Table of Contents Overview...1 Part One...9 Blueprint for the Future...9

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1 Table of Contents Overview...1 Preface... 1 The Planning Process... 1 Issues, Challenges and Opportunities... 2 Population Growth... 2 Housing Opportunities... 3 Rural Character... 4 Land Availability... 4 Infrastructure... 5 Road Capacity... 6 Southern Beltway... 6 Plan Components... 8 Part One...9 Blueprint for the Future...9 The Township s Vision... 9 Community Objectives Character Infrastructure Land Use and Development Resources Policy Land Use Build-out Area Distinctions Development Districts Infrastructure Road Network Public Sewer Service Diagram Resources... 36

2 Natural Amenities Public Facilities Part Two...41 Actions For Implementation...41 Part Three...46 Facts And Findings...46 Demographics Population Age Income Housing Families Home Ownership Year Dwelling Unit Built Home Value Education and Employment Industry and Occupation Physical Characteristics Existing Land Use Existing Zoning Community Facilities and Transportation Transportation Natural Features, Floodplains and Wetlands Prime Agricultural Soils Public Sewer Analysis Public Participation... 76

3 List of Tables Table 1: Population Table 2: Median Age Table 3: % Age Composition Table 4: Median Income Table 5: Persons Per Household Table 6: Household Family Characteristics Table 7: Tenure Table 8: % Housing Stock by Age Table 9: Housing Construction Table 10: Median Home Values Table 11: Mortgage and Rent Table 12. Education Attained Table 13: Industry and Occupation Table 14. Existing Land Use List of Maps Future Land Use Diagram Thoroughfare Plan Existing Land Use Map Existing Zoning Map Community Facilities Map Natural Features, Floodplains and Wetlands Map Prime Agricultural Soils Map Public Sewer Analysis Map... 75

4 Overview Preface North Strabane Township has prepared its Comprehensive Plan in response to the community s need to understand the opportunities that exist for future growth and expansion. The Plan presents how the Township s existing physical and demographic characteristics have shaped land use and policy decisions to date and how these elements will influence the community of tomorrow. The Planning Process Land use development, regional transportation planning, infrastructure proposals, municipal fiscal services and community input have influenced discussions and observations throughout the three-year planning process. Understanding the relationship of each of these elements to one another is critical in determining what the Township ultimately desires to become. The Comprehensive Plan defines this using or, in planning terms, the community s envisioned build-out. The foundation of this vision evolves from an assessment of the Township s population, transportation, economic and physical characteristics trends. 1

5 Detailed analyses and studies were prepared and allowed municipal leaders to: 1. Understand current influences and trends; 2. Identify issues, opportunities and challenges; 3. Evaluate trade-offs, relationships and implications; 4. Define community objectives; and 5. Create a strategic framework to leverage opportunities and to address challenges. Issues, Challenges and Opportunities As part of the planning process, the community has identified seven (7) key issues as critical to shaping the future of the community. These issues and the ways they are addressed will largely dictate the Township s future land use patterns, the locations of roadway and sanitary sewer improvements as well as the network of open space areas and civic amenities such as parks. To develop the Comprehensive Plan s primary focus and direction, North Strabane officials and residents evaluated the issues inter-relationships, trade-offs, of these issues as well as the challenges and opportunities associated to the issues. Population Growth The Township s population has grown moderately over the last forty years, with a diverse mix of young, working and older people. However, in the past 10 years, the community s growth has begun to accelerate and has outpaced most of the neighboring municipalities. Moreover, the Township s older population is increasing like many of the communities in Southwestern 2

6 Pennsylvania. Amenities and services (parks, recreation, civicsponsored activities) are available but are not proportionately available or well distributed to serve specific population groups such as seniors or youth. The Township residents and leaders have the opportunity to expand and connect a system of needed amenities geared toward all age groups. Identified neighborhoods and strategically located centers of civic activity can host these services. Housing Opportunities The community desires to increase its single-family detached housing opportunities because a substantial number of multifamily homes have been constructed over the last 15 years. Of 4,100 homes in the Township in year 2000, nearly 25% are multifamily or single-family attached structures such as townhouses. In comparison to other similar suburban-rural communities, North Strabane has committed a significant proportion of its housing stock to multi-family dwellings. With this high proportion, the community has been confronted with increased traffic, the needs of a growing younger population, and intense public service demands. Moreover, the community s zoning regulations permit multi-family home construction throughout most residential districts. This practice has enabled multi-family or higher density residential development to be constructed in locations that do not have support or access to adequate park and open space amenities or public services such as sewer, water and transportation facilities. 3

7 Rural Character Nearly 50% of the Township is agricultural in character. However, the current growth patterns are jeopardizing the community s existing character. Random, scattered and unrelated pockets of higher intensity development are being constructed throughout the rural landscape. Often development in the rural areas is concentrated where environmental constraints are minimal and leap frog over other areas where steeper slopes, floodplains or wetlands exist. Subsequently, infrastructure is also extended to support this scattered or leap frog development. These extensions are typically constructed independent of an overall master plan and require significant outlays for capital improvements. Moreover, the Township s current agriculture zoning permits a wide range of uses to be constructed in the community s rural landscape; some of these uses are incompatible with the desire to preserve the Township s rural character. The community s Comprehensive Plan provides the framework in which though the Township can shape and support its long-term growth by strategically coordinating the intensity of development with the preservation of its rural character. Land Availability Three-quarters of the Township s 17,680 acres, or approximately 13,500 acres, has the potential for future development. As suburban patterns of the Pittsburgh metropolitan area encroach into Washington County, vacant land, open space and agricultural properties are gradually being converted to residential neighborhoods and non-residential developments. Some 4

8 communities, such as Bethel Park in Allegheny County, have experienced the impacts of these suburban development patterns and are now nearly fully developed or built-out. The development of vacant land in a rapidly growing community, similar in size to North Strabane, can occur within 50 years. Given the Township s increasing construction activity and its desire to remain rural in character, the community is at a crossroads to determine how it wants to function and appear in the future. While the timeframes of development are unknown, the Township is facing the challenge of establishing mechanisms for coordinating its potential growth over an extensive amount of available land. Infrastructure The Township s existing population is primarily concentrated around its existing sanitary sewer network. However, because of substantial capital improvement costs, approximately two-thirds of the Township currently lacks public sewer service. Land available for development in the existing infrastructure service areas is becoming limited; development pressures in areas without existing sewage infrastructure are mounting. A clear, manageable way has not been strategized to date so that services can be provided without the Township incurring a huge financial burden. The Township and the North Strabane Municipal Authority face the challenge to align continuing development, the Southern Beltway s potential construction, topographic constraints and expenses of implementing service improvements. 5

9 Road Capacity The majority of the community s population lives within close proximity to major transportation corridors (I-79, I-70 and U.S. 19). Interstate 79 and Route 19 are both within the western portion of the Township and are the only four lane roads that enable travelers to move north to south. No four-lane facilities exist to move travelers conveniently east to west; of the existing two lane roads, most have marginal capacity, inadequate shoulder width and inadequate drainage capabilities. Balancing future traffic demands on an existing network with limited capacity is further complicated as North Strabane s population is expected to continue increasing. Options for roadway expansion, improvements or newly constructed roads will require the Township to assume significant costs as well as to address impacts to the county s landscape and existing development areas. Southern Beltway During the Township s comprehensive planning process, North Strabane leaders and residents reviewed several Pennsylvania Turnpike Commission proposals to construct the region s Southern Beltway through the community. The Southern Beltway, a four- to six-lane toll road, is proposed to be the final link in Pittsburgh s interstate beltway system. In the comprehensive planning process, the Township continually evaluated three key points: 1. Uncertainty remains in the road s ultimate alignment; 6

10 2. Any road construction will significantly change the landscape s character; 3. The road provides economic development potential and travel convenience for the community but generates costs such as traffic congestion and land use incompatibilities. Although the overall community would prefer not to have any Southern Beltway alignment bisect North Strabane, the Township recognizes the reality that one of the proposed alignments will eventually be selected. When the preferred alignment has been announced, the Township may need to refine some aspects of the Comprehensive Plan s detail to fully optimize future land use and infrastructure opportunities with the road s alignment. The Plan s general concepts and policies, however, remain compatible with any alignment. 7

11 Plan Components The Comprehensive Plan is comprised of four parts: Part One provides the Township s future vision that focuses on the planning process s key facts and findings, Township objectives, future land use recommendations as well as transportation and resource opportunities. Part Two defines a series of detailed Actions for Implementation to guide future planning decisions based on Part One s land use, infrastructure and resource recommendations. To realize the vision presented in Part One, the Actions are categorized by their relationship to one another and the recommended timeframe for completion. Part Three contains detailed summaries of the factors that have shaped Parts One and Two as well as provides a summary of the community participation process. Background facts and the conclusions of technical analyses regarding demographic trends, land use composition, transportation systems, zoning and community facilities are briefly described. Part Four contains a series of Appendices. The Appendices provide the Plan consultants detailed transportation analyses and Pennsylvania Turnpike Commission proposals and data presented to date. 8

12 The Township s Vision Part One Blueprint for the Future North Strabane is at a critical point in its history -- the point at which our community s decisions are impacting the effectiveness of its growth as well as the character and quality of life that our residents and business owners desire. Previous development decisions are influencing the character and nature of the Township of today. North Strabane is similar to many municipalities throughout the Commonwealth where suburban development patterns are encroaching upon the once rural landscapes. With these patterns, more and more communities are being forced to contend with increased traffic congestion, loss of agricultural land, overburdened schools and strained public services. In turn, now is the time for us to choose how we will sustain growth while we balance our physical, fiscal, environmental and cultural resources. In undertaking the comprehensive planning process, our community is defining a blueprint for coordinated development and conservation. The Comprehensive Plan is the Township-wide strategy that provides a conceptual framework for establishing North Strabane s policies and relationships between its future land uses, development patterns, transportation facilities and 9

13 resources. While the Township has worked to create a Plan that reflects the community s heritage, the Comprehensive Plan s vision is realizing the opportunities of sustaining our rural character in concert with providing a network of facilities that can continue to serve the residents and region s everyday needs and desires. Community Objectives Based upon these characteristics, the following objectives define the Township s future actions needed to protect and enhance the community s overall quality of life. Character 1. Improve the community s attractiveness and quality of life by creating a distinct Township identity. 2. Protect and utilize the community s natural, cultural and historic resources for the benefit of current and future generations while accommodating planned growth. Infrastructure 3. Accommodate existing and future development needs by strategically expanding and financing sewer improvements through public-private cooperative partnerships. 4. Optimize the physical and economic benefits of the proposed Southern Beltway and other potential transportation improvements. Land Use and Development 5. Provide a range of housing choices in targeted areas while encouraging single-family homeownership. 10

14 6. Continue to provide diverse employment opportunities by responding to market demands. Resources 7. Maintain high quality public services, civic programs and educational opportunities by optimizing available resources. 8. Exercise fiscal responsibility by continuing to maintain a balance between land use, development, tax revenues, school district services and costs. 9. Encourage the use of renewable energy sources in future development projects and in the expansion and/or redevelopment of municipal facilities. 10. Preserve rural land to sustain the Township s visual and economic assets. Policy 11. Provide a framework for strategic decision-making regarding the evaluation and implementation of proposed development and construction within targeted growth areas. 12. Establish zoning and land development regulations that balance development densities with infrastructure capacities. To realize the community s vision and objectives, the Comprehensive Plan s blueprint is comprised of three equally important components: land use, infrastructure and resources. Land Use Two characteristics are shaping North Strabane s future landscape: current trends of development and the Township s desire to maintain its rural integrity. The community s issues, opportunities and challenges were continually evaluated in 11

15 relationship to these characteristics and their impact on future land use. The Future Land Use Diagram proposes a diversity of residential and non-residential opportunities to complement and strengthen the Township s current patterns and infrastructure service. The Diagram serves as a conceptual framework defining the general nature of land activities envisioned throughout the community. It is not an illustration or map pertaining to specific zoning district locations, densities, or allowable uses. The Diagram should, however, serve as a reference when any future zoning ordinance and density analyses are initiated. Build-out The Comprehensive Plan s recommendations were determined through a series of four (4) build-out analyses. Build-out is the long-term development view of the community s vacant land. In generating the build-out scenarios and determining the most appropriate locations for future development, municipal officials and the public studied a range of potential land use arrangements. Most importantly, the series of build-out scenarios has enabled North Strabane to recognize how short-term decisions can be reviewed and impact a broader, or long-term, development context. Practically, build-out will not occur in the Comprehensive Plan s year lifetime; the community s incremental land use and development decisions made in the short-term, however, will greatly impact the Township s long-term character. 12

16 As the Plan has developed, land patterns were evaluated in relationship to the Township s physical character, fiscal resources, traffic demands and infrastructure needs (i.e. utilities, sewer, roadways, etc.) as well as to regional opportunities. Based on the preferred build-out scenario, the community s Comprehensive Plan is designed to yield a future residential population of 30,000-40,000 people. In addition, because only 5.5% of the Township s land has been developed for non-residential uses, the Comprehensive Plan proposes increasing the amount and diversity of its non-residential uses to broaden the community s economic base and to optimize traffic demands. The Plan for build-out also accommodates land uses that would provide for approximately 10,000,000 square feet of non-residential development. Area Distinctions The preferred build-out scenario produced two general planning regions: the Urban Service Area and the Rural Service Area. As illustrated on the following diagram, the Urban Service Area generally comprises the Township s western landscape and is defined by the extent of existing and currently planned sanitary sewer infrastructure; the Rural Service Area encompasses the Township s eastern landscape. 13

17 URBAN SERVICE AREA RURAL SERVICE AREA The Urban Service Area contains a majority of the community s existing population and employment opportunities. The Route 19 and Interstate 79 corridors have attached a concentration of community and regional non-residential activity as well as of higher-intensity residential development. The second major factor shaping the Urban Service Area is that sewage infrastructure is available or easily expandable for future growth. Given the intricate network of existing public facilities within the Urban Service Area, the western half of the Township will continue to host the community s more intense development. In contrast, the Rural Service Area is primarily agricultural in character and is distinguished by low-intensity residential development patterns, limited non-residential activity as well as minimal sewer and water service or availability. Throughout the planning process, the major influence shaping recommendations for the Rural Service Area was the community s desire to retain its rural character. For the future, low intensity residential and nonresidential development is encouraged in the Rural Service Area. 14

18 Development Districts A series of development districts comprise each Service Area. To enable the Township to respond to the population s changing needs and market dynamics, the districts descriptions address general development character, activities and intensities. The districts locations, boundaries, future character and proposed development activities respond to three factors: 1. Optimizing the compatibility of non-residential activity on residential development. 2. Balancing future traffic demands with future transportation improvements. 3. Strengthening the integrity of the Township s rural character. The Urban Service Area is comprised of seven (7) districts: McClelland Midland Heights Western Ridges Strabane Village Meadows District Lindenwood Lindley Heights The Rural Service Area includes four (4) districts: Waterdam Valley The Fields Reedville Village Eastern Corridor Urban Service Area Existing non-residential and residential development intensities and patterns within the Urban Service Area provide both opportunity and challenge for future land use development. Each planning district s land use recommendations seek to complement and balance these relationships. 15

19 McClelland Located at the northernmost portion of the Township, the McClelland District is bordered by I-79 to the west, Route 19 to the southeast as well as Peters Township to the north. To complement the District s existing uses and the surrounding arterial roads increasing traffic demands, low and moderate-intensity residential development is encouraged for future development. Vacant parcels in proximity to existing non-residential activity should be developed for other low traffic generating uses such as light-industrial. Western Ridges One of the Township s strengths is the affordability of its housing market. A majority of the community s moderate- and higherintensity developments are located within the Western Ridges district. Encompassed by Routes 19 and Interstate 79, the district is generally composed of a mixture of older and newer, single- and multi-family residences. Based upon the existing pattern of development, existing road network capacity and parcel accessibility, moderate-intensity residential neighborhoods should be established where opportunities for additional or in-fill development permit. Residents of the Western Ridges noted during the comprehensive planning process that Township park facilities are needed in this district. Because a high concentration of the Township s population resides within the Western Ridges and McClelland Districts, available land and parcel accessibility should also be evaluated and designated for neighborhood or community parks and open space where and when opportunities arise. Moreover, given the increasing traffic volumes of Route 19, additional commercial development should be discouraged within this district; the number and frequency of driveways for development accessing Route 19 should be better controlled through access management. The Township can 16

20 incorporate into future ordinances access management provisions that will decrease congestion and will enhance the Corridor s safety. Lindley Heights and Midland Heights Convenient accessibility to Interstate 79 and Route 19 also benefit the Lindley Heights and Midland Heights Districts. As the Township s infrastructure system and capacity expand, low to moderate-intensity development is being constructed in the districts. The location and arrangement of homes and roads within Lindley Heights and Midland Heights have often been constructed using a series of cul-de-sacs to accommodate the rolling topography and land determined to be most conducive for development. The scale and character of future development within both Lindley Heights and Midland Heights should complement the Districts existing lower-intensity residential activity. Yet, to optimize infrastructure network alignments and costs, the Township should consider developing guidelines or incentives for more compact neighborhood patterns, such as cluster development, that preserve sensitive natural resources and open space. Cluster development does not increase the overall density but permits smaller lot sizes and frontage requirements which reduce the amount of road and infrastructure improvements needed to support the development. Within these districts, some smaller-scale commercial development currently exists adjacent to Route 19. To minimize potential traffic congestion and land use conflicts, expansion of non-residential development should be discouraged. Furthermore like the Western Ridges, the number and frequency of driveways for residential developments accessing Route 19 should be controlled through access management. 17

21 Lindenwood The District s topography is suitable for hosting a combination of various uses including light industry, commercial, low- and moderate-intensity residential development. Consequently, Lindenwood District is expected to become North Strabane s heart or center. The District will host the Township s primary center of mixed-use development providing employment, shopping and residential opportunities. This mixed-use activity will require the careful integration of residential and non-residential uses into individual or contiguous plans, properties or structures. An example of mixed-use development is a planned residential development that incorporates moderate-intensity residential lots adjacent to neighborhood office or retail uses. Although the District s actual extents are dependent upon the Pennsylvania Turnpike Commission s preferred Southern Beltway alignment, development should be encouraged to have direct accessibility to Route 19, a potential Southern Beltway interchange and a potential Wilson Road interchange. Because of the importance of the Lindenwood District it is recommended that the Township develop an area plan or specific plan as authorized by the Municipalities Planning Code. In preparing a detailed Area Plan, the Township and land developers should explore ways in which the specific scales and configurations of various uses can capitalize on the surrounding road network s alignment and capacity. Strabane Village The pattern of development within the community s existing villages is an important identity for the Township to protect. Immediately west of Interstate 79 and adjacent to Canonsburg, Strabane Village is one of the Urban Growth Area s largest concentrations of traditional small-scale, high intensity, mixed-use development. Although land 18

22 availability limits future opportunities for new construction, future zoning should address for maintaining development intensity and for integrating in-fill neighborhood service/office uses (i.e. accounting, architecture) within residential activity. Future zoning ordinance and density analyses for Strabane Village should be customized to accommodate the district s non-conforming uses, parcel setbacks, building coverage, home occupations and flexible guidelines for building rehabilitation. The Meadows District Located at the Township s southwestern border between Interstate 79 and Route 19, the Meadows District is encompasses moderate intensity residential development, commercial services and the Meadows Racetrack. The development pattern, intensity and highway accessibility (I-79) of the existing land uses within the Meadows District provides the opportunity for the addition of both regional and/or community-scale commercial uses as well as moderate-intensity residential activity. Potential non-residential expansion within this area, including racetrack related activity such as hotels or restaurants, will, in large, draw upon the population throughout Southwestern Pennsylvania and can broaden the community s tax base. Given the likelihood that regional traffic will contribute to this district, the Township should incorporate zoning and land development regulations to safeguard surrounding residential activity from the traffic s potential negative impacts. Such regulations should, at a minimum, define detailed guidelines for parcel accessibility, parking, bufferyards and lighting. 19

23 Rural Service Area The Rural Service Area encompasses parts of the Township that are rural in character and are not currently serviced by public sewer and water. To complement and conserve the community s traditional rural landscape, the Township should encourage, to the greatest extent possible, the continuation of lower-intensity development activities in each of the Rural Service Area s four districts. However, the Township and the North Strabane Municipal Authority recognize the reality that incremental development is occurring throughout the community including its rural landscape. Together, the two groups are collaborating to evaluate the feasibility of extending public sewer and water infrastructure into the Rural Service Area. Through the short-term improvements of a proposed multi-phased infrastructure plan (pages 34 and 35), the addition of sewer and water service could transform portions of the rural landscape to an intensity more characteristic of the Urban Service Area. The Township s Urban Service Area, in turn, will ultimately be expanded and the Rural Service Area reduced as the phasing of improvements occurs. Gradually over time, the intensity of development in the Rural Service Area will change primarily in the Township s central portion. The short-term infrastructure improvements are proposed to generally occur from Linden Creek Road south through a proposed North-South Connector to Route 136. Phase One will extend from the end of the existing services lines on Linden Creek to the Wyland Elementary School. Phase Two is proposed to expand from Route 519 to Route 136. The Connector, further described on page 30, will provide those living, working or traveling through the eastern and central portions of the Township with a route that traverses the community s north-south axis. To optimize right-of-way needs and 20

24 the to conserve agricultural land in the Rural Service Area, it is recommended that the North-South Connector and sewer/water infrastructure utilize land in or adjacent to the existing railroad right-of-way following along Little Chartiers Creek, to the greatest extent possible. In addition, any expansion of the Urban Service Area should balance increased development intensity and roadway capacity. Development proposed for the expanded Urban Service Area, should provide traffic projections and should assess their impact on the Township s overall Thoroughfare Plan (page 32). For portions of the Rural Service Area where short-term sewer and water expansions are not anticipated, the Township s rural character should be maintained; the intensity of development should be guided toward agricultural, very low- and low-intensity residential uses. Additional recommended characteristics of the four development districts include: Waterdam Valley Located in the Township s northeast corner adjacent to Peters Township, Waterdam Valley is a district of low-intensity residential development. The district currently contains large-lot and estate single-family residential development and agriculture. To maintain this character, it is recommended that similar low-intensity residential uses or agriculture continue to be integrated into remaining developable acreage throughout the Waterdam Valley. If additional sewer and water improvements are constructed, minimal moderate-intensity development could be pursued. Even with projecting additional low-intensity development, some of the 2-lane roads (Waterdam and Thomas Roads) servicing the 21

25 interior of Waterdam Valley have and would continue to have insufficient traffic capacity based on the Comprehensive Plan s detailed traffic analysis. One mechanism proposed to alleviate future traffic congestion is the construction of the North-South Connector through a portion of the district. The Connector s alignment should be determined once the Pennsylvania Turnpike announces its preferred Southern Beltway alignment (page 29). The Fields District As the Township s largest Land Use district, the Fields District comprises nearly 40% of the Township s acreage. Currently, development pressures and more suburban neighborhood patterns are beginning to infringe upon this landscape. These suburban characteristics, coupled with lack of inadequate infrastructure, establish the precedent for the Comprehensive Plan s recommendation to limit development intensities in the District. For future development in the Fields District, agriculture, very lowintensity residential and open space/recreation activity is encouraged. However, where infrastructure improvements and adequate traffic capacity are provided, some low- to moderate intensity development could most likely be supported. Eastern Corridor As Lindenwood District is the Township s heart, the Eastern Corridor will serve the Rural Service Area s spine. This district s topography and location provides the opportunity for the community to construct a new North-South Connector and to extend sewer infrastructure to the Township s eastern landscape. Working with the surrounding development patterns, parcel accessibility and existing road network, the Eastern Corridor s proposed land uses should include lowintensity light industrial and agriculture activity. If adequate sewer and water services are constructed and traffic capacity is also 22

26 provided, the Township could pursue more moderate-intensity development. No matter if the Corridor remains rural or, with more moderate-intensity development becomes more urban, additional light industrial activities should not promote the expansion of existing landfill facilities within the Corridor. Zoning and land development regulations should be drafted to recognize its sensitive floodplain resources and provide development flexibility where unique characteristics exist. Reedville Village The Reedville Village is another unique enclave of North Strabane s landscape. As a reminder of the Township s rural heritage, Reedville Village s traditional, compact development pattern provides a mix of residential activity, limited non-residential services, Maggis Golf Course and the Wylandville Elementary School. As both the physical geographic and symbolic center of the Rural Service Area, Reedville Village will provide community identity for a growing number of residents in the Fields District. Continuing this pattern of higher intensity in the future, the Village should serve to provide supportive commercial services and employment opportunities for surrounding rural areas. The Village s recommended land uses also include moderate-intensity residential development. The intricate network of streets should be further expanded in conjunction with additional residential and nonresidential opportunities as they arise. Adjacent to the Eastern Corridor, the Village residents and businesses will benefit from the proposed North-South Connector road and sewer infrastructure improvements. In addition, by creating design guidelines for this district, the Township can also ensure that the Village s character remains intact. 23

27 WESTERN RIDGES Moderate-Intensity Residential High-Intensity Residential Open Space McCLELLAND DISTRICT Low-Intensity Residential Moderate-Intensity Residenti 79 STRABANE VILLAGE Neighhborhood Commercial and Office High-Intensity Residential WEAVERTOWN ROAD WASHINGTON 19 ROAD LINDENWOOD DISTRICT Commercial Development Mixed-Use Light Industry Low-Intensity Residential Moderate-Intensity Residenti LINDLEY HEIGHTS Low-Intensity Residential Moderate-Intensity Residential Open Space/Recreation Activity THE MEADOWS DISTRICT Regional Scale Commercial and Office Community Scale Commercial and Office Moderate-Intensity Residential MIDLAND HEIGHTS Low-Intensity Residential Moderate-Intensity Residential Open Space/Recreation Activity HOUSTON HILL CHURCH 19 WASHINGTON ROAD CONKLIN ROAD ROAD MUNCE ROAD 519 CHRISTY ROAD LINDEN ROAD LINDEN CREEK ROAD WILSON ROAD 519 THOMAS LINDEN ROAD BROWNLEE ROAD EIGHTY FOURROAD WATERDAM ROAD LINDEN ROAD THOMAS ROAD WATERDAM VALLEY Low-Intensity Residential THE FIELDS Agricultural Very Low-Intensity Residential Open Space REEDVILLE VILLAGE Neighborhood Commercial and Office Institutional High-Intensity Residential EASTERN CORRIDOR Light Industrial Agricultural LEGEND Municipal Boundary Roads LAND USE Rural Development Highway Commercial Industrial Low Intensity Residential Low - Moderate Intensity Residential Moderate - High Intensity Residential Mixed Use Development Village Development 136 FUTURE LAND USE DIAGRAM NORTH STRABANE COMPREHENSIVE PLAN PREPARED FOR: NORTH STRABANE TOWNSHIP PREPARED BY: EPD, LLC DATE: JANUARY 27, r Feet NORTH 24

28 Infrastructure Infrastructure is the Comprehensive Plan s second critical component. The Township s roads and sewer systems or networks are the primary infrastructure elements that were studied throughout the planning process. Road Network The Township s existing road system is composed of several types of roads designed to accommodate different traffic intensities and speeds. The community s main, or arterial, roads provide for the movement of people and goods between the community s districts as well as to the Township s surrounding neighbors. These arterial roads, in conjunction with the Pennsylvania Turnpike Commission s proposed Southern Beltway alignments, were studied as part of the Comprehensive Plan to understand the system s existing and projected capacity and efficiency. Based upon this knowledge, a Thoroughfare Plan was created to reflect the community s preferred road network at build-out. The Plan illustrates each arterial road s capacity in terms of the maximum number of travel lanes. Proposed additions for the road network are also identified. The Thoroughfare Plan optimizes the overall road network s level of service, traffic capacity and development zones. To determine the optimal balance between these factors, the Township completed a computer-based traffic network analysis of the arterial roadways based on peak-hour traffic demands of existing and potential land uses. To account for external traffic growth, network analysis assumptions are largely based upon 25

29 Southwestern Pennsylvania Commission s (SPC) regional traffic model. The traffic network analysis: 1. Quantified the roadways existing capacity with and without road expansion, road improvements or additional development. 2. Projected traffic demand based upon the build-out of all vacant and undeveloped land. 3. Served as a strategic decision-making tool to balance the combination of proposed land uses types, quantities and intensities. Minimum Level of Service The first element evaluated as part of the Thoroughfare Plan is level of service. Township residents and business owners are concerned about the road network s safety, congestion and convenience. Traffic delays equate to driver discomfort, frustration, increased fuel consumption and lost travel time. The State of Pennsylvania quantifies such delays in terms of level of service (LOS). As road congestion increases, the traffic network s level of service diminishes. Like a school s grading system, LOS is measured A through F. A is the best rating and represents a minimum delay of 5 seconds per automobile. F is the worst rating and anticipates a travel delay of more than 1 minute per automobile. The State s minimum acceptable level of service is D. The Township seeks to curtail roadway delays by maintaining a minimum D LOS rating on arterial roadways. 26

30 In identifying the Township s levels of service, the community recognized that residents are dependent on an existing road system primarily aligned east to west. As population and businesses continue to grow, level of service concerns on this limited system with only two north-south arterial corridors will most likely further compound. Roads, such as Linden, Christy, Brownlee and Route 519, because of topographic or existing adjacent development have virtually no capacity for further expansion. Several Township roads at build-out may experience ratings below a level of service D. Consequently, the community has recognized the roads limitations, and the Comprehensive Plan recommends all rezoning or major development approval applicants be required to complete a some type of communitywide transportation analysis and traffic mitigation plan for developments located in critical locations. The analyses and mitigation plans can be compared with the Thoroughfare Plan to ensure that an acceptable plan of movement can be maintained throughout North Strabane. Traffic Capacity The Thoroughfare Plan reflects the volume capacity of the traffic network. Capacity is based upon the total number of cars that can simultaneously travel a road without adversely affecting the minimum level of service. As roadway segments reach their traffic capacities, levels of service diminish; adjacent land development is negatively impacted. By understanding the limits of each roadway s capacity, land development and community growth can be effectively managed. The traffic network s capacity limitations were analyzed in conjunction with the Comprehensive Plan s land use scenarios. 27

31 The evaluation, firstly, identified the roadway s existing traffic volumes and capacity deficiencies or surpluses. Deficiencies in capacity indicate which roadway segments are critical links and cannot support additional development. Surpluses in capacity indicate how much additional traffic can be added to the traffic network. The existing conditions serve as the foundation for generating the Township s base conditions of traffic volume. The base condition volume represents a twenty-year projection of traffic volumes produced by the Township s existing development patterns. Development Zones Following the capacity analysis, the Township conceptualized the final element influencing the Thoroughfare Plan. Fourteen development zones were delineated using the overall traffic network and its individual roadway segments. Each development zone contains a variety of existing and proposed unrelated, independently developed activities. The level of service and capacity limitations of each zone s bounding roadway segments provide the basis for controlling and managing the amount of land development that is acceptable for a particular area of the Township. In comparison to conventional planning techniques, this methodology does not deal with density in terms of dwelling units, square footage or people. Rather, maximum traffic capacity assigned to a development zone shapes its maximum development potential. As the Township leaders and citizens evaluated the existing transportation network, two projects arose which could impact North Strabane s future character and regional accessibility. 28

32 These roads could improve the network s capacity, enhance convenience and promote opportunities for additional internal movement. Southern Beltway The Beltway, a proposed regional toll-road that will ultimately connect the Mon-Fayette Expressway to Interstate 79, could create another east-west alignment through the Township. With limited accessibility at designated interchanges, the Beltway s traffic impacts on the Township s existing road network would, in large, be concentrated to certain locations. Based upon several potential alignment options presented by and discussed with the Pennsylvania Turnpike Commission, the Beltway s impact on Township character could be extensive. As part of the comprehensive planning process, the community evaluated the balance of potential development flexibility with the physical and visual impacts that each alignment alternative presented. In analyzing the opportunities and constraints of the various road/interchange configurations, the community s future land use scenarios addressed the Tan/Purple Beltway alignment. As land use scenarios were evaluated throughout the comprehensive planning process, the most compatible land use mix adjacent to the Southern Beltway was determined to be a combination of residential and non-residential uses. Nonresidential development (light industry, commercial and mixeduse) in the Lindenwood District would benefit from the Beltway s proximity, visibility and interchange access. However, because traffic capacity is limited in the other planning districts surrounding the Beltway, low-intensity development (residential and agriculture) should be maintained in these locations. 29

33 North-South Connector In response to the lack of north-south movement and limited capacity throughout the Township s existing arterial road system, the Comprehensive Plan proposes a centrally located North-South Connector. The proposed North-South Connector is aligned to alleviate some of the growing traffic pressures on the community s 2-lane, east-west roads. Currently, the traffic demands for eastwest roads, such as Route 519, Christy Road, Waterdam Road, and Route 136, are extensive because, as revealed in the community s comprehensive traffic network analysis, an overwhelming majority of cars eventually reach Route 19 in the western portion of the Township. For those living, working or traveling through the Rural Service Area, the North-South Connector will create a direct link between Route 136, Linden Creek, Waterdam Roads and the proposed Southern Beltway. The North-South connector also provides access to land along Little Chartiers Creek and will promote additional non-residential development near the intersection with Route 136. The North-South Connector is a critical component of the Township s Thoroughfare Plan, independent of any Southern Beltway alignment. However, when the Southern Beltway s alignment is announced, the Township, with the Pennsylvania Turnpike Commission, will need to define the Connector s alignment and to discuss implementation options. Regional traffic demands in the Township are likely to increase with the roads and/or interchanges constructed to link Route 19 with Interstate 79. If possible, tying the North-South Connector to a Southern Beltway interchange will, firstly, provide a north south alternative 30

34 besides Route 19 through North Strabane and, secondly, enable the Township to minimize regional traffic impacts on the local roads. The North-South Connector s alignment with its anticipated rightof-way should be illustrated on the Township s future Official Map. By including the road on the Official Map, the Township is enabled to reserve right-of-way where it is desired for the Connector and control the locations of future development projects adjacent to the roadway. Illustrated on the following page is the Thoroughfare Plan. The Thoroughfare Plan also identifies the Township s traffic development zones. The preferred number of travel lanes for each roadway segment in the traffic network is indexed by color. The maximum number of travel lanes reflects the community s anticipated build-out of approximately 30,000 to 40,000 residents and nearly 10,000,000 square feet of non-residential development. 31

35 McCLELLAND GATEWAY 79 1 WEAVERTOWN ROAD NORTH WASHINGTON GATEWAY WASHINGTON 19 ROAD 519 HOUSTON 2 HILL CHURCH ROAD 8 LINDEN CREEK ROAD 9A 10 WATERDAM ROAD THOMAS ROAD MEADOWS GATEWAY 79 SOUTH WASHINGTON GATEWAY 3 19 WASHINGTON ROAD CONKLIN ROAD 519 4A CHRISTY ROAD 7A LINDEN ROAD WILSON ROAD 4B 7B THOMAS LINDEN ROAD BROWNLEE ROAD EIGHTY FOURROAD 9B 6 LINDEN ROAD LINDEN GATEWAY LEGEND Municipal Boundary 2 Lane Roadway 4 Lane Roadway 6 Lane Roadway Proposed North/South Connector (4 Lanes) Proposed North/South Connector (6 Lanes) MUNCE ROAD 5A 519 5A Gateways TAZ 5B EIGHTY FOUR GATEWAY 136 THOROUGHFARE PLAN NORTH STRABANE COMPREHENSIVE PLAN PREPARED FOR: NORTH STRABANE TOWNSHIP PREPARED BY: EPD, LLC DATE: JANUARY 27, r Feet NORTH 32

36 Public Sewer Service Diagram The North Strabane Municipal Authority (NSMA) finances, constructs and maintains the Township's public sewer and water facilities. While a majority of the Township s homes and businesses are currently connected to these services, a growing number of residential and non-residential property owners are being confronted with an increasingly stressed infrastructure system. The existing system's limited service area, coupled with the Township s "hop-scotch" development patterns, makes the feasibility of both public and private sector sanitary sewer improvements more challenging and more costly as population continues to grow. To maintain fiscal responsibility and to accommodate continuing population growth, future infrastructure improvements should be synchronized with the location, phasing and intensity of land development. Recent amendments to the Pennsylvania Municipalities Planning Code, (MPC Section 301[d], Article III), now enable individual municipalities to coordinate the location and intensity of future development concurrently with the capacity of infrastructure. Infrastructure-related criteria used to designate various development areas may include: 1. Existing and/or planned sewage infrastructure; 2. Existing and/or planned piped water infrastructure; and 3. Existing and/or planned highways. 33

37 Phasing of Improvements Some development, in recent years, has proven that the cost of infrastructure projects has outweighed their short-term benefits. Consequently, the Comprehensive Plan recommends managing the intensity development of the Township infrastructure through a phased expansion strategy. With sewer construction and improvements occurring within three strategic phases, the Township, Municipal Authority and developers can realize greater returns on the improvements and can better optimize resources and time investments. The phases are not intended to preclude or restrict development. Rather, the phased expansion is intended to guide the intensity of development in conjunction with public sewer capacity. The following three infrastructure improvement zones identify when and where the public sewer improvements should be concentrated. 1. Immediate: Public sewer improvements should occur within 0-5 years during which time expansions should be located in close proximity to the existing sewer and water system. 2. Short-term: Public sewer improvements are recommended for construction within 5 to 10 years. The improvements will introduce service to central and eastern portions of the Township including a majority of lower residential areas and Village development. 3. Long-term: Public sewer improvements are recommended to be constructed 10 years or more in the future. If development demand exists, rural lands along the Township s northern and southern border, if determined 34