Lackawanna River Watershed Conservation Plan

Appendix A

 Lackawanna River Heritage Trail

Trail Routing Alternatives Report

prepared by

The Lackawanna River Corridor Association

November 2001

Lackawanna River Watershed Conservation Plan

Appendix A 

Lackawanna River Heritage Trail

Trail Routing Alternatives Report

prepared by

The Lackawanna River Corridor Association

 November 2001

This project is funded with support from the Chesapeake Bay Program Small Watershed Grants Program administered by the National Fish and Wildlife Foundation, the Scranton Area Foundation, the Rivers Conservation Program of the Commonwealth of Pennsylvania, Department of Conservation and Natural Resources, a cooperative agreement for Technical Assistance with the Lackawanna Heritage Valley Authority

and

The membership and community support funding received through contributions to the Lackawanna River Corridor Association.

Report prepared by

Bernie McGurl

With assistance from

Deilsie Heath Kulesa

Arthur Popp

Christian Watkins

Lackawanna River Heritage Trail

Trail Routing Alternative Report

The Lackawanna River Corridor Association (LRCA) has compiled this report under provision of Section B, Scope of Work of the Agreement for Technical Services dated July 6, 1999 between the LRCA and Lackawanna Heritage Valley Authority extended by Letter of Agreement of November 17, 2000 and further extended to May 31, 2001. 

The Lackawanna Heritage Valley Authority (LHVA) shares a mission with the LRCA to develop a forty-mile trail and greenway along the Lackawanna River from its confluence with the North Branch Susquehanna River at Duryea and Pittston, Luzerne County to the headwaters of the Lackawanna River near Union Dale, Susquehanna County. 

The majority of the trail greenway alignment, approximately thirty-two miles is proposed to be developed along the river corridor between Old Forge and Vandling in Lackawanna County.  The Lackawanna River Heritage Trail (LRHT) originated in recommendations in the Lackawanna River Citizens Master Plan (1989) developed by the LRCA, Lackawanna County and the National Park Service.  The plans comprehensive proposals address environmental problems, promote conservation, recreation and the appropriate management of river corridor resources.  The greenway trail functions as a vehicle to facilitate and encourage the clean up of pollution sources and improvements to the management of River corridor resources. 

The greenway trail is also a significant component of the Plan for the Lackawanna Heritage Valley (1990).  The LRHT was further developed in the Lackawanna Heritage Valley Rails to Trails Study (1991). The study developed an inventory of abandoned railroad corridors in the Lackawanna Valley region. 

The Rail Trail Study served to coalesce several participants’ interests and lead to the formation of the Rail Trail Council of North East Pennsylvania (RTC) in 1991. The mission of the RTC is to promote Rails-to-Trails projects on the D&H and O&W railroads which parallel the upper fifteen miles of the Lackawanna River and its east and west branches prior to exiting the watershed.  The RTC created an affiliated organization, the Trail Conservation Corporation (TCC) in 1995 to facilitate property acquisition. 

The LRCA had also developed the Lackawanna Valley Conservancy (LVC) in 1995 to provide the services of a land trust / conservancy to assist in the acquisition and management of real estate for conservation, recreation, and cultural preservation. 

These entities are all organized as charitable and educational organizations and operate under the terms of Section 501(c)(3) of the Internal Revenue Code.  The organizations work collaboratively through cooperative agreements to develop and conserve trail and greenway resources. 

The LRCA, NPS and the Corps of Engineers developed more detailed plans in the Lackawanna River Greenway Study (1993).  This study developed the initial feasibility information which has served as a basis to support LHVA, LRCA and RTC projects which have acquired and developed several trail segments:

The LHVA is presently implementing a Transportation Enhancement program (TEA 21) funded project to acquire additional properties for the LRHT.  This project, LRHT Phase II is funded to acquire the following:

When these acquisitions are completed, additional funds will be needed to develop the rights-of-way and adjacent parcels for recreational trail use.  The acquisitions will bring the total of Trail miles acquired by LHVA to twelve miles. The Rail Trail Council’s forty miles of D&H and eight miles of O&W fee and easement acquisitions include ten of the LRHT’s forty miles. This leaves a balance of eighteen-miles of trail right-of-way acquisition needed to complete development of the LRHT from the confluence of the Lackawanna and Susquehanna rivers in Luzerne County to Stillwater Dam in Susquehanna County.

This report details a variety of route alternatives which may provide feasible choices for the LHVA,  LRCA and partner-agencies to acquire and develop the remainder of the eighteen miles needed to complete the LRHT. 

The approximate eighteen miles are divided into seven sections as follows:

  1. Old Forge to Pittston, OF/P: Confluence area Pittston / Duryea to Union Street Old Forge: 3 miles

  2. Taylor to Old Forge, T/OF: Union Street, Old Forge to Depot Street, Taylor (south end of CNJ Trail, Scranton to Taylor): 4.75 miles

  3. Scranton Greenway, SCR:    Bridge 60, Scranton to Mulberry Expressway Bridge, Scranton (Scranton Greenway): .75 miles

  4. North Scranton, NS:    Mulberry Expressway Bridge to Green Ridge Street Bridge, Scranton: 1.75 miles

  5. Throop to Olyphant/Blakely, TO/BY:    Boulevard Avenue, Throop to Condella Park, Olyphant: 3.75 miles

  6. Jermyn to Carbondale, J/CAR:    Rushbrook Street in Jermyn to Racket Brook (Ben Mar Restaurant) Carbondale:   4.5 miles

  7. Carbondale to Fell, CAR/FELL:    Downtown Carbondale to D&H and O&W Trailheads at the PA Route 171 Bridge in Simpson: 1 to 2 miles

Note that mileage is approximate, total sectional mileage exceeds 18 miles. These sections and the route alternatives present an array of challenges as well as opportunities.  Several other related projects are being implemented which may present nearly complete linkages.  These include the proposed Wilkes-Barre, Pittston, Duryea Trail which is planned to extend to Old Forge and the Army Corps of Engineers flood levee projects in Scranton and Olyphant.  Other obstacles may be more of a challenge such as the need for a pedestrian bridge, regrading of topography, crossing or interface with active railroads, roads and highways.

The alternatives presented in this report are the result of review of previous routing recommendations from the Rail Trails Study of 1991 and the Corps’ Greenway Study of 1993.  Subsequent to the review and an analysis of successful trail projects and their locations, LRCA personnel and volunteers conducted physical stream walk surveys to gather physical conditions information along the river and tributary stream corridors. This information was then overlaid for comparison on digitized property plats derived  from Lackawanna County tax maps, on USGS topographic maps and on 1" = 1,000' digital orthophotography.      

In preparing the route selection, the following objective criteria were applied: 

Each trail section is analyzed and discussed with recommendations in the following:

1.   Old Forge to Pittston, OF/P 

Alternative OF/P1: Three miles along active rail corridors.

Description: This route is a continuation of the Wilkes-Barre to Pittston Rails-with-Trails project.  It originates at the proposed Pittston City Water  Front Park between the Water Street and Ft. Jenkins bridges and is routed along the former Lehigh Valley Wilkes-Barre Branch now owned by the Luzerne County Rail Corporation. It proceeds one mile north to Pittston Junction/Coxton Rail Yard. It parallels Main Street through Pittston Lumber, Insalacos, Bevaco commercial sites and then terminates at Coxton Yard.  The route continues through Pittston Junction through the intersection of rail trackage and open space areas along Main Street where the former Lehigh Valley Rail lines were crossed by the former DL&W Bloomsburg branch.  Continuing northward from the junction, the route follows the DL&W Bloomsburg trackage now operated by Reading Blue Mountain and Northern Railroad. The route passes under Main Street in Duryea and passes to the east of Main Street, through Duryea for two miles to and along the east side of Main Street into Old Forge. 

Discussion:    The Pittston Rail- with-Trail project is a partnership of the City of Pittston, the Luzerne County Tourism Agency, and a newly formed trail group.  The project has completed feasibility plans and has secured construction funding for two projects in Pittston and Jenkins Township.  The feasibility study proposed a route along active rail lines from Wilkes-Barre through Pittston to Duryea/Old Forge.  The project has developed an operations agreement with the Luzerne County Rail Commission from Wilkes-Barre through Pittston Junction, Yard Limit, Coxton Yard, Duryea. 

An agreement with Reading and Northern, a private carrier would be required for the use of the rail corridor between Coxton Yard and Old Forge.  The now single track line once carried two to three tracks and therefore can physically accommodate dual use with fencing and buffers.  There are several bottlenecks at the McAlpine Street/Main Street overpass intersection and in the vicinity of rail structures in Pittston Junction. 

Analysis:    This route is the preferred alternative due to its direct connection to the Luzerne County trail network and the Delaware and Lehigh Heritage Corridor.  Due to the physical problems in the lower Duryea Coxton Rail Yard area some alternative routing along roadways or through adjacent private parcels may be necessary.  LRCA and LHVA may consider support for the Pittston trail partners as they continue the lead in advancing the overall development of this route.  Regular contact between LRCA/LHVA and the Pittston group is recommended to facilitate the implementation of this trail segment during the near to mid-term — four to eight years. 

Alternative routes:    Old Forge to Pittston has several route alternatives which may be considered in their entirety, in portions or as side trails for future access to the confluence area pending development of a confluence park or open space management area as originally envisioned in the Plan for the Lackawanna Heritage Valley.  These routings are described from north to south assuming a link-up with the LRHT at Union Street Bridge, Old Forge, one-thousand feet north of the county line along Main Street. 

Alternative OF/P2: Three miles along abandoned rail corridors west of the Lackawanna River. This route originates at Connells Patch near Union Street, Old Forge and follows the route of the abandoned Lehigh Valley Sibley Branch south to Stephenson Street, Duryea. Two sub alternatives are available here: OF/P2A continues along the Lehigh Valley right-of-way to Coxton Road and then into Coxton Yard or along adjacent parcels to the rail yard access road back to Coxton Road and Main Street, Pittston Junction.  OF/P2B leaves the rail corridor at Stephenson Street and follows a new right-of-way to be created through undeveloped private parcels and flood control levees from Stephenson Street along the west bank of the Lackawanna River to Coxton Road and Main Street , Pittston. 

Alternative OF/P3:    From Coxton Road follows the Coxton Rail Yard confluence access road to the Coxton rail bridge, the route accesses the rail corridor and uses the rail bridge to cross to the east bank of the Lackawanna proceeding along the rail yard service road to the Main Street rail with trail corridor. 

Alternative OF/P4:    Proceeds from Coxton Road along the Coxton Rail Yard confluence access road to the former Coxton Roundhouse site and then utilizes an abandoned truss rail bridge which crosses the Susquehanna  River to PA 92 in Exeter.  The route then would follow the abandoned rail corridor to the West Pittston flood levee and then proceed along Susquehanna Avenue to the Fort Jenkins Route 11 bridge. 

Alternative OF/P5:    Proceeds from Coxton Road along the Coxton Rail Yard confluence access road to the confluence of the Lackawanna and Susquehanna rivers.  This route requires the construction of a pedestrian/ bicycle bridge across the Lackawanna River within 1,000 feet of its confluence with the Susquehanna.  The route then proceeds across undeveloped private parcels containing abandoned gravel pits and coal strippings.  The route passes under the east abutment of the DL&W Coxton/West Pittston truss bridge and follows the flood plain of the Susquehanna to the vicinity of Pittston Lumber where it rejoins the Rail- with-Trail OF/P1 alternative. 

Alternative OF/P6 is routed along Main Street from Union Street, Old Forge to Marcy Street, Duryea then along Marcy Street and the Duryea flood protection levee to Stephenson Street then to Church Street, Crittenden Street and the balance of the levee to Canal Street at Main Street then along Main Street into Pittston Junction where Alternative OF/P6 follows OF/P1 along the Luzerne County rail corridor from Coxton Yards to Pittston. 

Analysis:    Alternatives OF/P2 and OF/P2A seem to offer the most viable alternative to OF/P1 for the upper portion of the route, these routes tie into the recommended Old Forge to Taylor alignment (see next section).  They have the least amounts of interface with traffic, with the exception of the Coxton Road intersections and rail underpass. 

Due to the complexity of the road and rail infrastructure in the Pittston Junction/Coxton Road reach, all alternative routes may require some type of bridging to safely carry trail traffic over and through the impeded sections.  All alternatives are viable to develop side trails, loop trails and interpretive trails in and through the confluence area.  The creation of a state, regional or municipal park or open space managed natural area or the development of a wetlands mitigation scheme for treatment of acid mine drainage all offer opportunities for trail development in this area. 

Trailheads and Heritage Landings , three trailhead sites and/or heritage landings are suggested in the Pittston - Old Forge Corridor:

2.   Taylor to Old Forge, T/OF:

Discussion:   The Taylor to Old Forge corridors are all partially compromised with active rail corridors, the need to pass over or under the Pennsylvania Turnpike , the concerns of trail routing along legislative routes and municipal roads, the challenges of developing new rights-of-way through vacant land and reestablishing abandoned rail rights-of-way impaired by encroachments. 

The opportunities in the Taylor/Old Forge reach should offset any challenges.  The opportunities may be considered as follows:

Alternatives Description: 

T/OF1, this route would run along the river and rail corridor southward from the termination of the former Central Railroad of New Jersey right-of-way presently owned by LHVA between Depot Street and the pylons of the Davis Street/Union Street bridge.  From this point bridging would be necessary to carry the trail over the active rail corridor for several hundred feet.  The bridge would terminate on a parcel of property at the intersection of Cooper Street and High Street.  The trail would follow Cooper Street for three blocks to East Atherton Street then proceed down through the perimeter of the Taylor Cemetery to the Reading and Northern  Rail corridor, the T/OF1 route would follow the rail corridor through Old Forge and into Luzerne County. 

T/OF2 is routed along Depot Street from the CNJ trailhead at Keyser Creek confluence, across the existing public rail crossing at the Taylor Rail Yard and out to Main Street.  T/OF2 follows Main Street through Taylor to Sibley Avenue at the Taylor - Old Forge border.  The T/OF2 route follows Sibley Avenue to the St. Johns Creek corridor and then follows the St. Johns Creek and an abandoned Lehigh Valley Rail Corridor into Old Forge to the vicinity of the Rose Mount Estates subdivision.  The T/OF2 route continues along the Lehigh Valley Rail / St. Johns Creek corridor to the  T/OF2 terminal at the recreation site.  This corridor  also contains the St. Johns Creek branch of the Lower Lackawanna Sanitary collection interceptor sewer.  Greenway improvements could facilitate  improved management of this infrastructure and involve the Sewer Authority with the greenway development process.  From this site T/OF2 can link with the Old Forge/Pittston OF/P2 routes directly.  T/OF2 route links with  OF/P1 route by following Foundry Street and Connell Street to Union Street and Main Street.  A trailhead or landing site would be needed and appropriate in this vicinity. 

T/OF2A alignment originates at the Main Avenue Turnpike bridge and secures easements  across commercial property, parking lots and along gas transmission pipeline rights-of-way parallel to the Turnpike to the alignment of  St. Johns Creek corridor where it rejoins the balance  T/OF2 alignment.  T/OF2A can also intercept T/OF3 alignment under the Turnpike bridge. 

T/OF3 would follow T/OF1 as far as East Atherton Street but would then follow undeveloped land from the vicinity of Taylor Cemetery adjacent to  but not directly on the Reading and Northern Rail corridor and Main Avenue.  T/OF3 would continue along these undeveloped parcels passing under the Turnpike and proceeding to the dead-end of Sibley Avenue where it resumes along the T/OF2 alignment. 

T/OF4 continues from the T/OF1 and T/OF3 along the river corridor by developing a trail on undeveloped land adjacent to the following neighborhoods, River Street, Butler Street, Smith Street and Lincoln Street.  T/OF4 then follows a remnant of an abandoned Erie Rail corridor to Moosic Road.  T/OF4 proceeds along Moosic Road, Louis Drive and Orchard Street with signage and pavement markings.  From the intersection of Orchard Street with Bridge Street, T/OF4 proceeds across the Reading & Northern Rail right-of-way and secures a right-of-way along Main Street through a private parcel containing a former railroad station.  The acquisition of this station may be considered as a trailhead or landing location. The station building offers an opportunity for adaptive reuse and economic development related to trail use and heritage tourism.

T/OF4 links south along Main Street or the rail corridor to the various Old Forge / Pittston (OF/P) trail alignments. 

T/OF5: This alignment follows Depot Street to Main Street where it crosses Main Street and is routed on a to-be-secured right-of-way around  the perimeter of the former Moffat Breaker site to Church Street at Washington Street.  It then proceeds along Washington Street and into the Riverside School District campus.  A pedestrian bridge approximately  180 to 220 feet in length would be required to carry this alignment across the Turnpike in the vicinity of the Keyser Avenue toll booth to reach the gas transmission right-of-way and the T/OF2A alignment to the St. Johns Creek / Sibley Avenue intersection. 

Analysis: The Taylor to Old Forge preferred alternative is the T/OF2 alignment with the T/OF5 alignment to Riverside School District and the  T/OF2A alternatives recommended as modifications to reduce road/Trail traffic interface along Main Street.  This alignment makes use of existing public rights-of-way or acquirable rights-of-way along abandoned rail corridor, gas transmission easements and sewer easements.  It links with the CNJ trailhead, the Taylor business district, Riverside School campus, a proposed Old Forge Borough Recreation complex at Sibley Avenue, proposed the St. Johns Creek Greenway Corridor / Lehigh Valley Rail Trail alignment, an existing Old Forge Borough Recreation site at Connells Patch, a proposed Old Forge Borough Recreation site at Milwaukee Avenue and Main Street and the Union Street / Old Forge Bore Hole area, the vicinity of the Old Forge to Pittston OF/P1 preferred alternative point of origin. 

The T/OF1 alignment may be feasibly developed in part if dual use agreements are developed with the Reading and Northern Railroad through the Luzerne County / City of Pittston Rails-with-Trails project.  Lackawanna Heritage Valley Authority and/or the Borough of Old Forge  may wish to develop similar agreements.  The rail junction at Taylor presents a public safety problem and is physically constrained so as to limit options available for trail passage to a pedestrian overpass as is suggested. 

Portions of the T/OF4 alignment may also be considered by the Borough of Old Forge for local trail/greenway park land development.  The ridge line above the river adjacent to the Lincoln Street neighborhood has some outstanding scenic views of the Old Forge/Moosic/Taylor river corridor not generally accessible to the public.  A managed park land in this corridor would help preserve this scenic viewshed. 

Trailheads and Heritage Landings: The Taylor/Old Forge trail alignments all present opportunities for and have needs for trailhead parking facilities, access points and heritage interpretive landings.  Suggested locations in Taylor are:

The Moffat Breaker site is recommended for its visibility and accessibility due to its location at Main Street and Depot Street.  It also offers opportunities for historical heritage interpretation and integration with an appropriate economic redevelopment of the Moffat site. 

The Riverside Campus offers an alternative secondary site with existing parking facilities in place.  A use agreement with the school district would be required for any trail involvement on district property. 

The Depot Street CNJ site while accessible to the trail is not visible from  Main Avenue and has access constraints and other security concerns which limits its viability as an adequate trailhead site. 

Suggested trailhead / heritage landing sites in Old Forge are:

The three municipal recreation sites, one existing and two under development are recommend as initial trailheads for Old Forge.  An Old Forge Bore Hole interpretive site could be developed with at least some  interpretive panels.

The Old Forge Rail Depot site (Serafini Building) offers outstanding opportunities for a major Heritage Valley interpretive site and landing at the southern gateway to Lackawanna County.  A public-private partnership with the Serafini family could be a vehicle to reutilize this building.

3.   Scranton Greenway , SCR   Bridge 60 (the Steamtown Rail Bridge) Scranton to the Mulberry Street/McDade Expressway Bridge, Scranton: .75 miles

Description: This primary route follows the alignment of the terminal and interchange trackage of the Central Railroad of New Jersey  (CNJ) and the New York Ontario and Western Railroad (NYO&W).  It lies entirely on the west bank of the Lackawanna River immediately adjacent to the central business district of the City of Scranton, Steamtown National Historic Site, the Lackawanna County Trolley Museum, Steamtown Shopping Mall, the proposed multi modal transit center, the historic Central Railroad of New Jersey Terminal and the new Scranton High School.  The SCR alignment begins on the south at the present upper end of the CNJ Trail at Railroad Avenue and Bridge 60.  Between Bridge 60 and Lackawanna Avenue Bridge the former CNJ right-of-way has been filled from its former elevation with approximately 2000-cubic-yards of waste soil excavated from the rear of the adjoining Verrastro Beer Distributor warehouse.

From Lackawanna Avenue Bridge the alignment runs downgrade to the river flood plain and riparian corridor passing under the Linden Street Bridge on a Scranton Sewer Authority easement.

From Linden Street the alignment continues along the sewer easement to the easement’s intersection with the alignment of Love Road at the Mulberry / Expressway Bridge. At this point, SCR links to section number 4.  NS, North Scranton.

Discussion:    The major acquisition considerations along SCR are waste management, engineering and property ownership.

Waste management may be a cost-related issue with removal or regrading of the excavated soils between Bridge 60 and Lackawanna Avenue.  This issue will also be a concern along adjacent fill slopes at the grade separation along the property elevations between the CNJ terminal and the Redners Supermarket at Linden Street.

Property ownership issues may provide a positive cost variable through the SCR alignment.  All three property owners are aware of and are supportive of the project.  Verrastro Distributors owns the Bridge 60 to Lackawanna Avenue reach, The Business Group owns the CNJ Terminal from Lackawanna Avenue to Linden Street, The Shopco Group and Redners Markets owns the Linden Street to Mulberry Expressway reach.

All three owners have offered to donate easements for the trail and greenway and related access points.    The Business Group has secured TEA 21 funding to restore and redevelop the National Register eligible CNJ Terminal building.  They are interested in collaboration to fully develop the greenway and utilize a portion of the CNJ Terminal property as part of a landing/interpretive site/access point for the Lackawanna River Heritage Trail.

The Shopco Redners Market interests have offered an easement for the LRHT as part of their approval process with the City of Scranton Planning Commission and Zoning Hearing Board (correspondence to LRCA from consultants and project principles and testimony before Scranton Planning Commission, 1998).

The SCR alignment links to the NS alignment on the north side of the Mulberry/Expressway Bridge at the point where the Scranton Flood Protection Levee terminates along the Expressway berm adjacent to the alignment of Love Road.

Greenway links and gateways:    The Scranton Greenway portion of the Lackawanna River Heritage Trail is a strategic trail gateway for the entire region.  It can become an important economic generator.  The LRCA recommends that the CNJ Station be developed to include a Heritage Landing as the major gateway to and from the Lackawanna River Heritage Trail and the Downtown Scranton historic, cultural and commercial district. The following discussion highlights some supplemental trail gateways or access ports and related links to downtown Scranton and adjacent sites.

SCR access port 1 consists of ADA graded ramps to allow passage from the CNJ Trail at the Railroad Street trailhead lot the grade of the former Cliff Street/Scranton Street Bridge.  A prefabricated pedestrian bridge or a relocated historic bridge could be installed at the site of the previous Cliff Street Bridge crossing of the Lackawanna River.  This alignment provides access to Steamtown National Park and a potential redevelopment of the Cliff Street Gas Works and other properties on the east bank of the Lackawanna between Cliff Street and Olive Street along the Lackawanna County Rail Authority’s (LCRA) Carbondale line and Strawberry Hill lines.  

SCR access port 2 would allow access from the trail to Lackawanna Avenue and the Central Railroad of New Jersey Terminal building. One access ramp is recommended from the trail to street level as part of the regrading of the area between Bridge 60 and Lackawanna Avenue along the Verrastro Distributing Company property.  Another set of access ways is suggested to tie the trail and river corridor to the CNJ Terminal restoration.  These access ports may consist of trestle-type ramps similar to the Steamtown NHS/Steamtown Mall bridge and ramps and stairways graded into the slopes between the CNJ building at street grade and the trail/river corridor grade.

SCR access port 3 is an additional bridge crossing alternative to install a prefabricated or historic bridge at a new crossing just above the 100-year flood elevation between the Lackawanna and Linden Street bridge sites. This crossing would facilitate access to the east bank site of an electric generation station once operated by Scranton Electric Company.  This site on the riverbank could tie into access points at the Strawberry Hill-Mifflin Avenue area, a potential greenway link to the Lackawanna Avenue Mall area or the Spruce Street corridor into the central business district.

SCR access port 4 would lead from the trail corridor adjacent to the southwest side of the Expressway bridge upgrade to the elevation of the parking lot for the Redners Supermarket site, the rear of the CNJ Terminal site and at grade to Seventh Avenue at Linden Street.

SCR access port 5 and 6 are located at the upstream end of the SCR greenway reach and the downstream end of the Corps of Engineers’ Weston Field flood control levee, the North Scranton, NS section.  At this point the levee terminates into high ground at the northwest berm of the Expressway bridge approach fill.  SCR port 5 links the SCR greenway section to the NS section and the campus of the new Scranton High School.  A trail system through the school campus is suggested to link to the Seventh Avenue, Olive and Carbon Street , Providence Road intersection at Memorial Stadium.

SCR access port 6 leads from SCR 5 and suggests the installation of a footbridge (historic or prefabricated) using the remnant west bank pier footer of the former Mulberry Street Bridge and a new east bank abutment to link across the LCRA tracks and Strawberry Hill branch to reach the Vine Street corridor which provides access to the Scranton Cultural District and Hill Section using Gordon Avenue.

SCR summary:   The Scranton Greenway has the potential to offer numerous economic development and brownfield site reuse opportunities.  It will provide important links from the Lackawanna River Heritage Trail to major cultural, commercial, educational and transportation resources  in Central Scranton.  A development of a greenway through this reach of river corridor can also provide important links from the downtown area to the new high school campus.  The Scranton Greenway can serve as a significant regional attraction on its own by engendering a redevelopment and recommercialization of adjacent private properties.

4.  North Scranton, NS:    Mulberry Expressway Bridge to Green Ridge Street Bridge, Scranton 1.75 miles.

Description:    The preferred alignment of trail along this reach is on and along the flood protection levee system under development by the City of  Scranton and the United States Army Corps of Engineers.  At the time of this report, January 2001, the levee is proposed to run along the west bank of the Lackawanna River beginning at the berm of the McDade Expressway along the alignment of Love Road, a city right-of-way to Olive Street.  At Olive Street access ramps (redesigned by the Corps to meet ADA requirements) lead from street grade to the top of the levee.

North of Olive Street, the levee continues to the rear of the City DPW complex to the area of the Farmers Market near the Middle Street Pumping Station operated by the Scranton Sewer Authority.

Upstream of Middle Street at the rear of the Farmers Market and the Crystal Soda Works, the levee protection transitions into flood walls for approximately 1,000 feet towards Poplar Street.  This section of flood protection may not be physically accessible for trail use.  Several alternatives are suggested.  With all alternatives, LRCA recommends that the Corps design and locate an access ramp to terminate in the public right-of-way of Middle Street.  This will facilitate the development of an access port or trailhead with links to the Farmers Market, and Providence Road sites such as the Glider Diner, Memorial Stadium and Weston Field.

Alternative routes to bypass the Crystal Soda Works (CSW) flood wall are:

At Albright Avenue the levee is again breached with a closure gate, and ramps bring the trail from top of levee grade to street grade to allow for a pedestrian crossing of Albright Avenue.  The trail continues upriver from Albright Avenue to Wood Street and Diamond Avenue  along the top of the levee which ties into the street grade at the dead end of Diamond Avenue.

This parcel, where the levee project terminates  and the next parcel were both part of the New York Ontario and Western right-of-way, also known as the OSC or OCS, the Ontario Carbondale and Scranton Railway.  The next parcel is owned by Peter Bonacuse.  It extends to meet the North Scranton section of the Phase 2 Heritage Trail acquisition project at the Green Ridge Street Bridge.  Mr. Bonacuse and friends have removed debris from the property and constructed a bocci court.

The LRCA recommends the acquisition of the Bonacuse property due to its strategic position in providing access to the Green Ridge to West Market Street reach of trail with the Green Ridge Street Bridge creating an underpass for trail traffic and the proposed Market Street Culvert providing the same.  The reduction of auto/pedestrian crossings at these two busy streets are vital public safety goals for the trail project.

The LRCA recommends the acquisition of the Bonacuse property due to its strategic position in providing access to the Green Ridge to West Market Street reach of trail with the Green Ridge Street Bridge creating an underpass for trail traffic and the proposed Market Street Culvert providing the same.  The reduction of auto/pedestrian crossings at these two busy streets are vital public safety goals for the trail project.

The secondary public benefits to maintaining the main trail route on the west bank are in addition to aesthetics improvements and public safety, a clean up and environmental restoration of the ½-mile of river corridor between Green Ridge Street and East Market Street.  This includes removal and regrading of a 5,000-cubic-yard fill of masonry debris, scrap metal, tires and auto parts.  The reuse of the Rudy’s Junkyard parcels at East Market Street will also be encouraged with the development of the main trail route on the west bank.

Summary:    The preferred route for the North Scranton (NS) trail runs along the flood control levee from Mulberry Street/Expressway Bridge through Olive Street, Middle Street, Farmers Market, Poplar Street, Albright Avenue, Wood Street and Diamond Avenue to Green Ridge Street.  This route is consistent with long term goals for river restoration, public safety, and trail continuity.  This route provides the most direct and safest link from the Phase 2 trail project in North Scranton and Throop to downtown Scranton.

5.  Throop to Olyphant/Blakely, TO/BY:   Boulevard Avenue, Throop to Condella Park/Mellow Park, Olyphant/Blakely: 3.75 miles

Description:    Section 5, the TO/BY Trail link is separated by physical conditions into four reaches.  The first reach is the primary preferred alternative in Dickson City along the flood control levee from the Boulevard Avenue Bridge where it picks up the Scranton/Throop link of LRHT Phase 2 to Polonia Park at Enterprise Street where the levee ties out to high ground.

The second reach proceeds by two alternatives to the Lackawanna County Services Building at Enterprise Street and Eagle Lane.

The third reach links Eagle Lane to the Olyphant Eddy Creek Colliery.  It has several routes on either side of the river to South Valley Avenue on the east or Blakely Corners on the west.

The fourth reach proceeds from Lackawanna Avenue to Mellow Park on the west or Condella Park on the east using three alternative routes.

From Condella/Mellow parks the trail proceeds up valley through the parks to the upper entrance to Mellow Park at the corner of Keystone Avenue and River Street, PA Route 247.  The trail follows River Street north for 2 blocks to Depot Street and the trailhead of the Blakely to Archbald reach of the O&W Trail acquired and developed in 1998 through the LRHT Phase 1 project.

Note that signage and pavement stripping is still needed to link Mellow Park to the trailhead along River Street.

Preferred alternative: TO/BY1:    This route as is common to all             TO/BY routes begins at a trailhead to be developed in the Elm Street Park or on a lot adjacent to the Dickson City flood levee at the Boulevard Avenue bridge.  The route follows the Borough of Dickson City owned levee for 1 mile upstream to another suggested trailhead area at Polonia Park.  Polonia Park a multipurpose field is owned by St. Mary Assumption Parish.  A public use easement and agreement would be developed with the parish for a trailhead /access area at this site.

TO/BY1(2):    The second TO/BY1 reach has three alternative routes.  The preferred alternative TO/BY1(2)a departs the levee at the confluence of Scotts Creek with the Lackawanna River.  It crosses Scotts Creek on a small 20' to 40' pedestrian bridge and proceeds upstream along a sewer line easement of the Lackawanna River Basin Sewer Authority (LRBSA).  This easement runs within the 100-year flood plain of the river along the top of the riverbank to the rear of eight commercial/industrial lots which front on Enterprise Street. 

The development of these properties has caused coal mine waste material to be placed on the balance of the flood plain.  There is a 10' to 15'-wide grade of level flood plain along the riverbank to the toe of the 20'-deep fill slope which lies at a 45° angle of repose.  Some urban debris such as supermarket deli lockers and tires have been deposited along the fill slope at various locations.

TO/BY1(2)a terminates at the Lackawanna County Services Building with several options to route the trail around the perimeter of the county facility.

TO/BY1(2)b departs Polonia Park by following the levee to its tie-in  to the curb line at Enterprise Street.  The route proceeds up Enterprise Street with signage and pave stripping.  Note that since Enterprise Street has curbs but no sidewalks, some improvements would be desirable.  At the intersection of Enterprise Street and Eagle Lane the TO/BY1(2)b route follows the most appropriate perimeter course around the County Services site to a suggested trailhead/access point at the rear of the County Building now known as Trestle Hole Fishing Access site.

TO/BY1(2)c follows a potential flood control or stream channel restoration project along Scotts Creek, crossing the LCRA’s Carbondale line with the creek project to Eagle Lane where the route turns along Eagle Lane back to the County Services Building and Trestle Hole Fishing Access area.

Alternatives TO/BY1(3):    The third reach: from Trestle Hole the preferred alternative  TO/BY1(3)a follows the alignment of the LRBSA sewer easement through the Olyphant Colliery site, crossing the LCRA’s Carbondale line at the twin truss spans and continuing on the LRBSA easement to intersect with a remnant of the NYO&W (OSC) right-of-way to the rear of the Pawnee Pants property.  TO/BY1(3)a then proceeds by easement to the Lackawanna Avenue Bridge adjacent to the drive through lanes of the Rite Aid drugstore at Blakely Corners.

Two alternatives depart from TO/BY1(3)a at separate points in the Olyphant Colliery.  The first TO/BY1(3)b crosses the river on the historic Lokie rail bridge and follows an access road which is a remnant of the D&H Gravity to the intersection of South Valley Avenue and the Burke Bypass in Olyphant.  This route then crosses the LCRA line by the South Valley Avenue grade crossing and terminates at Station Square.

The second alternative TO/BY1(3)c departs TO/BY1(3) at the LCRA Twin Trusses and utilizes the abandoned 1906 Truss to cross into Olyphant to South Valley Avenue and Lackawanna Avenue at Station Square.

Additional TO/BY1(3) routes:    In addition to the preferred alternative and its two variants, there are other routes which may be considered in this reach.  They may be considered as part of overall site redevelopment of the Olyphant and Eddy Creek Colliery properties.

These routes are:

Note:    Trestle Hole Fishing Access area in Dickson City is a Lackawanna Valley Historic site once known as Valley Junction.  The site evolved from the 1859 extension of the Delaware and Hudson Canal Company’s Gravity Railroad from Archbald to Olyphant.  Gravity railroad tracks and operations were also extended from Olyphant south to Providence in 1859.  This portion of the Gravity Railroad utilized steam locomotives to move trains to and from Providence and Valley Junction on the banks of the Lackawanna River where the present day Boroughs of Olyphant, Throop and Dickson City meet.

At this junction the trains were coupled to cables along the inclined planes to be hoisted along the inclines to Archbald, Carbondale, then over the Moosic Mountain at Rix’s Gap to Waymart and Honesdale where coal freight and passengers were transshipped via the Delaware and Hudson Canal to Tidewater on the Hudson River at Kingston, New York.

The Gravity connection by locomotive railroad to Providence is still evident there, in the Plot Section of the 2200 block of North Main Avenue,  an imposing canal era D&H depot office building at Depot Street and Wurtz Avenue fronts the railroad tracks which are today operated by the LCRA as its Scranton to Carbondale line.  The D&H Depot Street site adjoining the LRHT Phase 2, Scranton to Throop segment.

Summary:    The preferred route through Dickson City is TO/BY1 along the levee from Boulevard Avenue to Palonia Park; TO/BY1(2)a cross the confluence of Scotts Creek from the levee at Palonia Park on a footbridge and along the flood plain/sewer easement to the County Services Building and Trestle Hole.  TO/BY1(3)a follows the sewer easement on the west bank of the river through the Olyphant Colliery site to the NYO&W right-of-way and out to Lackawanna Avenue at Blakely Corners adjacent to the drive-in lanes of the Rite Aid drugstore terminating at the sidewalk of the Lackawanna Avenue Bridge.

All alternative routes described in this section need to be incorporated into municipal planning and zoning considerations for future development as part of public works projects and/or private redevelopment of the adjacent abandoned mine land properties.

Alternative TO/BY1(4)a, the fourth reach:    The LRCA preferred route begins at the intersection of Lackawanna Avenue and River Street in Olyphant where the trail alignment picks up from the TO/BY1(3)a preferred route at Blakely Corners and the Lackawanna Avenue Bridge or any alternatives from Dickson City which are routed towards South Valley Avenue and Station Square on the east side of downtown Olyphant.  Lackawanna Avenue serves as the central connector for all trail alignments between reach 3 and 4.

The LRCA preferred alignment follows the new flood protection levee along River Street northward into and through Condella Park.  Note: In order to properly reflect citizen concerns and Borough of Olyphant concerns, an alternative to the levee route may be required.  LRCA recommends that the trail alignment be routed with signage and pavement markings along River Street to North River Avenue and then onto the levee at the earliest practical location.

Other alternative routes through Olyphant may be routed along Susquehanna Avenue from Lackawanna Avenue to Condella Park.

Alternative TO/BY1(4)b is routed along the former New York Ontario and Western rail corridor along the west bank of the Lackawanna River after crossing over from Dickson City or Olyphant  at Blakely Corners at the western end of the Lackawanna Avenue Bridge.  The TO/BY1(4)b route continues on the rail corridor into Peckville to Lillibridge Street, at that point the trail is routed by signage and pave markers along Lillibridge and Railroad streets to Robert Mellow Park.

Note:    This section of rail corridor has been segmented and a modular home has been constructed on the right-of-way at O’Hara Street in Blakely. North of this home there is a potential mine reclamation, acid mine drainage remediation site along the Lackawanna AMD outfall channel.

Summary:    The LRCA preferred route for TO/BY1(4)a runs along the levee from Lackawanna Avenue, Olyphant for approximately 2 miles to and through Condella Park to the Lackawanna Heritage Valley Crossing pedestrian bridge and into Mellow Park.  An interim alternative follows River Street instead of the levee to North River Street and rejoins the levee at an appropriate location prior to entering Condella Park.

6. Jermyn to Carbondale, J/CAR:    Rushbrook Street , Jermyn through Mayfield to the NIER Campus to Meredith Street, crossing to the east bank to Pike Street, LCRA Rail Corridor to 6th Avenue and North Main Avenue, Carbondale:   4 miles.

The preferred route, J/CAR1 begins at Rushbrook Street and Washington Avenue, Jermyn and (the end point of the LRHT Phase 2, Section 2 from Archbald to Jermyn) ends at the Ben Mar Restaurant in Carbondale (the beginning of LRHT Phase 2, Section 2).

Alternative J/CAR1:   follows the remnants of the NYO&W Railroad right-of-way from Rushbrook Street to the intersection of Glenwood Street with Main Street in Mayfield.  From this point, LRCA suggests that the trail be routed along Main Street to Poplar Street since several portions of the NYO&W have been parceled out affecting the continuity of this reach. At Poplar Street signage and pave stripping can direct the trail back onto the adjacent NYO&W right-of-way.  This location may be appropriate for a trailhead site.

The J/CAR1 route continues on the rail corridor through the intersection of Chestnut Street and Plank Road.  The route continues further on the rail corridor through the National Institute for Environmental Renewal campus to Meredith Street.  A trailhead may be appropriate at Meredith Street.

Note: Mayfield Borough and its zoning/planning boards should prevent any further parcelization or creation of non-conforming lots on the OSC Railroad property (the NYO&W Railroad right-of-way).

At Meredith Street, J/CAR1 enters Carbondale Township, the preferred route crosses to the east side of the Lackawanna River on the Meredith Street Bridge.  The route needs to cross to the upriver side of Meredith Street with a pedestrian crossing.  The route then follows the exit ramp and the PPL Service Center driveway and then along a new right-of-way to be developed through the balance of the PPL parcel and an abandoned mine property adjacent to the PPL property.

Following the trail alignment along the river corridor the J/CAR1 route proceeds onto the off-track betting facility and along that property’s driveway corridor to intersect with Pike Street in the City of Carbondale.

North of this point the LRCA recommended preferred alternative is routed east along Pike Street to the LCRA Carbondale line rail grade crossing. Since the active rail corridor provides the most direct and physically accessible route from Pike Street into the downtown Carbondale area, it must be considered as the preferred alternative.

The rail right-of-way once carried four main tracks and presently hosts only one which is used for daily but local freight car delivery and pickup.  The right-of-way also carries a high pressure gas utility pipeline.  There is adequate room for a trail corridor with opportunities for fencing, grade separation and vegetative berms to separate the uses.  There is additional space for a trail passage over a truss bridge over the Lackawanna River adjacent to the 8th Avenue (Business US Route 6 & Brooklyn Street) grade crossing.

The recommended J/CAR1 route continues along the LCRA rail corridor to the Heritage Valley/Carbondale Pioneer Station at Mill Street and 6th Avenue.  A Heritage Landing trailhead is recommended for development at this location as the Rail Passenger Platform, interpretive signage and parking are all available and in local regular use.

From Pioneer Station the J/CAR1 route is designated to run along 6th Avenue to River Street.  Crossing the river on the 6th Avenue Bridge to City Hall and Pioneer Square.  The trail follows Main Street to the Ben Mar Restaurant to link up with the Carbondale section of Lackawanna River Heritage Trail Phase 2.

Alternative J/CAR2:   Follows J/CAR1 or 3 to Pike Street grade crossing then continues with signage and pavement stripping along Pike Street, South Main and North Main to the Ben Mar Restaurant.

Alternative J/CAR3:    Follows J/CAR1 to Meredith Street and then continues on the former NYO&W/OSC Railroad right-of-way and LRBSA sewer easement to Cottage Street.  It then proceeds to the Cottage Hose Company and turns left up Bridge Court to again meet the rail corridor to its intersection with Brooklyn Street.  From this point J/CAR3 follows the right-of-way of Brooklyn Street, (US Business Route 6) to meet North Main Avenue at Eighth Street.

Alternative J/CAR4:    Follows J/CAR1 and 3 to the Brooklyn Street intersection.  This alternative suggests a trestle to carry the trail over Brooklyn Street to continue on the NYO&W/OSC rail corridor to the Carbondale Elementary/Secondary campus.  The trail is routed around the campus to Westside Drive and then it follows 7th Avenue to the LCRA rail grade, River Street and North Main Street.

Summary:    The J/CAR1 alternative is the preferred route because it incurs the least interface with road and highway corridors.