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SAFETY ADVISORY AND TRANSPORTATION COMMITTEE AGENDA February 23, 2011 - 5:00 P.M. - City Hall Conference Room - City Hall - City of Dover Public comments are welcomed on any item and will be permitted at appropriate times. When possible, please notify the City Clerk (736-7008 or e-m ail at Tm cdowell@dover.de.us) should you wish to be recognized. AGENDA ADDITIONS/DELETIONS 1. Request for Waiver of Land Subdivision Regulations - Reduction of Street Right-of-way Width - Dover High School Project (South Side of Forrest Avenue) 2. Discussion - Crossover Bridge for Pedestrians at the New Dover High School 3. Briefing on Delaware Department of Transportation (DelDOT) Projects - Gary Laing A. West Dover Connector B. Water Street Railroad Crossover C. Wyoming Mill Road Project D. Transit Center 4. Briefing on Dover/Kent County Metropolitan Planning Organization (MPO) Projects - Juanita Wieczoreck 5. Proposed Ordinance 2011-06 Amending Chapter 46 - Fire Prevention and Protection - Open Burning /tm S:\AGENDAS & MINUTES\Committee-Agendas\2011\02-23-2011 SA&T.wpd THE AGENDA ITEMS AS LISTED MAY NOT BE CONSIDERED IN SEQUENCE. THIS AGENDA IS SUBJECT TO CHANGE TO INCLUDE THE ADDITION OR THE DELETION OF ITEMS, INCLUDING EXECUTIVE SESSIONS.

City of Dover PETITION TO WAIVE CERTAIN SUBDIVISION STREET DESIGN STANDARDS Before the City Council Safety Advisory and Transportation Committee January 26, 2010 Plan Title: New Dover High School C-10-05 Plan Type: Conditional Use Review and Site Development Master Plan Property Address: Forrest Avenue, Dover Location: South side of Forrest Avenue (Route 8) approximately 1,500 feet west of Mifflin Road Tax Parcels: ED-05-075.00-01-03.00-000 ED-05-076.00-01-05.00-000 ED-05-076.00-02-06.00-000 and ED-05-076.00-02-07.00-000 Owner: Capital School District Site Area: 106.5222 +/- acres Proposed Use: New High School and associated stadium and sports fields Zoning Classification: R-10 (One Family Residence Zone) COZ-1 (Corridor Overlay Zone) Waivers Approved: Partial Elimination of Curbing Elimination of Opaque Barrier (Fence Component) Considerations Approved: Superior Urban Design Fulfillment Parking Requirement Justification Loading Berth Justification Tree Density and Buffer Requirements Tree Mitigation Plan Waiver Recommended: Land Subdivision Regulations (Street requirements): Reduction of Street Right-of-way from 60 feet to 50 feet PLAN SUMMARY: This Plan is for review of a Conditional Use Site Development Master Plan to permit the construction and use of a three story 315,000 S.F. new Dover High School with associated parking, roadways, stormwater management, landscaping, sports fields, stadium, and other P. O. Box 475 Dover, DE 19903 Community Excellence Through Quality Service

C-10-05 New Dover High School: Conditional Use/Site Development Master Plan Petition to Waiver Certain Subdivision Street Design Standards Planning Commission Report from December 20, 2010 Meeting Page 2 of 5 associated site improvements. The project is located on four parcels of land totaling 106.5222 acres ± and is zoned R-10 (One Family Residence Zone) and is subject to the COZ-1 (Corridor Overlay Zone). The subject property is located on the south side of Forrest Avenue (DE Route 8) approximately 1,500 feet west of Mifflin Road. The owner of record is Capital School District. Property Address: Forrest Avenue. Tax Parcels: ED-05-075.00-01-03.00-000, ED-05-076.00-01- 05.00-000, ED-05-076.00-02-06.00-000 and ED-05-076.00-02-07.00-000. Council District 1. The overall Site Development Master Plan for the New Dover High School (see attached plan sheet) shows the layout of the proposed buildings, parking lots, sports fields and the associated transportation network to access the site and the internal circulation of the site (from application submission in November 2010). During the applicant’s presentation at the December 20, 2010 meeting, the Planning Commission was provided information on the ongoing discussions regarding shared infrastructure improvements between the Capital School District and the adjoining developer (Leander Lakes, LLC) for the Leander Lakes Apartments project (development to be located to the west of the school property). Exhibits were presented showing proposals for the right-of-way and construction of the western entrance access road and the connection to Tribbitt Street which will serve both the school project and residential project. The negotiations on this infrastructure are continuing. Presented below is information on the Transportation and Circulation Network for the New Dover High School project which is associated with consideration of this waiver request for a reduction in street right-of-way width. TRANSPORTATION AND CIRCULATION NETWORK Entrances The school site is accessed from Forrest Avenue (Route 8) at two locations. The eastern entrance from Forrest Avenue aligned with the entrance to Heatherfield. This entrance is to an internal circulation road. The western entrance from Forrest Avenue (Route 8) is the intersection with the proposed public street right-of-way known as Rinnier Row which was first proposed with the project for the residential development of Leander Lakes Apartments. Access Road (Western Entrance) The Site Development Plan as submitted shows an access road along the western edge of the school property. Originally identified on the High School plan as only an easement, refinement of the plan as presented to the Planning Commission on December 20, 2010 shows an eighty (80) foot street-right-of-way extending south from Forrest Avenue (Route 8) to approximately the southern property line of the adjoining Leander Lakes property at which point the right-of-way width reduces to fifty (50) feet. The access road will be a public street and its alignment on the properties is still being refined. The concept continues to be that this road segment could become part of a future connector to Hazlettville Road. An alignment of a public road (proposed as a City street) in this area was first shown on the Leander Lakes Apartments Site Plan (S-09-13), which received conditional approval from the Planning Commission in August 2009. When approved by the Planning Commission 2009, this road was intended to serve both Leander Lakes and the Capital School District property.

C-10-05 New Dover High School: Conditional Use/Site Development Master Plan Petition to Waiver Certain Subdivision Street Design Standards Planning Commission Report from December 20, 2010 Meeting Page 3 of 5 Interconnection The subdivisions of the Village of Westover and the Village of Cannon Mill, both to the south of the school property, have stub streets that terminate at the subject property. The plan proposed by the Capital School District shows a bicycle/pedestrian connection lining up with the stub street of Worchester Drive in the Village of Westover, on the southeast side of the site. The plan also shows a street alignment identified as “Future Connector to Tribbitt St. (by Others)”, on the southwest portion of the site. As part of their motion in December 2010, the Planning Commission set the requirement that the road connection to Tribbitt Street be constructed and available for use at the opening of the high school facility. The Planning Commission directed the Capital School District to continue working with the adjacent property owner (Leader Lakes, LLC) regarding the alignment location, right-of-way, design, and construction of the shared access road and associated agreements for infrastructure improvements. Delaware 8 Concept Plan and Operations Study In 2007, the Dover/Kent County Metropolitan Planning Organization developed and approved the Delaware 8 Concept Plan and Operations Study to identify circulation improvements along the Route 8 corridor on the west side of Dover, from the railroad tracks to Artis Drive. The study identifies a number or north/south connector roads to relieve traffic conditions along the Route 8 corridor. Among these improvements are two concepts that affect the subject property. The first is a regional road that would run along the west edge of the property from Route 8, south to Hazlettville Road, immediately west of the Village of Cannon Mill. This road would also continue north of Route 8 to Chestnut Grove Road. The other improvement would include interconnection of this road to Tribbitt Street in the Village of Cannon Mill. The Site Development Plan submitted for Leander Lakes Apartments, which received conditional approval from the Planning Commission in August 2009, showed the northern portion of the regional road from Route 8 to the southern boundary of the Capital School District property, including the road connection to Tribbitt Street. The “Site Plan-Road Dedication Exhibit” presented to the Planning Commission (12/20/2010) for the Dover High School project also shows this western access road which could become a segment of the regional road and the road connection to Tribbitt Street (see attached). Request for Waiver for Street Right-of-way Width: As a public street this western access road and its interconnection road to Tribbitt Street are subject to the requirements of the Land Subdivision Regulations, Article VI §A. Streets which establishes right-of-way and roadway widths for various street types. The first segment of the western access road complies with the requirement for right-of-way widths with a proposed street right-of-way width of eighty (80) feet. However, in the southwestern portion of the High School property the proposed street right-of-way is fifty (50) feet in width. The applicant, as part of their presentation to the Planning Commission at the December 20, 2010 meeting, presented information on the latest refinements to the western access road and made the verbal request for consideration of a street waiver for a reduction in the width of the right-of-way for portion of the right-of-way. The concept was shown in the “Site Plan-Road Dedication Exhibit.”

C-10-05 New Dover High School: Conditional Use/Site Development Master Plan Petition to Waiver Certain Subdivision Street Design Standards Planning Commission Report from December 20, 2010 Meeting Page 4 of 5 The street waiver request is a reduction of Street Right-of-way from 60 feet to 50 feet (Land Subdivision Regulations, Article VI.A.13). The requested waiver is also summarized in the following chart: Summary Street Design Standard Required Proposed Waiver Right of Way Width 60 Feet 50 Feet 10 feet Findings and Recommendations of the Dover Planning Commission The Planning Commission at its meeting on December 16, 2010 reviewed the proposed street waiver request as part of its review of the Conditional Use/Site Development Master Plan for the New Dover High School. The Planning Commission took action to grant conditional approval to the Conditional Use/Site Development Master Plan and to a series of waivers and considerations. Specifically pertaining to this waiver request, the Planning Commission recommends approval of the reduction of the required street right-of-way width from sixty (60) feet to fifty (50) feet for portions of the proposed streets in the southwest area of the property including the interconnection to Tribbitt Street. The motion passed unanimously 5-0 of the members present (four Planning Commission members were absent). As part of the motion for conditional approval, the Planning Commission also adopted comments and recommendations from the Development Advisory Committee (DAC) Report. Please note that comments and recommendations from multiple departments or agencies may be associated with the development of streets. The following comments related specifically to the transportation and circulation network for the project (Excerpt from the DAC Report of December 9, 2010 prepared by Planning Office): DAC Report Excerpt Code Requirements: 4) The proposed western site access to the high school from Forrest Avenue (Route 8) is to be a public street with dedicated right-of-way. The width sizing, location, etc. of the right-of-way and the road section for construction will be reviewed by DelDOT and the City of Dover. Recommendations: 1) The adjacent developments to the south have two stub streets constructed to the property line of the subject site. The Subdivision Regulations require construction of stub streets to adjacent undeveloped properties in order to reduce the traffic, access and safety issues that relate to “one way in/one way out” developments. The adjacent subdivisions to the south have been in the planning and development process for nearly 20 years, with the stub streets planned to improve the interconnection and overall circulation of the west side of Dover. a) Staff recommends that the Planning Commission require that the right-of-way for the road interconnection to Tribbitt Street be dedicated as a City street and that this Tribbitt Street interconnection be constructed and available for use at the opening of the high school facility. However, failure to provide the road connection to allow for vehicular access to Tribbitt Street will exacerbate traffic issues on Delaware Route 8 (Forrest Avenue), Artis Drive, Mifflin Road, and Hazlettville Road. Without vehicular interconnection to these developments that include over 900

C-10-05 New Dover High School: Conditional Use/Site Development Master Plan Petition to Waiver Certain Subdivision Street Design Standards Planning Commission Report from December 20, 2010 Meeting Page 5 of 5 dwelling units, residents driving to the Dover High School from these developments would be forced to use these other roads, which have been the source of traffic complaints for a number of years. Additionally, if an emergency situation were to close Route 8, without this interconnection, evacuation or egress from the Dover High School would be problematic without road interconnection to the south. b) Staff supports using the stub street of Worchester Drive in the Village of Westover as a bicycle/pedestrian connection, rather than a full vehicular access. 2) Staff recommends that the applicant be required to work with the adjacent property owner, Rinnier Development, to ensure: a) that the access road is constructed on an alignment that serves both the Dover High School and Leander Lakes; b) that the road be designed and constructed as either a City street or DelDOT road, according to the appropriate standards, with all the necessary approvals; c) that the road alignment be recorded as right-of-way to be dedicated to the City of Dover or DelDOT; d) that the costs of the shared road and other shared infrastructure improvements be shared according to agreements to be developed in conjunction with DelDOT and/or the City of Dover. Attached are a copy of the Site Development Master Plan for New Dover High School Project and a copy of the Road Dedication Exhibit presented at the Planning Commission Meeting. Attachments to report: New Dover High School Site Development Master Plan: Cover Sheet & Overall Layout, Sheet C-001 Site Plan – Road Dedication Exhibit (Slide from PowerPoint Presentation to Planning Commission)

Site Plan – Road Dedication Exhibit The New DOVER HIGH SCHOOL Capital School District December 2010

Forty Foot Pedestrian Bridge by William Collins, Simone Collins Inc. The Forty Foot Bridge under night traffic reveals many of its aesthetic features. All photos: Simone Collins Landscape Architecture. Integrating Art and It took Towamencin Township over twelve years of planning, design, and construction planned and engineered by the township to integrate smart land-use strategies that Engineering in Public to depress the alignment of State Route 63 and construct the new Forty Foot included parks, trails, streetscape amenities, structured parking, and incentives for Infrastructure Pedestrian Bridge as the context-sensitive signature of an 8100-ft-long highway private mixed-use development. improvement project. The new 40-ft-wide Towmencin Township designed and built by 80-ft-long concrete bridge spans a municipal road around the project area the highway known as Forty Foot Road as a bypass to maintain state highway in Montgomery County, Pa. The bridge and turnpike-bound traffic. This early creates a safe and accessible pedestrian investment in infrastructure allowed link over the five lanes of traffic that bisect Forty Foot Road to be closed for roadway the new Towamencin Town Center.1 excavation and bridge construction with reduced traffic maintenance costs, and The Pennsylvania Department of created a valuable new asset for motorists Transportation (PennDOT) served as the and local developers. The bridge was construction and funding partner for the built as a turnkey element for Township transportation improvements that were ownership after completion in 2007. profile Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Pennsylvania Funding / Construction Partner: Pennsylvania Department of Transportation District 6 Structural Engineer: QBS International Inc., Pennsauken, N.J. Bridge Designer: Simone Collins Inc. Landscape Architecture, Berwyn, Pa. Civil Engineer: McMahon Associates Inc, Fort Washington, Pa. Geotechnical Engineer: GeoStructures Inc., King of Prussia, Pa. Prime Contractor: RoadCon Inc., West Chester, Pa. Awards: Award of Excellence, 2008 – Portland Concrete Association (PCA); Project of the Year, 2007 – American Society of Highway Engineers (ASHE) Delaware Valley Chapter (projects over $5 million) 22 | ASPIRE, Spring 2009

Far Left: View of pedestrian Infrastructure as members up to 12 ft deep and 90 ft long, with integrally-formed architecture. Beam environment toward south portal Community Fabric depths were selected to create parapets to showing the concrete deck with From the start, Towamencin Township cloister the pedestrian environment from cast-in-place planters. envisioned the highway project to the traffic below. The bridge’s width is 40 ft be an essential part of the revitalized Middle: Exposed aggregate structural with curving, cast-in-place planters on both community landscape—in terms of deck. Planter wall forms were designed sides of the concrete deck to modulate walkability and physical character. When to echo the parapet line and the space within the inside faces of the a central pedestrian bridge was selected parapets by defining a sweeping, variable- wingwall rustications. as the preferred alternative for crossing width promenade. Pedestrian lighting the highway, the prominent location Right: Structural pylons are clad with was designed for safety and ambiance. demanded functions and aesthetics above architectural wingwall panels, mirrored The cartway is wide enough to serve as a the ordinary. inside and out. Globe lights were “civic” space for periodic functions within the town center. The cambered deck serves mounted on custom formed pylon caps. Concrete was selected for its economy, pedestrian and bicycle traffic only, but is durability, and plastic qualities that could engineered to support an H-20 truck load deliver a seamless aesthetic in a single for maintenance and emergency vehicles. structural and artistic material. The sculptural potential of concrete inspired a collaborative process between the bridge designer and structural engineer The sculptural potential of concrete inspired a to incorporate art considerations within collaborative process between the bridge designer the engineering decisions. The result is a practical synthesis of conventional and structural engineer… materials and techniques with strategically selected, custom concrete treatments for Engineering Innovation – aesthetics in high–priority elements. Fascia Beams and Haunched Box Beams Geometry as an Aesthetic The fascia beams are uninterrupted, Program Element full-span, full-height beams that extend The Forty Foot Bridge design consciously above the deck elevation to create the features and mitigates specific geometric appearance of a rigid frame. They are, proportions. The clear span from center however, simple span reinforced concrete to center of bearings is 78 ft 6 in. Fascia beams designed to sit on cast-in-place beams are engineered as structural concrete abutments with standard PRECAST, PRESTRESSED CONCRETE BOX BEAMS AND CAST-IN-PLACE FASCIA BEAMS WITH INTEGRAL ARCHITECTURE / TOWAMENCIN TOWNSHIP, OWNER Concrete Supplier: Berks Products, Allentown, Pa. White Cement Supplier: Lehigh White Cement, Allentown, Pa. Precaster for Box Beams: Schuylkill Products Inc., Cressona, Pa., a PCI-certified producer Precaster for MSE Wall and Cap Finials: The Reinforced Earth Company, Vienna, Va. Precaster for Finials and Pylon Caps: Architectural Precast Inc., Burlington, Ky. Bridge Description: An 80-ft-clear span by 40-ft-wide pedestrian bridge, exposed aggregate structural deck on conventional spread box beams, and ornamental fascia beams Bridge Construction Cost: $1 million for the bridge as part of a $13 million highway reconstruction project ASPIRE, Spring 2009 | 23

The East fascia beam showing the rippled form, abutments, paver-faced sloped laminated neoprene bearing pads. Fascia such as corbels, spring points, camber, walls, MSE walls with beams were engineered to act as standard hinges, and keystones. Art lines in the precast cap finials, load-bearing concrete stringers. They concrete are graphic interpretations of precast wingwalls, serve as hybrid members with modified forces alive within the bridge, including and pylon cap. geometry that allows the beams to include tension, compression, bearing, and the safety functions of concrete parapets, repose. the sound-dampening functions of sound walls, and the expansive surfaces for art The Art Deco motif responds to the bold forms—all within the new concrete beam engineering by exploiting the concrete design. The L-shaped fascia beams vary in material to form elegant, archetypal arch More and more depth from 12 ft at midspan to 8 ft 8 in. over the supports and have a thickness shapes as shadowed relief, designed to “lighten” the apparent mass of the modern infrastructure that varies from 18 in. to 20 in. deceptively large fascia beams. Below the arches, the art of the ripple art forms will be needed to relate Within each fascia, 15 epoxy-coated change frequency to express the fluid nature of movements below a bridge, and to increasing numbers No. 7 bars provide the primary flexural reinforcement, and epoxy-coated No. 4 functionally create horizontal shadow lines of people outside of stirrups act as shear reinforcement. The designed to subtly elongate the bridge visually and “de-emphasize” the sense of ends of the beams cantilever behind the vehicles and moving at abutments toward structural pylons where its vertical dimension. both are clad with precast architectural the speed of foot traffic. wingwall panels. The structural concrete CAD-generated documents for computer- deck bears on interior haunches of the cut, styrene formliners were used to create fascia beams. This design allows deck molds up to 4 in. deep for the surface edges to be hidden behind the fascia topography within the fascia beams. The beams, so that the structural deck is only curved top of the fascia beams was an exposed as the wearing surface with aesthetic decision accommodated by the aesthetic treatments. Concrete buttresses engineering to soften the shape, reduce hidden within the cast-in-place planters tie visual “mass,” and create the top line of the fascia beams structurally to the deck. the perceived arch in the fascia beam. Color for concrete surfaces was specified The concrete deck is also supported by conservatively to allow for multiple field three interior 48-in.-wide by 39-in.-deep mock-ups and photo-rendering studies of precast, prestressed concrete box beams. the actual structure during construction. The beams were haunched 13 in. to simplify Color selections were simplified to two the forming and casting of the cambered colors and bright white. A light green deck. The beams varied in depth from 39 was used below the arch shape to make in. at the supports to 52 in. at midspan. the rippled surface visually “recede,” The interior void form varied in depth as creating the effect from a distance that A view of portal with box well, maintaining a constant 3-in.-thick top it blends with the sky and landscape beams, corrugated deck pans, flange and 5½-in.-thick bottom flange. beyond, making the slender white arch and fascia beam in place. shape over the road appear to leap to Note the haunch on the fascia Art and Architecture the foreground. All finished concrete beam to support the cast-in- The architecture of Forty Foot Bridge surfaces were treated with a transparent place structural deck. acknowledges typical structural features gloss urethane sealant. 24 | ASPIRE, Spring 2009

Foundations, Retaining Walls, tion methods. The jury for the 2008 PCA by incorporating humanizing art features Concrete Bridge Awards said Forty Foot that gave public works projects of the 1930s and Sloped Paver Walls Bridge, “…is in itself a work of art.” The depression-era their unique personalities, The substructures are conventional concrete visual harmony and scale of Forty Foot with typical standardized, mass-produced abutments using standard formliners to Bridge succeeds in creating an inviting civic efficiencies ushered in with the products of match the rustications of the adjacent “place” and a landmark for both motorists the Interstate Highway System of the 1950s. precast mechanically stabilized earth and pedestrians. The structure features (MSE) retaining walls. Custom-cast finials modern engineering design infused with Reference terminate the lines of standard MSE wall a restrained aesthetic that salutes the 1. C ollins, William, John Ruff, Kristen caps at the abutments. Four 85-ft-long MSE inspiration of the historic Merritt Parkway York, and Bashar S. Qubain, 2008, retaining walls create the grade separation bridges built in the 1930s. “Forty Foot Road Pedestrian Bridge: along the depressed Forty Foot Road. Integrating Aesthetics and Engineering,” With a pending economic stimulus package Proceedings of the PCI-FHWA National The sloped paver walls above the MSE and promised rush of infrastructure projects Bridge Conference, October 5-7, retaining walls were designed at a 1:1 in 2009, we understand that what we build Orlando, Fla., 22 pp. gradient to be visible from all directions, and today lives with us for the next half century ____________ are essential to the success of the design— or more. Enduring infrastructure and providing a sense of openness, light, and quality jobs require smart choices to ensure William Collins is vice president, Simone visual access between the roadway and Collins Inc. Landscape Architecture, that our special places are protected and pedestrian environments. The 45 degree Berwyn, Pa. improved by new projects that incorporate walls also serve to limit the height of the the combined talents of engineers, artists, retaining walls to 8 ft, prevent a “tunnel” and craftspersons. More and more modern effect under the bridge, and expose the infrastructure will be needed to relate to wingwalls as visible “pylon” elements—all increasing numbers of people outside of effectively elongating the visual sense of vehicles and moving at the speed of foot the bridge. traffic. Forty Foot Bridge is an example of a 21st Century project that borrows the best For more information on this or other The arches formed in the fascia beams from two previous “eras of infrastructure” projects, visit www.aspirebridge.org. appear to “spring” from the sloped bearing line formed in the pylon panels. Structurally, the sloped walls act as compressive structures to bear against the MSE walls and are tied into grade using the same conventional geogrid reinforcement as the vertical walls. Concrete unit “brick” pavers were laid on a mortar bed in a fan pattern with dark mortar to reduce contrast. Required roadway clearance below the bridge was achieved by partially depressing the highway and partially elevating the bridge to create subtle 3% approach gradients that allow complete visibility under the bridge to the surrounding town center landscape. Conclusion The highway project, including the Forty Foot Bridge, was let by PennDOT under the state contracting process, and the lowest prequalified bidder was selected. The product demonstrates that capable fine craftsmanship is available within the industry to deliver a project with exacting, custom aesthetic specifications. The success of the fascia beam concept relied completely on engineering innovation to create an extraordinary venue for the proposed artwork, to achieve a rare collaboration where art considerations affect geometry, engineering, and construc- ASPIRE, Spring 2009 | 25

Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Penn. Photo: Simone Collins Landscape Architecture. Web | ASPIRE, Spring 2009

Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Penn. Photo: Simone Collins Landscape Architecture. ASPIRE, Spring 2009 | Web

Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Penn. The Forty Foot Bridge under night traffic reveals many of its aesthetic features. Photo: Simone Collins Landscape Architecture. Photo: Simone Collins Landscape Architecture. Web | ASPIRE, Spring 2009

Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Penn. The 13-in.-deep haunches on the box beams and fascia panels can be easily seen with the deck forms in place. Providing haunches simplified forming, tying Structural Components: reinforcement, and placing concrete for the cambered Abutments—conventional cast in place with deck. Paint on the deck form outlines the shape of a structural pylons cast-in-place concrete planter. Photo: Simone Collins Retaining Walls—conventional precast MSE panels Landscape Architecture. and caps, with geogrid reinforcing Superstructure—hybrid design – with three conventional precast box girders and two custom, cast in place fascia beams Deck—Cast in place, exposed aggregate structural deck Landscape Planters—custom, cast in place planter walls on structural deck Architectural Wingwalls—custom, precast panels, caps and finials, cladding structural pylons Sloped Walls—conventional concrete paver blocks ASPIRE, Spring 2009 | Web

Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Penn. Photo: Simone Collins Landscape Architecture. Web | ASPIRE, Spring 2009

Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Penn. Photo: Simone Collins Landscape Architecture. ASPIRE, Spring 2009 | Web

Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Penn. Photo: Simone Collins Landscape Architecture. Web | ASPIRE, Spring 2009

Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Penn. Photo: Simone Collins Landscape Architecture. ASPIRE, Spring 2009 | Web

Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Penn. Photo: Simone Collins Landscape Architecture. Web | ASPIRE, Spring 2009

Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Penn. Photo: Simone Collins Landscape Architecture. ASPIRE, Spring 2009 | Web

Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Penn. Photo: Simone Collins Landscape Architecture. Web | ASPIRE, Spring 2009

Forty Foot Pedestrian Bridge / Towamencin Township, Montgomery County, Penn. Photo: Simone Collins Landscape Architecture. ASPIRE, Spring 2009 | Web

Forty Foot Road Pedestrian Bridge: Integrating Aesthetics and Engineering William Collins, RLA, ASLA, Simone Collins Landscape Architecture, Berwyn, PA John Ruff, P.E., Senior Structural Engineer, QBS International Inc. Pennsauken, NJ Kristen York, P.E., McMahon Associates Inc., Fort Washington, PA Bashar S. Qubain, Ph.D., P.E., President, GeoStructures Inc., King of Prussia, PA ABSTRACT Forty Foot Road Pedestrian Bridge is an 80-foot long by 40-foot wide, single span, signature bridge over a 5-lane Pennsylvania highway, and the featured centerpiece of a "context sensitive design” highway infrastructure project completed in 2007 to create transportation improvements through a redeveloping town center. This case study offers: • Details of how aesthetics were incorporated into the structure during engineering, as an alternative to “applying” façade treatments after engineering. • The attributes of concrete as the preferred structural and artistic material to achieve economy, longevity, and a seamless aesthetic between project engineering, bridge design, and site elements. • Innovative engineering of a structural stringer beam to incorporate safety functions of concrete parapets and sound dampening functions of sound walls within the new architectural “fascia” beam design. • Design of sloped “paver” retaining walls supported by MSE reinforcement. • Brief context of how the local municipality conducted a 14-year process to comprehensively plan, justify, design, secure funding, and construct the $13 Million highway realignment and pedestrian bridge project in partnership with Pennsylvania Department of Transportation (PennDOT). • Value-added design features, materials and techniques as smart, life-cycle investments to reduce maintenance costs, and create incentives for private development partnerships. • Green investment in bridge infrastructure to save energy use. KEY WORDS Forty Foot Road Pedestrian Bridge Aesthetics Context Sensitive Design Concrete Art Form Liners PennDOT MSE Simone Collins Landscape Architecture QBS Engineering McMahon Associates GeoStructures Towamencin Township RoadCon.

INTRODUCTION Figure 1 - Forty Foot Road Pedestrian Bridge is an 80-foot long by 40-foot wide, single span, signature bridge over a 5-lane Pennsylvania highway, and the featured centerpiece of a "context sensitive design” highway infrastructure project to create transportation improvements through a redeveloping town center. Completed in 2007. SITE / LOCATION Figure 2 – The new bridge is located in the heart of the town center project area and constructed as part of the roadway improvements before development of surrounding parcels. Aerial photo shows bridge and four pedestrian approaches that will be replaced with streetscape improvements as part of private developments within the adjacent quadrants. 2

HISTORICAL CONTEXT OF THE TOWN CENTER In the 1950’s, the Northeast Extension of the Pennsylvania Turnpike (I-476) was cut through the heart of Kulpsville, in Montgomery County, Pennsylvania – razing much of the historic village to build the new superhighway and the local “Lansdale” exit.” The Lansdale interchange is the first exit north of the primary east-west Turnpike, and the new highway access favored local commercial agribusinesses, resulting in increased truck and commuter traffic congestion on the connecting arterial roads. Local access to State Route 63 (aka Forty Foot Road) developed organically without an access management strategy to prevent traffic flow from slowing along the entire village corridor. Marginal businesses struggled in this degraded, highway “strip” environment. After 40 years, little integrity of the village fabric remained and much of the building stock within the project area was devalued. By 1990, intense residential and industrial growth around this node had still not triggered improvements to state roads locally, as the Pennsylvania Turnpike Commission unveiled plans to increase the Lansdale toll plaza from four booths to ten, without proposing comparable improvements to the receiving roads. Facing a looming traffic gridlock, the local municipality, Towamencin Township, took responsibility as the lead partner to plan a solution. COMMUNITY PLANNING ESTABLISHES NEED FOR A PEDESTRIAN BRIDGE The Towamencin “Town Center” began with a vision in the early 1990’s to integrate transportation improvements and land use planning. The Township commissioned economic studies to determine which market sectors could flourish in a new town center at this transportation hub. These economic projections were used to inform an iterative land use planning process and to refine highway plans, based on traffic projections for regional through traffic and traffic to be generated by a new town center “build out.” A new village “overlay” zoning ordinance and Town Center Design Manual were both created and adopted to address the proposed transportation improvements by establishing the parameters and level of quality for future village development. The original purpose of the project was to improve the intersection and approaches of Sumneytown Pike and Forty Foot Road (both State Route 63), and to alleviate congestion and improve safety. Traffic studies determined that widening two-lane Forty Foot Road to five lanes would be necessary to accommodate projected traffic volume. A new, signalized pedestrian crossing would be required to provide safe access across the new five lanes, but traffic analyses also demonstrated that a new signalized intersection would significantly inhibit both pedestrian crossing and highway vehicular movements. Towamencin Township commissioned design/engineering studies to convince its partner, the Pennsylvania Department of Transportation (PennDOT) of the advantages to depressing Forty Foot Road as a means to create a 16.5 foot vertical clearance envelope 3

for a new grade-separated crossing structure – a pedestrian bridge – over the highway to allow safe pedestrian and bicycle movements between the two halves of a new mixed-use town center district. The new pedestrian bridge was designed to become the primary link and “spine” of a township-wide trail system within the village, in accordance with the Township’s trails master plan. The new village transportation network was planned as multi-modal to encourage walking, biking, transit, and ride-sharing within the revitalized village. A mix of social, residential, office, civic, and commercial services were considered essential components of the new town center to justify and support the transportation investments. The Towamencin Town Center Plan was implemented by municipal supervisors and supported by several consecutive boards over a 14-year period. The transportation element, including the pedestrian bridge, was completed in 2007 by PennDOT as the construction and funding partner. The Township sought development proposals for the new town center that would capitalize on the new zoning overlay ordinance and the new transportation infrastructure. The bridge was designed to function for both “pre” and “post” town center development. Land development around the bridge continues today under the zoning ordinances developed as part of the Town Center planning process. Figure 3 – Concept design for depressed highway and pedestrian bridge with streetscape amenities and walkway access ramps in Phase 1 – before development of surrounding parcels. The general aesthetic program for the transportation infrastructure was developed in this stage of design. 4

Figure 4 – Concept design for Phase 2 development of parcels surrounding the depressed highway and pedestrian bridge with streetscape amenities at the level of the bridge deck. The adopted zoning overlay provided incentives for structured parking. The depressed highway alignment has allowed development proposals to utilize the lower roadway elevation for parking access below buildings. PROJECT DESCRIPTION The Forty Foot Road Pedestrian Bridge is the keystone of the Towamencin Town Center plan and integrates municipal goals for parks, open space, trails and greenway systems with streetscape, transportation improvements, and incentives for mixed use development. The pedestrian bridge and MSE highway retaining walls represent about 10.75% of a $13 Million project that extends roadway improvements for a total length of 8,165 feet. Major roadway widening and reconstruction, concrete paving installation, bituminous paving overlay, medians, turning lanes, bike lanes, stormwater drainage facilities, utility relocation, lighting, planting, and intersection improvements represent the balance of the project scope. Signalization improvements include five intersections with interconnected fiber optic cable into the township closed loop system. The combination of these technical achievements delivered a complete modernization program of safety and accessibility improvements within the state highway right of way, with the new context sensitive bridge as the most visible and popular feature. 5

BRIDGE ALTERNATIVES / SITE SELECTION The basic bridge geometry and alignment was shaped by typical engineering considerations. Other architectural and humanizing context criteria were considered as early as possible in the design process. Alignment The central axis or “spine” of the new town center street grid was originally designed as an “at grade” crossing perpendicular to Route 63. This general alignment also suited the concept for a pedestrian bridge. Topography The topography of Route 63 near the proposed pedestrian spine appeared to be conducive to creating a pedestrian bridge that could land on modified grades on either side of the road. The bridge concept was proposed by the landscape architect, and the civil engineer concurred with the potential site suitability. The Township commissioned studies to determine the potential effects and cost/benefit comparison between alternatives of (a) no bridge, (b) a totally depressed alignment, and (c) a partially depressed alignment. A minimum design clearance of 16.5 feet from roadway surface to bottom of structure was used to assess the alignments. Alternative highway gradients to create the depressed roadway were analyzed in terms of design speeds, sight distances, views, and maintenance of adjacent local access to the state highway. Stormwater Any new depressed roadway design required a stormwater low point to be set to allow gravity drainage to a detention facility within the town center project area. Potential effects of new land use development in the quadrants around the pedestrian spine were also assessed and included in the engineering of a stormwater piping system – sized to serve a future centralized facility that will accommodate high density development within the town center district. Signalization The engineering analyses considered the capital and operation costs of new Forty Foot Road traffic signal required by the surface crossing alternative. It was recognized that if highway traffic was not forced to make an additional stop at a new signalized pedestrian crossing, cost savings would be realized in terms of reduced travel times, energy consumption, and pollution. Adjacent Land Use 6

The bridge symbolizes the commitment to the multi-phased plan by Towamencin for economic development within the Town Center. The bridge and pedestrian approaches are integrated within the highway geometry modifications to achieve optimum mobility in the near and long term, and are; universally accessible, a visual attraction, and catalyst for adjacent redevelopment. The bridge deck was conceived to serve as a civic plaza space after adjacent private development occurs. Preferred Alternative A partially depressed alignment was selected as the preferred alternative, based upon balanced grading, roadway and pedestrian approach gradients, aesthetics, and costs. The studies were submitted to PennDOT as the basis of negotiation by the Township. A successful case was made that the bridge would be safer and more efficient than a new surface crossing on Forty Foot Road. BRIDGE DESIGN Figure 5 – In this case the highway bridge becomes a “landscape” structure and features Art Deco detailing in concrete surfaces (above) elevation shows fascia beam and pylon ornamentation; (below) longitudinal section through center of deck shows built-in concrete landscape planters. 7

Intent Towamencin Township envisioned the new pedestrian bridge to be more than a simple pedestrian conduit over a busy highway. Expectations for the bridge included; high level of aesthetics, durability of materials, low maintenance, and multi-functional uses. The wider bridge design “reclaims” some land taken by the highway expansion. The new span also sets the standard for scale and service of the new town center streetscape. The bridge itself is designed as a civic “place,” both inviting and a landmark for motorists and pedestrians. Architectural features were designed to evoke the best tradition of historic parkway bridge design using modern techniques. Geometry The geometry of the bridge is visually deceptive. The clear span from center to center of bearings is 78’-6”over five traffic lanes, shoulders, and sidewalks on both sides of Route 63. The primary “fascia” beams are structural members up to 12 feet deep and 90 feet long, designed with integrally formed architectural features. The bridge is 40 feet total width with curving planters built into both sides of the deck to create a sweeping, variable-width promenade. The deck is for pedestrian and bicycle traffic only, however, the bridge is engineered to support an H20 truck load to serve maintenance and emergency vehicles. Approach Grading The site was sculpted to depress the state highway and to elevate the bridge structure. A subtle 3% gradient for both Route 63 approaches was designed by the civil engineers to allow complete visibility under and through the bridge to the town center landscape on either side. This feature eliminates any “tunnel” effect for roadway traffic. The pedestrian approaches are designed to meet ADA regulations from all quadrants. Retaining Walls Four, 85-foot long MSE retaining walls were designed by the geotechnical engineer to create the grade separation along the depressed Forty Foot Road. The MSE walls employ standard precast concrete materials and were engineered to support and drain paved, geogrid reinforced sloping walls above. Pedestrian Environment The bridge deck was designed as a generous pedestrian environment, cloistered by the fascia parapets from the sights and sounds of highway traffic below. The bridge serves as the “spine” of the Township pedestrian and bicycle network to connect the township- wide trail system to the future town center open spaces. The cartway is wide enough to serve as a “civic” space for periodic functions within the town center. Built-in planting beds establish a human scale and sensual amenity. Pedestrian lighting was designed for safety and ambiance. 8

Construction Considerations To prepare for the Forty Foot Road / Bridge construction project, Towmencin Township designed and built a municipal road around the project area as a bypass to maintain state highway and Turnpike-bound traffic. With Forty Foot Road reopened and adjacent land redevelopment beginning, the bypass road will be re-striped to become “Towamencin Avenue,” a town center street with on-street parking. This early investment in infrastructure allowed Forty Foot Road to be closed for roadway excavation and bridge construction with reduced traffic maintenance costs, and created a valuable new asset for motorists and local developers. The structural engineer assessed the options for constructing the large fascia beams, including construction of the beams in place (standing and flat) and precast / delivered. All options were determined to be technically feasible. Ultimately, prefabricators did not respond to the project due to issues of transporting the fascia beams. The prime contractor elected to build the beams in place, with formwork set on scaffolding bearing on the asphalt sub-course of Forty Foot Road. Figure 6 – Forty Foot Road was excavated and utilities relocated. The contractor elected to build the roadway base course and erect scaffolding to support structural formwork for the fascia beams. The fascia beams were designed with haunches to bear the outer edges of the deck. Three interior stringer beams support a traditional structural concrete deck. Computer-cut foam art forms were used inside the structural forms to create the fascia art motif. Structural pylons were clad with formed concrete art panels. 9

INTEGRATING AESTHETICS AND ENGINEERING DETAILS Aesthetic Design Process Determining the “context” and selecting the art features of the bridge was a rational design process that was fully integrated with engineering from the project conception. Philosophy The aesthetics of Forty Foot Pedestrian Bridge exceed the minimalist sensibility of beauty inherent in “pure” structural solutions. In this case, the added “architecture” creates a restrained aesthetic for the structure by evoking the archetypal language of engineering geometry. Art lines are designed as graphic interpretations of forces active within the bridge, including tension, compression, camber, bearing, and repose. These symbolic acknowledgements respect real structural features such as corbels, spring points, hinges, and keystones. Scale was carefully considered to integrate structural requirements with visually pleasing proportions. The result is a subliminal sense of harmony and balance to the structure. Fascia Beams as a “Canvas” The fascia beams were selected as the primary members for art treatment for their visibility. A conventional concrete bridge design for this span would not normally provide the opportunity to create such a large uninterrupted canvas for art forms. Typically, a solid parapet would be created by either fastening a jersey barrier, cast in place wall, or precast sound barrier to a composite concrete box beam superstructure / concrete deck. In some cases, art treatments are applied to these vertical elements, but rarely does artwork affect their shapes, engineering, or construction methods. The challenge to the structural engineer was to create an uninterrupted full-span, full-height beam that could be constructed practically. Engineering Innovation – Fascia Beams The structural engineer created a hybrid beam member that acts as a standard load- bearing concrete stringer beam with geometry modified to include the safety functions of concrete parapets as well as the sound-dampening functions of sound walls within the new concrete fascia beam design. The success of the aesthetic ideas for the fascia beams relied on this engineering innovation – not only to provide the venue for the proposed artwork, but to become the true artistic achievement. The art motif responded to the bold engineering in the form of elegant, sweeping arch lines and Art Deco-style detailing within the deceptively massive 80-foot span fascia beams. 10

Figure 7 – Landscape architect’s construction document for fascia beam architectural treatment. 11

Figure 8 –Structural engineers construction document for fascia beam.. 12

The fascia beams extend above the deck elevation to create the appearance of a rigid frame. The structural concrete deck bears on interior haunches of both fascia beams and three interior box beam stringers. This design allows deck edges to be hidden, with only the structural wearing surface exposed and treated. Concrete buttresses hidden within the planters tie the beams structurally to the deck. The fascia beams are simple span reinforced concrete members designed to seat on cast in place concrete abutments with standard laminated neoprene bearing pads. Within each fascia, 15 epoxy-coated #7 bars provide the primary flexural reinforcement, and epoxy- coated #4 stirrups act as shear reinforcement. Both ends of the beams slope up behind the abutments to cantilever toward structural pylons that are supported on the substructure. The curved top of the fascia beams was an aesthetic decision that the engineering accommodated to soften the shape and “reduce” the visual mass of the member. The curves at the top of the beams become part of the visual arch created by the art line formed below into the face of the fascia beam. Art / Architecture Forms The architectural design of the bridge exploits the versatile, plastic nature of concrete and employs a combination of treatments to the material. The formed arch line and the shadowed relief that it creates in the fascia beams was designed to “lighten” the apparent mass of bridge structure. CAD-generated, computer controlled and cut styrene form liners were used to create the art features within the fascia beams. The art relief below the arch was designed to be simple and intriguing ripple forms that change frequency and capture the general fluid nature of movements below a bridge. The horizontal shadow lines created by the ripples were designed to subtly elongate the bridge and “de-emphasize” the sense of its vertical dimension. Maximum depth of relief in the structural beam is four inches. Sloped Paver Walls The most important architectural decision after the fascia beams was the engineering of the sloped paver walls, above the MSE retaining walls. The sloped walls were designed using geogrid-reinforced slopes at a 1:1 gradient to expand the sense of openness and provide visual relief from the roadway vantage point. The sloped walls allow the roadway environment to open up to light and views toward the pedestrian streetscape environment above, and are visible from all directions. Without the sloped walls, the MSE retaining walls would have been much higher, and the roadway approaches to the bridge would have appeared much deeper and narrower. This would have created a severe “trough” effect in the roadway environment, and the bridge would have appeared shorter and higher. 13

Figure 9 – The sloped walls above the MSE retaining walls reduced the sense of depth of the roadway and were constructed with standard concrete unit pavers and stabilized with geogrid reinforcement. The pavers were finished with dark mortar and urethane anti-graffiti treatment. The sloped walls allow the engineered abutment wing walls to be visible as they extend away from the bridge portals and to serve as “pylon” elements. The cantilevered ends of the beams slope up from the abutments to the structural pylons and are clad with architectural wing wall façade panels attached to the structural pylon cores. The sloped wall allows the formed arch in the fascia beams to appear to “thrust” from the 45-degree angle bearing line. The material selected for treatment of the slopes was very important. The maintenance program eliminated the option to vegetate the steep 1:1 slopes. Conventional concrete unit “brick” pavers were specified on sloped concrete slabs and laid on a mortar bed in a fan pattern. The paver walls were designed and installed as compressive structures, bearing against the MSE walls and tied to grade using geogrid reinforcement. These reinforced slopes are reportedly the first to be designed and constructed using geogrid reinforcement within PennDOT District 6-0. A trench drain was engineered behind the cap of each quadrant of MSE wall to drain the sloped walls. Dark mortar was used in the paver joints to reduce contrast and the finished sloped surfaces were treated with a transparent urethane sealant. 14

The sloped walls will remain structurally intact, even as development occurs in the quadrants around the bridge. A new hotel complex in one quadrant uses the new building foundation to re-anchor MSE reinforcing ties. MSE Retaining Walls Precast MSE panels with vertical rustications were selected from in-stock materials as the most economical option for roadway retaining walls. At the deepest point, the MSE walls are exposed eight feet. The art design takes advantage of the line of MSE wall caps as an architectural corbelling feature by adding custom cast finials where MSE walls meet the abutments. Abutments The abutments are conventional cast-in-place, reinforced concrete with in-stock architectural rustication formwork to match the MSE wall panel rustications for visual continuity. Structural abutment wing walls support custom, precast concrete architectural panels that are used to unite the fascia beams visually to the pylons. Precast wing wall caps sit down over the architectural panels and support finial globe lights on each pylon. Deck The deck is 40 feet wide at the portals and narrows to 20 feet wide at center span between the cast-in-place landscape planters. The deck slopes away from midspan at 2% to direct water to trench drains at either abutment and to reinforce a subtle, ceremonial “camber.” Concrete deck material was extended in semicircular aprons outside each portal to create a graceful approach and sense of spatial transition to the bridge. A dark red aggregate was specified for the deck mix with an analogous red stain in the urethane surface coating to provide contrast to the lighter colors of the other bridge elements. The deck aggregate was exposed and a three-foot apron at the base of both planters was stamped to impress a fan pattern to match the sloped wall pattern. Both texture treatments were used specifically to inhibit the attractiveness of skate boarding on the desk. A construction achievement was creating the stamped patterns in the same deck using retardants to achieve an exposed aggregate texture finish for the primary walk area. 15

Figure 10 – The portal elevation of the bridge reveals the sweeping forms of the concrete landscape planters that echo the curves of the fascia beams and deck. The planters are insulated, waterproofed for drainage and automatic irrigation. Plant material was selected for harsh microclimate extremes. Landscape Planters on Deck The concrete planters formed into both sides of the deck are amenities that capture the elements of the surrounding landscape to temper the bridge deck environment. The size of the planters was designed to create vessels large enough to support medium-sized canopy trees and balance the need for a generous pedestrian cartway. The curved shapes reinforce the curving parapet shape of fascia beams. Planter wall rustications match the scalloped formwork in the wing wall panels. The planters are insulated, membrane-lined, automatically irrigated, and plumbed for drainage – to create the most optimum growing environment possible. The trees and the insides of the fascia beams are up-lighted from within the planters for night effects. A custom planting soil medium was designed for optimum growing culture in harsh conditions. Hardy plant materials were selected to meet extreme wind, cold and heat conditions. 16

CONCRETE MATERIALS / TECHNIQUES / TREATMENTS Material Concrete was selected as the most practical and economical material for a bridge of this size and configuration. The entire bridge project is constructed of concrete, using many standard construction items to display a wide range of capabilities in mixing, forming, and treating concrete material for aesthetics – without any attempt to mimic other materials such as faux stonework. Combination of Precast and Cast in Place Elements The bridge design combines multiple fabrication techniques to take advantage of the wide variety of unique properties achievable with conventional precast, custom precast, and custom cast-in-place members, such as; • conventional precast elements including: prestressed concrete box beams, MSE wall panels/caps, jersey barriers, and conventional sloped wall concrete unit pavers. • custom precast elements including: pylon wing wall panels, pylon caps, and MSE Wall cap finials. • cast-in-place elements including: reinforced concrete fascia beams with custom prefabricated architectural form liners, reinforced concrete abutments with architectural treatments, bridge deck, curved planter walls, and coping on deck. A White Portland cement mix was specified for all cast-in-place structures and architectural elements to show off the colors of exposed aggregates and to provide the most pure concrete base for translucent color staining. This proved to be effective for treatment of the exposed aggregate areas of the planter walls, wing wall panels and fascia beams, where a lightly pigmented urethane coating allowed the white Portland cement mix to show off the selected color. This was not the case where the urethane treatment was applied without pigment and the bright white color of the raw concrete was darkened and uneven using a clear urethane. The remedy was to pigment the urethane treatment of exposed aggregate areas with translucent color and all other areas with opaque color. Three classes of concrete were specified for the bridge. Class A (f’c=3000 psi) was used in the foundations, abutments, and wingwalls. Class AA (f’c=3500 psi) was used in the fascia beams, wingwall panels, and planter wall. Class AAA (f’c=4000 psi) was used in the reinforced concrete deck slab. The superstructure also contains three standard prestressed concrete box beams. These 48” wide by 36” deep beams were fabricated using concrete with a 28-day strength of 7000 psi. The beams contain 50, 270 ksi low relax strands, 12 of which are debonded for 12 feet at each end. The beams were prestressed with an initial jacking load of 1691 kips. 17

Techniques Architectural techniques employed include: • sandblasting – to expose aggregates for aesthetics in specific surfaces in the fascia beams, wing wall panels, and planter walls. The contractor chose grinding and wire brushing for certain surfaces. • retardant – to expose ornamental aggregate in the deck for aesthetics and non-slip texture. The contractor found the challenge was to use retardant in the mix to expose aggregate while stamping the surface of the same concrete pour without exposing the aggregate. • Stamped concrete – to create architectural patterns in the concrete deck to match the patterns of the pavers laid for the sloped walls. • form liners – custom-cut form liners fabricated using an automated shaping machine programmed to read the AutoCAD construction documents and to create precisely matched panels for the ripple forms in the fascia beams. • water-resistance admixture – for deck and fascia beams concrete mixes, to improve water resistance of high-cost primary members where de-icing salts threatened longevity. This was considered a prudent investment with the fascia beams tied to the deck with structural buttresses and the steel of architectural concrete planter walls tied to the deck. Concrete Treatments A custom-colored, aliphatic urethane treatment was applied to all exposed surfaces of the bridge and retaining walls. Color Color for the concrete surfaces was specified extremely carefully to allow for multiple field mockups and photo-rendering studies of the actual structure during construction. Early concepts using several colors were simplified to two colors and a bright white. The deck was stained a medium burnt red with dark red aggregate to reduce glare. A light sea green was selected as the translucent color to be applied to the exposed aggregate areas. The color hue and value were balanced to accent the rougher exposed aggregate textures and strategically set off the opaque bright white to emphasize specific art shapes. In the case of the fascia beams, the light green is used below the arch shape to make the ripple forms visually “recede” and push the white arch forward. The effect from a distance is that the green tends to blend with the sky and landscape colors and the slender arch leaps across the road ahead. 18

COSTS / FINANCING CONTRACT AMOUNT, PROJECT SCHEDULE, AND STATISITICS The project was documented and bid using the standard PennDOT Electronic Contract Management System process and awarded to the lowest qualified bidder. The original and final contract award amount was $12,976,706.50, bid by Road Con, Inc. The project let date was September 9, 2004, and construction started in December 2004. The Bridge was a lump sum cost of $1,039,845 (including rebar). The MSE walls were also lump sum items at $77,000 each ($308,000 for all four). The project was constructed in five stages and several were built concurrently. Towamencin Avenue was built in 2001, as part of the Towamencin Township Village Plan and in advance of this project, to create a convenient detour for Forty Foot Road. Forty Foot Road excavation depressed the finished roadway elevation 8 feet to construct the pedestrian bridge and MSE walls. This plan also allowed for full width reconstruction with no maintenance of traffic on Forty Foot Road. Forty Foot Road was reopened to traffic in December 2006. Time extensions were granted to extend the construction schedule into June 2007 to complete the pedestrian bridge. A technical time extension was granted until spring 2008 to allow for final inspection/installation of the plantings, testing and municipal training for bridge maintenance. PARTNERSHIP FINANCING The project was structured as a local match between the Towamencin Township Infrastructure Authority (TTIA) and PennDOT. The TTIA was responsible for 100% of the engineering costs and PennDOT was responsible for 100% of the construction costs – using a typical 80% federal to 20% state matching ratio. The project was conducted as a phased process, with the municipality commissioning all planning, design, and engineering costs. Ownership was a structured as “turnkey” agreement, where the Township assumes ownership and maintenance of the bridge upon completion. LIFE CYCLE INVESTMENTS Higher capital costs were found to be acceptable for value-added features, materials, and techniques that were considered as smart life-cycle investments to reduce maintenance costs. Adding the water resistance admixture to major structural elements including the fascia beams and deck was considered prudent by the Township as the “turnkey” owner that would assume maintenance. PennDOT considered this investment prudent as part of the terms of ownership transfer that would remove the bridge from the state highway system in perpetuity. 19

Higher capital costs for context design features were found to be acceptable as a catalyst for local private investments to increase tax ratables to contribute as a perpetual source of bridge maintenance funding to the Township.. SUSTAINABILITY The pedestrian bridge was conceived in 1994, on the early edge of investments in “green infrastructure.” The merits of the bridge were considered in terms of energy and environmental savings as well as pedestrian and vehicular safety issues of a grade- separated crossing of Route 63. Sustainability considerations for the bridge included the following features: • Walking Alternative – The new pedestrian bridge offers an inviting and convenient alternative to driving across the road, an option that significantly reduces costly fuel consumption, greenhouse gas emissions, and air quality pollutants generated from inefficient and dirty vehicular “cold starts” to otherwise drive across the road. • Vehicular Efficiency – The new pedestrian bridge eliminates an additional traffic signal for a pedestrian crossing on Route 63, making it a green infrastructure capital investment that significantly reduces inefficient fuel consumption by eliminating the need for hundreds of dead stops, idling, and acceleration of highway vehicles daily within the town center. This is a major contribution to regional air quality and fuel efficiency for all citizens. CONCLUSION The Forty Foot Bridge project demonstrates how proactive land use planning by a small, but determined municipality can positively impact transportation infrastructure decisions. Depressing an existing state highway alignment to accommodate a new pedestrian bridge is a rare achievement between PennDOT and local governments and reflects the growing emphasis within the Department toward creating highly functional, multi-modal context sensitive improvements. Within the Towamencin Town Center, the new bridge serves as an icon and catalyst for future mixed-use, pedestrian-oriented development in adjacent parcels. The successful execution of this bridge within the standard PennDOT procurement process demonstrates that there is the sufficiently high level of craftwork capability in the marketplace to construct such custom design and technically challenging projects. The Forty Foot Pedestrian Bridge is a visible landmark and benchmark for excellence in the design of public infrastructure. AWARDS 20

The Forty Foot Road Pedestrian Bridge and Roadway Improvement project received the • 2007 Project of the Year Award from the American Society of Highway Engineers (ASHE) Delaware Valley Chapter - for projects over $5 million. The Forty Foot Bridge was acknowledged to receive the • 2008 PCA Bridge Design of Excellence Award from the Portland Concrete Association – to be presented on November 2, 2008. The Towamencin Town Center Plan won three planning awards in 1996. ACKNOWLEDGMENTS Owner: Towamencin Township P.O. Box 303 1090 Troxel Road Kulpsville, PA 19443-0303 215 368-7602; fax 215 368-7650 Robert Ford, Township Manager Partner: Pennsylvania Department of Transportation, Engineering District 6-0 7000 Geerdes Blvd. King of Prussia, PA 19406 Harold Windish, Construction Project Manager hwindisch@state.pa.us Consultants: For additional information, please contact: Simone Collins Landscape Architecture Inc. 511 Old Lancaster Road, Berwyn, PA 19312 Master Plan – Prime, Bridge Design / documentation 610 889 0348; fax 610 889 7521 William Collins, RLA, ASLA wcollins@simonecollins.com McMahon Associates Inc. – Transportation / Civil Engineers Traffic studies, Engineering, Construction Inspection - Prime 425 Commerce Drive, Suite 200 Fort Washington, Pennsylvania 19034 215.283.9444, 215.283.9447 John J. Mitchell, P.E., Associate, Fort Washington GM Kristen L. York, P.E. kristen.york@mcmtrans.com QBS International, Inc. – Structural Engineers Kevon Office Center 2500 McClellan Blvd, Suite 340 21

Pennsauken, NJ 08109-4613 856 663 3222; fax 856 6631777 John Ruff, P.E. jruff@qbsinternational.com GeoStructures Inc. – Geotechnical Engineers 1000 W. 9th Avenue King of Prussia, PA 19406 610 265 1818; fax 610 265 1833 Bashar S. Qubain, PE, President bquabain@geostructures.net RoadCon Inc. – Contractor 917 Old Fern Hill Rd, Suite 500 West Chester, PA 19380 610 429-8089; fax 215 412 2658 Albert D. Hoffman, VP ahoffman@road-con.com John Granger, former Towamencin Township Manager “Architect” of the Towamencin Town Center Plan 22

ACTION FORM PROCEEDING: Safety Advisory & Transportation Committee AGENDA ITEM NO.: DEPARTMENT OF ORIGIN: Fire Marshal’s Office DATE SUBMITTED: January 11, 2011 PREPARED BY: David Truax - Fire Marshal SUBJECT: Open Burning REFERENCE: N/A RELATED PROJECT: N/A APPROVALS: N/A EXHIBITS: Proposed Ordinance #2011-06 – Chapter 46 – Fire Prevention and Protection EXPENDITURE REQUIRED: $ AMOUNT BUDGETED: $ FUNDING SOURCE (Dept./Page in CIP & Budget): N/A TIMETABLE: RECOMMENDED ACTION: Adoption of Ordinance #2011-06 BACKGROUND AND ANALYSIS This amendment is proposed to expand the present open burning ordinance to better define open burning and barbecuing; more clearly define where and how open burning and barbecuing are permitted; and better address the use of outdoor portable fireplaces.

CITY OF DOVER PROPOSED ORDINANCE #2011-06 1 BE IT ORDAINED BY THE MAYOR AND COUNCIL OF THE CITY OF DOVER, IN 2 COUNCIL MET: 3 That Chapter 46 - Fire Prevention and Protection, Article I - In General, Section 46-5 - Open 4 Burning, be amended by inserting the text indicated in bold, blue, italics and deleting the text 5 indicated in red strikeout as follows: 6 Sec. 46-5. Open burning. 7 In residential multiple occupancy structures containing three or more dwelling units, 8 including but not limited to apartment houses, dormitories, roominghouses, and condominium 9 buildings, the open burning of any type shall be prohibited, except when permitted by the fire 10 marshal. The use of charcoal or gas-fired grills, burners, or cookers shall be prohibited on 11 balconies or within ten feet of the multiple occupancy structure. 12 (a) Definitions. The following words, terms and phrases, when used in this chapter, 13 shall have the meanings ascribed to them in this section, except where the context clearly 14 indicates a different meaning: 15 Barbecuing - Commercial. The preparation and cooking of food by way of gas 16 grill, charcoal grill, or other apparatus used for the cooking of food by way of 17 flame produced through wood, charcoal, or gas for the purpose of cooking food 18 for the sale to and/or consumption by the general public. 19 Barbecuing - Recreational. The preparation and cooking of food by way of gas 20 grill, charcoal grill, or other apparatus used for the cooking of food by way of 21 flame produced through wood, charcoal, or gas for the purpose of cooking food 22 for the consumption by a family and/or guests or by the membership of a private 23 organization or church congregation. 24 Open Burning. The burning of materials wherein products of combustion are 25 emitted directly into the ambient air without passing through a stack or chimney 26 from an enclosed chamber. 27 Outdoor Fireplace. Any homemade or commercially produced fireplace, fire pit, 28 or fire ring used for the kindling of wood. 29 (b) Permit required. Open burning of structures, brush, or bonfires shall not be 30 permitted without a permit obtained from the Fire Marshal. 31 (c) Fire dimensions. Open burning, when permitted, shall be kindled in such a 32 manner as not to be a danger to other campers, recreational vehicles, tents, or structures 33 and shall not be of a size greater than 18 inches by 18 inches by 18 inches. Height of the 34 fire shall be measured from the ground or from the bottom of the inside of the container 35 being used to kindle the fire. Open burning shall not be kindled directly on the ground 36 unless contained in a fire ring.

Proposed Ordinance #2011-06 - Ch 46, Art I, Sec 46-5 - Open Burning Page 2 37 (d) Fire clearances and time restrictions. Outdoor fireplaces shall have 36 inches 38 clearance from all combustibles when in use. Portable fire places, fire pits, or fire 39 rings shall be extinguished in a residential area between the hours of 12:00 40 midnight and 8:00 a.m. 41 (e) Commercial barbecuing. Commercial barbecuing shall be permitted under the 42 following conditions: 43 (1) The location has been approved by City of Dover Licensing and Inspections 44 and the Fire Marshal and an Outdoor Public Gathering Permit has been obtained. 45 (2) One (1) fire extinguisher of not less than five (5) lbs. (pounds) ABC is to 46 be located within ten (10) feet of the cooking area. Cooking area and cooking 47 fuels shall be secured from public access. 48 49 (3) Approval from the Board of Public Health has been obtained. 50 (4) The operator shall make all reasonable attempts to avoid causing a 51 nuisance to nearby property owners with smoke, fumes, or sparks. 52 (5) All compressed flammable gas containers used for cooking shall be secured 53 in such a way as to prevent them from being knocked, tipped, or blown over. 54 Any commercial barbecuing operations which are a continual nuisance because 55 of smoke, fumes, or sparks shall be terminated by the Code Official or Fire Marshal and 56 the Outdoor Public Gathering Permit revoked until such time as the Director of Licensing 57 and Inspections is satisfied that the problem has been corrected. 58 Barbecuing of any kind shall not be kindled within 200 feet of any fuel pump or 59 storage tank fill. Cooking grease shall not be disposed of by placing it directly on the 60 ground or in storm water drains. 61 (f) Prohibited - Multi-family residential dwelling units. In apartment buildings, 62 condominiums, or any other multi-family residential dwelling of three (3) or more units 63 by any other name, the storage of propane tanks inside units or on balconies is prohibited. 64 Recreational barbecuing shall be prohibited on any balcony or under any overhanging 65 portion or within 15 feet of any structure, except that the use of electrical ranges or 66 electrical grills shall be permitted. The use of outdoor fireplaces on balconies is 67 prohibited. 68 (g) Fines. Any owner, occupant, contractor, or body corporate found to be in violation 69 of this section shall be issued a summons as provided for in Appendix F--Fees and Fines. 70 (h) Authority of the Fire Marshal. The Fire Marshal is authorized to impose a ban 71 on open burning if weather conditions do not safely permit open burning. The Fire 72 Marshal or Fire Officer shall order any fire extinguished that is deemed unsafe or not in 73 compliance with Section 46-5 of the Dover Code.

Proposed Ordinance #2011-06 - Ch 46, Art I, Sec 46-5 - Open Burning Page 3 74 ADOPTED: * 75 SYNOPSIS 76 To enhance the safety of commercial and recreational barbecuing and to 77 control and maintain the proper use of open burning. 78 Actions History 79 February 23, 2011 - Scheduled for Consideration by the Safety Advisory and Transportation Committee 80 S:\ORDINANCES\2011\Draft\Ordinance 2011-06 - Ch 46, Art I, Sec 46-5 - Open Burning - .wpd