeat Visitation
Very few travelers in the two markets visit the ANF only once. There is a high
repeat visitation rate with the majority of survey participants from both markets
visiting more than five times in the past three years.
Market
Pittsburgh
Buffalo/Cleveland
1 time
0%
2%
2 to 3
times
35%
16%
4 to 5
times
10%
18%
5 or more
times
55%
60%
Not sure/
Can’t recall
0%
4%
Propensity to Visit
Fifty-two percent of Buffalo/Cleveland respondents and 38 percent of Pittsburgh
respondents said they are very likely or somewhat likely to visit the Allegheny
National Forest and McKean County in the near future. Once again, the
Pittsburgh visitors are less enamored with the destination than are the folks from
the Buffalo/Cleveland sample.
Market
Pittsburgh
Buffalo/Cleveland
Very
likely
16%
29%
Somewhat
likely
22%
23%
Not sure
19%
16%
Somewhat
unlikely
9%
11%
Not at all
likely
35%
21%
Trip Purpose
The vast majority of travel to the ANF is for non-business purposes. A
combination of leisure travel and visiting friends and relatives accounts for over
95 percent of visitors from both markets.
Market
Leisure
Pittsburgh
Buffalo/Cleveland
90%
87%
Visiting friends
or relatives
5%
11%
Business
5%
2%
Travel Party Size
Forty-four percent of Buffalo/Cleveland respondents and 50 percent of
Pittsburgh respondents who visited the Allegheny National Forest and McKean
County traveled alone or with another person. More than a quarter from each
market traveled in groups of six or more people. Larger groups such as this are
easily accommodated in cabins or group camp sites.
Market
Pittsburgh
Buffalo/Cleveland
1
person
30%
22%
2
people
20%
22%
3
people
10%
9%
4
people
10%
18%
5
people
0%
2%
6+
people
30%
27%
A-13
Appendix
Length of Stay
Sixty-nine percent of Buffalo/Cleveland respondents and 35 percent of
Pittsburgh respondents who visited the Allegheny National Forest and McKean
County reported their visit was less than a day.
Market
Pittsburgh
Buffalo/Cleveland
<1
day
35%
69%
1
night
5%
7%
2
nights
20%
6%
3
nights
20%
7%
4
nights
10%
4%
5
nights
0%
2%
6+
nights
10%
5%
Money Spent
The vast majority of respondents spent less than $250 on accommodations and
also less than $250 on other expenses while visiting the Allegheny National
Forest and McKean County. Some visitors from both markets – albeit a small
percentage of respondents – spent more than $1,000 during their stay.
Visitor Activities
Many respondents participated in
several activities during their visit to
McKean County and the ANF. Scenic
driving tours and hiking are the most
popular activities. Other than hiking,
only a small portion of visitors use
trails for other activities, such as
riding ATVs and horseback riding.
Activity
Scenic driving tour
Hiking
Fishing
Boating
Hunting
Camping
Riding ATV
Swimming
Horseback Riding
Snowmobiling
Picnicking
Walking
Visiting Family
Other
Participation
24%
23%
14%
7%
6%
4%
3%
3%
3%
2%
2%
2%
2%
3%
Visitor Demographics
Demographics provide a quick snapshot of basic characteristics of those who
inquire about McKean County and about those who ultimately visit the
destination. This information is useful when formulating marketing and product
development strategies. The following paragraphs detail the age, income, and
gender of those who inquire and visit McKean County.
Gender
In terms of gender, the majority of travel planners were female – 67 percent from
the Buffalo/Cleveland group and 58 percent from Pittsburgh.
A-14
Appendix
Age
Forty-six percent of the Buffalo/Cleveland respondents and 52 percent of the
Pittsburgh respondents were between the ages of 45 and 64, which make up the
largest percentage of the sample. Seventeen percent of the Buffalo/Cleveland
respondents and 24 percent of the Pittsburgh respondents were under 45 years of
age.
Market
Pittsburgh
Buffalo/Cleveland
18-24
25-34
35-44
45-54
55-64
65-74
2%
5%
10%
4%
12%
8%
28%
21%
24%
25%
15%
24%
75 or
over
9%
12%
Refused
1%
1%
Pittsburgh
Buffalo/Cleveland
13%
14%
11%
15%
11%
16%
19%
17%
9%
11%
16%
5%
Refused
$100,000
or more
$75,000$99,999
$50,000$74,999
$35,000$49,999
$25,000$34,999
Market
$24,999 or
less
Income
Twenty-nine percent of the respondents from the Buffalo/Cleveland sample and
24 percent of respondents in Pittsburgh have household incomes of under
$35,000 per year. Having possibly more than 70 percent of visitors and prospects
from these markets with income over $35,000 is a good sign for McKean County
tourism.
22%
22%
Marketing Activities
McKean County visitors and prospects get their travel information from a variety
of sources, according to the visitor research conducted for this study. Data
collected from the visitor research survey indicate 22 percent of McKean County
visitors get their information from travel and tourism brochures, 17 percent from
AAA, and 15 percent each from newspapers and people they know. “Other”
responses include travel agents and travel books
Findings from the Park Manager’s Questionnaire
Origin and Destination of Visitors
According to the state park manager, the park receives several thousand local
and out-of-state visitors throughout the year. Most out-of-state visitors come
from Ohio, New York, and Maryland. The state park manager also noted that the
park attracts visitors from all around the world. In the past, the park has had
visitors from England, Germany, France, Italy, Japan, Norway, Sweden,
Australia, Russia, and several Slavic nations.
A-15
Appendix
Visitor Peak Season
The peak season for park visitors is from late September to mid-October. Most
people come during this time to see the fall foliage. According to the park
manager, the park receives an average of 1,700 to 3,000 people a week during
peak season, depending on weather and leaf color.
Before the viaduct collapsed, yearly visitation was 160,000 per year; after its
collapse, visitation dropped to around 30,000, which resulted in about $3.5
million in revenue loss. This general pattern of declining visitation is similar to
that of the Pennsylvania Grand Canyon visitor figures.
Average Length of Time Visitors Stay in the Byway Area
Byway visitors generally tend to stay in the area for brief periods of time – in
fact, only slightly longer than the time is takes to travel from one end of the
byway to the other. The state park manager estimates that the average period of
time visitors stay at the park is between 20-45 minutes. There are also very
limited local overnight facilities that accommodate travelers. Based on this
information, it is clear that the byway is not really considered a destination but
rather a scenic route to other destinations.
Although byway visitors generally tend to stay for short periods of time, there
are a few private seasonal camps along the byway that attract byway visitors in
the summer and during hunting season. These visitors tend to stay for weeks or
months at a time.
Visitor Activities
Byway visitors generally use the roadway to access the state park and state game
lands where they can sightsee, hunt, bike, hike, and picnic. While these are the
main recreational activities taking place along the byway, there are a few
undesirable activities taking place within the state park. According to the state
park manager, the park has had some issues with vandalism, alcohol use, and
unauthorized ATV usage. In addition, recreational activities within the park are
causing soil compaction in certain areas.
G. Assessment
Strengths
Forest Cover and Ownership
The forested portion of the corridor includes only 13 parcels but 62 percent of the
byway’s adjacent land area. Few major roadways in the county have stretches of
adjacent forest land as long as SR 3011. The majority of forest land use is held by
four corporate owners. Substantial efforts to sustain forest cover and
A-16
Appendix
demonstrate sustainable timber harvest could be accomplished through
cooperation with these four landowners.
State Ownership
The Commonwealth of Pennsylvania owns two tracts totaling 8% of the
adjoining corridor lands. State regulations stringently restrict uses and activities
on state lands, though timbering of state lands is permitted without provisions
for sustainable harvest techniques.
Few Intensive Uses
Intensive uses, such as residential, commercial and industrial total less than 5%
of the adjoining corridor lands, representing a very rural landscape.
Weaknesses
Property Maintenance
Of the properties visible from the byway, three pose threats to the byway’s scenic
character. The first of these properties is a local residence on the west side of the
road at mile marker 1.6. This property owner has a number of unused vehicles in
the yard. The second property is a commercial salvage yard on the east side the
road at mile marker 9.2. A third property is another local residence located on
the west side of SR 3011 north of PA Route 59; even though this property is not
located directly on the byway, its proximity to the byway makes it an eyesore to
byway visitors.
Forest Management
Due to the expanse of forest land held by private owners, forest management is
particularly important to maintaining the character of the byway. Unsustainable
harvests or inappropriate harvest techniques could have substantial impacts on
the character of the byway. Historic timber harvesting practices denuded the
region in the late 19th century. Today, a wider variety of practices are available to
manage forest lands for timber, other forest products, and environmental
objectives. Forest stewardship or management plans should be used to guide the
land management practices of owners sustainably toward their timber, wildlife
and recreational goals.
Gas Wells
Numerous above ground natural gas wells are located along the byway,
particularly on commercial forest lands. Some are located within 100 feet of the
roadway. While the well tanks represent another aspect of the resource-based
economy and are painted to blend in with the forest surroundings, they are
clearly a man-made, visual intrusion to the byway and its forest cover. (See also
Opportunities)
A-17
Appendix
Zoning and Sign Ordinances
Mt. Jewett Borough is the only municipality along the byway with adopted
zoning provisions. These regulations were originally established in 1973 and
were last updated in 1979.
Development in Hamlin and Keating Townships is regulated by the McKean
County Subdivision and Land Development administered by the McKean
County Planning Commission.
There are currently no sign controls in any of the three municipalities along the
byway.
Accessibility
The Kinzua Bridge State Park develops its facilities and programs in compliance
with the Americans with Disabilities Act (ADA). As one example, the
observation deck in the park is accessible. The park’s webpage provides contact
information to arrange necessary accommodations.
Opportunities
Creation of Bike/Pedestrian trails
The State Park is located within a very bikable 3-mile distance of Mt. Jewett. A
bicycle/pedestrian trail between the borough and the state park would create a
recreational amenity for local residents as well as an alternative travel corridor
for tourists.
Interpretation of Forest Management Practices
Due to the extensive land holdings and active timbering of forest resources
corporations, forest management practices are easily visible for interpretation to
viewers unfamiliar with the industry. Such interpretation might include the
effects of historic management practices, such as the reforestation of clear-cut
lands by the Civilian Conservation Corps in the 1930s and early 1940s, , which
appear to have taken place along the southern portion of the byway corridor, and
more recent harvesting practices.
Interpretation of Other Extractive Industries
While the gas wells may seem unsightly to those interested in the timber,
wildlife, and recreational aspects of the forest, these also represent another
resource-based industry. Interpretive signage could explain the extent and
economic value of these subsurface resources to local residents and visitors alike.
Threats
Development
While population projections indicate little pressure on this region of McKean
County, development in small quantities can negatively impact the quality of the
A-18
Appendix
corridor. The salvage yard and unkempt properties along the corridor are
evidence of the impact just a few properties can have on the corridor.
Invasive non-native species
Landscaping around residential and commercial properties increasingly uses
non-native plant species. When carefully selected, these non-native species
introduce visual contrast into the otherwise common palette of trees, shrubs, and
herbaceous plants. However, when invasive non-native species are used, they
rapidly populate and out-compete the native populations, potentially and
dramatically changing the local ecology.
A-19
Appendix
II. Sign Inventory
The Sign inventory aims to identify all "off-premise" signs located along the
designated route of the byway. Such signs are to be discouraged, or preferably
prohibited, along byways. Official highway signs and "on-premise" signs need
not be included in the inventory.
A December 13, 2006 field view of the byway corridor and online review of
PennDOT’s Videolog, recorded September 2007, were sources of data for the
inventory. The field view found approximately a dozen on-premise signs and
numerous highway signs, both of which need not be regulated. Only two
off-premise signs were noted in the field.
1. The “Gateway Kinzua Bridge, Mt. Jewett, Pa., Elevation 2242 feet, 3½ miles”
sign at the intersection of Route 6 and SR 3011.
2. The Skoog House Wood Furnishings sign located approximately at mile
marker 2.8.
A-23
Appendix
III. Byway Visioning Public Meeting December, 2004
A public meeting was held on December 16, 2004 at the McKean County E-911
Center in Smethport to seek public input to a vision for the Kinzua Bridge Byway
and the development of the corridor management plan. The following table
reflects the public’s ranked input to the four topics discussed at the meeting.
Kinzua Bridge Byway Visioning Meeting Results
1. VISION COMPONENTS
Sustainable Forest
December 16, 2004
RANK
1
2. CHANGE ELEMENTS
Add Overnight Accommodations
RANK
Wildlife Viewing
2
Develop Interpretive Center KBSP
1
Large Amount of Development
2
Develop Visitor Services in Mt. Jewett
1
KBSP (Kinzua Bridge State Park)
2
Improve Berm for Hiking
2
Connection to Route 6
2
Clean up Clear Cuts-Eye Sores
2
Aesthetic Quality
3
Improve road from the state park to Rt. 59
2
Forest Diversity Types
3
Stabilize Viaduct
2
Road Quality
3
Revitalize Mt. Jewett
4
Scenic Project/Plan
Fence Salvage Area
4
Serpentine Route
Improve Intersection at Route 59
4
Area History
Add Foot/Bicycle Trails
5
Quietness
Bring Jobs into Area
5
Low Traffic Density
Slow Traffic Speed
Habitat enhancements (food plots)
Appropriate Commercial Development
1
Mural in Mt. Jewett
3. ASPIRATIONS
Increased awareness of scenic value and assets
RANK
1
4. ELEMENTS TO REMAIN THE SAME
Safe & Secure Area
RANK
1
Develop/Improve Scenic Areas
1
No Road Use Restrictions
2
Develop bike/pedestrian route
2
Preserve Pristine Nature
3
Improve Wildlife Viewing
2
Majority of Land in Forest
5
Improve Tourism Services
2
Continued Active Forest Mgmt.
Positive Economic Impacts
2
No Super Highway
Cooperation Among Stakeholders
2
No Bill Boards
Improve food and cover for wildlife
3
Keep Land Open to Hunting/Public
Complete Linear Park Plan
4
Maintain Wildlife Viewing
Visitor Center at KBSP
4
Keep Views
Present Forest Management in a positive light
Improve Forestry Education along byway
Chance to see what's beyond Route 6
Improve Native (Non-Invasive) Plants/Flowers
Develop working relationships with residents for
maintenance and with State/Municipal Government
Fenced demonstration area for native flowers
Become a destination
A-24
Appendix
IV. Draft Plan Public Meeting October 30, 2008
A-25
Appendix
A-26
Appendix
V. Maps
A-27

Kinzua Bridge Byway Corridor Management Plan

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