BOROUGH

of H A N O V E R

STREETSCAPE
Prepared by:
Simone Collins Landscape Architecture Design & Beautification Plan
Barton & Loguidice December 2018 Draft
 Committee
Drew Derreth

Patty Hegberg

Matthew Hutton

Barbara Rupp

Ryan Shaffer - SPG Real Estate

Justine Trucksess - Main Street Hanover

Project Funding
Pennsylvania Department of
Community and Economic
Development

Borough Manager
Michael Bowersox
Borough Council
Brian J. Shea
Heath Chesney
William W. Reichart II Project Consultants
R. Daniel Noble
Jeanine Pranses
Ray Hoover
Brian O’Neill
Barbara A. Rupp
James E. Baumgardner
Christopher Lockard

Borough of Hanover Streetscape:

II Design & Beautification Plan
 Table of Contents

Introduction 6 Public Involvement 42

7 Purpose 43 Engagement Process
8 What is a Streetscape? 46 Outcomes
8 Benefits of Streetscape Improvements 47 Findings
9 This Place Matters
9 Placemaking
Guidelines 48
49 Physical Elements
9 Transportation Infrastructure
50 Streetscape Elements
10 The Public Square
51 Programatic Improvements and Opportunities
10 Beautification / Amenities
10 Study Area Conceptual Streetscape Plan 52
55 Conceptual Streetscape Plan
11 Project Goals and Objectives
56 Streetscape Plan Enlargement
11 Project Tasks
60 Conceptual Streetscape Sections
Inventory and Analysis 12 62 Photo-Simulations
13 Data Collection and Methodology
70 Estimated Costs of Development
14 Study Area
15 Historic Hanover Action Plan 72
73 Implementation Priorities
16 Study Area Within Borough Context
74 Sustainable Improvements
17 Local Historic Resources
75 Economic Development
18 Hanover Borough
76 Redevelopment Opportunities
19 Demographics
78 Funding Strategy
22 Relevant Planning Documents
79 Potential Partners
26 Site Analysis Maps
31 Site Reconnaissance Appendix 80
32 Center Square Assessment 81 Document List
33 Town Square Comparisons 81 CD Loaded with PDF Appendix Documents
34 Roundabout Turning Analyses
36 Parking Evaluation
38 Assets & Constraints

Borough of Hanover Streetscape:

Design & Beautification Plan
III
EXECUTIVE SUMMARY
Purpose Placemaking
The Hanover Streetscape Design & Beautification Plan was conceived to address the The concept of “placemaking” is important to communities where people seek to retain and
downtown core area within the Hanover Main Street District and create a multi-year, multi- feature their unique identities as a means to conserve the heritage for residents and attract
phase strategy that yields momentum, real visible progress, and optimism – and is consistent visitors and businesses to support appropriate economic development activities.
with the Main Street Four-Point Approach © of organization, design, economic restructuring Placemaking is deeper than simply beautification, and this Hanover Borough Streetscape
and promotion for Main Street programs. Design and Beautification Plan 2018 combines strategies for infrastructure improvements
that are needed for safety and accessibility with options for preferred amenities and
What is a Streetscape? acknowledges that physical improvements can support and help catalyze the economic
Every streetscape is unique to its place, but many include the following common elements: efforts of the community.
1. Roadway / traffic signal improvements 8. Stormwater management features
2. ADA crosswalks 9. Street furniture Project Goals and Objectives
3. Sidewalk improvements 10. Signage The primary goal of the Streetscape Plan is to provide a safe, functional, aesthetically
pleasing, environmentally-sustainable, multimodal streetscape that includes pedestrian
4. Bicycle, transit improvements 11. Public art
spaces and walkways to accommodate people of all ages and physical abilities.
5. Parking facilities 12. Recreation / education opportunities
The primary objective of the Streetscape Planning process is to engage the community to
6. Streetlights 13. Interface with local businesses articulate the essence of what makes Hanover unique, and use that spirit as the inspiration to
7. Street trees / landscape plants create a final plan to shape the future for the Borough Central Business District.

This Place Matters Transportation Infrastructure

This is a great rallying cry for all communities, and Hanover proclaims it on the marquee.
Public infrastructure in the Hanover Borough central core clearly needs rehabilitation that
is based on a smart, community-driven vision. This Streetscape Design and Beautification
Plan 2018 is a bold first step for Hanover Borough that establishes a consensus vision and
charts a course for its downtown renaissance. Several next steps must follow to prepare for
future physical changes.
Transportation elements in Hanover are structured largely around a series of PennDOT
highways that converge within the Borough “core.” Intersecting with these state highway
corridors are a network of municipal streets and alleys owned and maintained by Hanover
Borough.
Traffic circulation that is considered vital to future Hanover Borough includes: vehicular,
bicycle, pedestrian, and transit modes – and usually these needs usually “drive the bus” in
terms of standard geometric designs for facility improvements within public rights of way.

Borough of Hanover Streetscape:

ES Design & Beautification Plan
 The Public Square
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Study Area
The Streetscape study area represents a portion of the Main Street District (Central Business Task 1: Design Alternatives / Feasibility for Traffic Patterns
District) that is walkable with a high concentration of retail and commercial business that
Task 2: Parking Evaluation
comprises twenty-two blocks surrounding Center Square in downtown Hanover Borough. Both
the main Street District and the Streetscape study area are aligned with major state arteries Task 3: Conceptual Alternative Designs
leading into Hanover, including 94, 116, and 194. Task 4: Public Involvement Meetings
Task 5: Project Report / Deliverables
Project Tasks Within those five primary tasks, a wide variety streetscape program elements and alternative
The professional team of Simone Collins Landscape Architecture and Barton & Loguidice was treatments were identified and assessed, including:
selected by the Borough of Hanover, with input from Main Street Hanover and the community •Traffic engineering, roadway geometry, and traffic calming possibilities, •Multi-modal
to help refine the community’s vision; plan for streetscape improvements; prepare conceptual transportation / ADA needs •Stormwater management, green infrastructure
design drawings and preliminary costs for construction phases. Project tasks included: •Urban landscape design options

Borough of Hanover Streetscape:

Design & Beautification Plan
ES
Public Involvement
Hanover Borough recognized the need for a smart and
proactive Public Involvement Program as the essential
investment in negotiating a public vision for the downtown
streetscape that would foster a consensus for how to move the
multi-phased process forward.
A total of six meetings were conducted with the project
committee, the general public, Borough Council,
business representatives and partner agencies – deploying
approximately 30% of the project resources toward meeting
directly with stakeholders.
Findings
Physical – The original reasons for improving the
streetscape conditions within downtown Hanover Borough
remain important concerns at the conclusion of the 2018
streetscape planning study. The difference is that the Borough
and Main Street Hanover have completed a thoughtful public
process to document stakeholder preferences and begin to
analyze the possibilities and implications for how a future
Downtown Hanover might look and function. Additional
administrative steps are needed before a final vision can be
documented and the first stages of streetscape rehabilitation
construction begun.
Administrative – As the 2018 streetscape planning
process was underway, the Borough Council voted to submit
a 2018 application to the PA Department of Community and
Economic Development under its Multi-modal Transportation
Fund program (MTF) to fund the next level of technical
studies that are needed to advance the Streetscape visions
through “preliminary engineering” tasks that are essential to
determine the feasibility of preferred Streetscape concepts –
before the vision can be approved by the Borough and secure
funding partnerships that will advance the selected Phase 1
priority improvements into final engineering and construction.
Financial – Hanover Borough is actively negotiating
strategic partnerships with multiple agency and non-profit
partners to plan, design, fund and ultimately construct
streetscape improvements. The Borough 2018 application
for DCED funding to conduct the next stage of preliminary
engineering analyses for streetscape improvements is the
next logical step to advance streetscape improvements. In
most cases, funding partners require matching funds from
applicants and/or from other funding partners to leverage
grant awards. The Borough of Hanover has employed both
strategies. This general process evolves over time – as the
elements of the Streetscape project become more defined; as
the overall project can be divided into achievable phases; and
as partner programs and Borough funds become available
to conduct the next steps. Preliminary concept-level costs
for multiple streetscape improvements are included in the
Streetscape plan as a basis for early funding applications and to
inform the upcoming preliminary engineering tasks that will
ultimately result in refined streetscape priorities and updated
project costs.
ES Borough of Hanover Streetscape:
Design & Beautification Plan
Next Steps
The 2018 Streetscape Plan documents the public ideas and
begins to articulate improvements options that all require
further analyses to determine their physical and financial
feasibility and their ultimate suitability to achieve Borough
goals in Downtown Hanover. Next steps include:
1. Feasibility analyses / preliminary engineering
The strategy to conduct these essential next tasks could begin
in 2019 if DCED grants the 2018 Hanover application for
Multi-modal Transportation Funds. DCED MTF funds are
eligible for reapplication by the Borough in 2019, if funds are
not awarded or not sufficiently awarded in 2018. This funding
is critical to engage PennDOT and the York County Planning
Commission as active participants in the physical and financial
Green Alley Concept
strategies for Hanover Streetscape Improvements. Completing
the feasibility analyses and preliminary engineering tasks will
enable the Borough to understand the optimum future traffic
and geometric patterns for both PennDOT highways and
local streets within the Downtown Business District, so that
is can make informed decisions on future partnerships with
PennDOT and its own improvements within Borough rights
of way.
2. Funding partnerships
Funding partnerships are key to advancing any civic project
– especially a streetscape with four major state highways
that run through Downtown Hanover. The Borough can Green Alley Concept
continue its strategy to use local funds to leverage state and
federal funds for the next stages of the streetscape project
development – including: preliminary engineering, final
design, environmental clearances, and construction.
•DCED Multi-modal Transportation Funds – state funds eligible
for preliminary engineering, final design, and construction
phases
•PennDOT Multi-modal Transportation Funds – state funds
eligible for final design and construction phases
•Federal Highway Administration Transportation Alternatives
(TA) – federal funds are administered by PennDOT and
eligible for construction of transportation elements.
Modified Crossroad Alternative
•DCNR C2P2 funds – the C2P2 program should be pursued to
help fund urban recreation and environmental conservation
elements that are coordinated with the transportation elements
of the Hanover streetscape improvements.
•DCED GTRP funds – state greenway, recreation and trails
program funding should be negotiated to help fund green alley
improvements and other trail linkage elements to the regional
trailhead within the Borough core.
•Other sources – private enterprise and charitable foundations
to be pursued by the Borough and its partners – especially for
matching funds to help leverage agency funding applications. Modern Roundabout Alternative
 Railroad Street -
3. Final engineering
Green Alley Phase 1 Streetscape improvement project for Hanover

HANOVER

HANOVER
Final engineering is conducted to complete Borough will be designed to produce a discrete and
comprehensive transportation elements – such as a new usable facility at the end of the construction phase. Most

Building Face
traffic signalization system for the Borough core – as well streetscape and transportation projects are developed

as to complete specific phases of an entire project – such
as segments of streetscape improvements or perhaps a
revitalized Center Square. The scope of final engineering
for a preferred Phase 1 construction project will be
determined based on the outcomes of the preliminary
engineering for the Hanover Streetscape improvements.
Preliminary engineering will provide sufficient technical
and financial data for Hanover Borough to design a
scalable Phase 1 construction project – including Final
engineering and environmental clearances – that is
based upon an achievable phased funding strategy.
Final engineering will be produced to meet PennDOT
standards – since major portions of future streetscape
improvements are likely to be developed within
PennDOT rights of way, and since TA funding available
Building Face
in phases – so that Hanover Borough and its partners
can be negotiating funding for future construction
improvements as Phase 1 improvements are being
engineered and built.
5. Construction - subsequent phases
As the Streetscape improvements within the Hanover
Downtown evolve – based on available funding
opportunities each year and emerging Borough priorities,
there may be opportunities for the Borough conduct
priority improvements within its own municipal rights
of way that are concurrent with PennDOT improvement
phases within the state highway rights of way. One
example might be that the Borough could embark on

Railroad Street -
directly to Hanover Borough requires adherence to the
PennDOT project development system.
its own “Green Alleys” improvement program that runs
concurrent with PennDOT improvements. The key to
coordinating state and local streetscape improvements
Green Alley Concept

4. Construction – Phase 1 Green Alley as phases is to ensure that the Preliminary Engineering

HANOVER

HANOVER
phase delivers a comprehensive traffic and geometric
Construction of a Phase 1 streetscape improvement analyses of both state highways and local corridors Pedestrian Space

Building Face
project will impact traffic patterns and will likely – so that final designs for both are based on a united

Building Face
cause some disruptions to local businesses during the transportation improvement strategy.
construction term. Maintenance of traffic plans and Considering the complexity of the state highway facilities
public access to businesses during highway construction within central Hanover, and the PennDOT project
are part of a PennDOT final design program – and local development process, the Borough and its partners
residents and businesses can participate actively with should estimate a minimum of five years to move the
the Borough and PennDOT agents to acknowledge local project through preliminary and final engineering
needs and construction realities by all parties – prior stages to be ready to complete a TA-funded Phase 1
to construction beginning. Depending upon multiple construction project – whatever that implemetation
factors – including priority physical improvement needs priority is ultimately determined to be.
and funding available for those construction years, a 19’ Existing (Typ)
The Streetscape Design & Beautification Plan suggests improvement (Emergency Vehicles Only)
alternatives that may increase pedestrian and automobile safety,
reinforce Hanover’s unique cultural identity, and provide an economic
foundation for the future. Green Alley Concept

Broadway -
State Roads

Building Face
Pedestrian
Building Face

Car Lane Space

13’ to 18’ 4’(±)

Sidewalk Parking Car Lane 19’ Existing

Car Lane Parking (Typ)
Sidewalk
Lane Lane
Green Alley Concept State Highway Concept

Borough of Hanover Streetscape:

Design & Beautification Plan
ES
Introduction 01
Purpose
The Hanover Streetscape Design & Beautification Plan was conceived to address the downtown core
area within the Hanover Main Street District and create a multi-year, multi-phase strategy that yields
momentum, real visible progress, and optimism – and is consistent with the Main Street Four-Point
Approach © of organization, design, economic restructuring and promotion for Main Street programs.

Borough of Hanover Streetscape:

Design & Beautification Plan
7
Chapter 1 : Introduction

What is a Streetscape?
Every streetscape is unique to its place,
but many include the following common elements:

1. Roadway / traffic signal improvements

2. ADA crosswalks
3. Sidewalk improvements
4. Bicycle, transit improvements
5. Parking facilities
6. Streetlights
7. Street trees / landscape plants
8. Stormwater management features
9. Street furniture
10. Signage – identity, streets, wayfinding and interpretive
11. Public art
12. Recreation / education opportunities
13. Interface with local businesses

Benefits of Streetscape
Improvements

A
A

Community Economic Increased

Interaction Development Safety

Increased Improved Stormwater

Property Value Transportation Management

Borough of Hanover Streetscape:

8 Design & Beautification Plan
This Place Matters
This is a great rallying cry for all communities, and Hanover proclaims it on the
marquee.

Public infrastructure in the Hanover Borough central core clearly needs rehabilitation
that is based on a smart, community-driven vision.

This Streetscape Design and Beautification Plan 2018 is a bold first step for Hanover
Borough that establishes a consensus vision and charts a course for its downtown
renaissance. Several next steps must follow to prepare for future physical changes.

Placemaking
The concept of “placemaking” is important to communities where people seek to retain
and feature their unique identities as a means to conserve the heritage for residents and
attract visitors and businesses to support appropriate economic development activities.

Placemaking is deeper than simply beautification, and this Hanover Borough

Streetscape Design and Beautification Plan 2018 combines strategies for infrastructure
improvements that are needed for safety and accessibility with options for preferred
amenities and acknowledges that physical improvements can support and help catalyze
the economic efforts of the community.

Transportation Infrastructure
Transportation elements in Hanover are structured largely around a series of PennDOT
highways that converge within the Borough “core.” Intersecting with these state
highway corridors are a network of municipal streets and alleys owned and maintained
by Hanover Borough.

This grid of urban corridors with differing scales and services creates a framework of
public rights of ways and access ways to private properties that front on these corridors.
This Hanover Borough streetscape plan—like most existing urban areas, is developed
around the structure of its transportation elements. And these civic corridors influence
decision-making about what program elements can and should be incorporated within
this urban fabric – as well as what and how civic amenities should be expressed.

Traffic circulation that is considered vital to future Hanover Borough includes:

vehicular, bicycle, pedestrian, and transit modes – and usually these needs usually
“drive the bus” in terms of standard geometric designs for facility improvements within
public rights of way.

Borough of Hanover Streetscape:

Design & Beautification Plan
9
Chapter 1 : Introduction

The Public Square

Center Square represents the focus of the Downtown Hanover streetscape process
because all transportation modes converge here within the civic and commercial heart
of the Borough. All roadways within the Center Square are state highways, and any
modification proposed for the primary cartways – whether modernizing the current
“crossroads” intersection or re-establishing a modern roundabout version of the
historic center circle must be analyzed and approved through a state and federal review
process.

This first phase of public visioning includes multiple conceptual alternatives that will
require additional engineering analyses before they can be determined to be “feasible.”
The options described in this 2018 plan represent a variety of ideas from the public and
are prepared with the best available data. Neither a Center Square roundabout, nor
an improved crossroads intersection is recommended at this stage. Both alternative
geometries are offered for technical and financial feasibility in the next phase of
“preliminary engineering” analyses.

Beautification / Amenities
The geometric options for Center Square and the approaching state highways must be
assessed by traffic modeling that is integrated with vehicular movements through local
streets and alleys – to ensure that the final streetscape plan is based on comprehensive
analyses of regional traffic and local traffic patterns through the downtown core.

Once the preferred vehicular network is identified for the state and local roads in the
central business district, then the options for streetscape treatments and amenities can
be assessed for feasibility and community preferences, and the roadway geometry can
be developed to ensure that it creates the best possible opportunities to provide the
supporting transportation infrastructure – including: transit stations, parking, utility
relocations, green infrastructure and storm water facilities. Furniture selections, tree
species, signage designs, and material palettes are all design elements that developed
during and after the preliminary engineering phase.

Study Area
The Streetscape study area represents a portion of the Main Street District (Central
Business District) that is walkable with a high concentration of retail and commercial
business that comprises twenty-two blocks surrounding Center Square in downtown
Hanover Borough. Both the main Street District and the Streetscape study area are
aligned with major state arteries leading into Hanover, including 94, 116, and 194.

Borough of Hanover Streetscape:

10 Design & Beautification Plan
Project Goals and Objectives
The primary goal of the Streetscape Plan is to provide a safe, functional, aesthetically
pleasing, environmentally-sustainable, multimodal streetscape strategy that includes
pedestrian spaces and walkways to accommodate people of all ages and physical
abilities.

The primary objective of the Streetscape Planning process is to engage the community
to articulate the essence of what makes Hanover unique, and use that spirit as the
inspiration to create a final plan to shape the future for the Borough Central Business
District.

Project Tasks
The professional team of Simone Collins Landscape Architecture and Barton &
Loguidice was selected by the Borough of Hanover, with input from Main Street
Hanover and the community to help refine the community’s vision; plan for
streetscape improvements; prepare conceptual design drawings and preliminary costs
for construction phases. Project tasks included:

Task 1: Design Alternatives / Feasibility for Traffic Patterns

Task 2: Parking Evaluation
Task 3: Conceptual Alternative Designs
Task 4: Public Involvement Meetings
Task 5: Project Report / Deliverables

Within those five primary tasks, a wide variety streetscape program elements and
alternative treatments were identified and assessed, including:

• Traffic engineering, roadway geometry, and traffic calming possibilities

• Multi-modal transportation / ADA needs
• Stormwater management, green infrastructure
• Urban landscape design options

Products include draft and final reports; preliminary cost estimates; and photo-
simulations of potential streetscape treatment options. Borough of Hanover Streetscape:
11
Design & Beautification Plan
 02
Inventory and
Analysis
Data Collection and Methodology
Data included in this report was compiled from various sources, including the Borough of Hanover, York
County, Pennsylvania FirstMap, Strava (Heat Maps), previous planning studies, and field reconnaissance data
obtained by the consultant.

Geographic Information System (GIS) base mapping was used to prepare field maps and planning documents
consisting of the base aerial photography, municipal boundaries,roadways, sidewalks, parcels, and other
identifying land use features.

Borough of Hanover Streetscape:

Design & Beautification Plan
13
Chapter 2 : Inventor y and Analysis

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Borough of Hanover Streetscape:

14 Design & Beautification Plan
Historic Hanover
German settlers founded Hanover in 1763 and named it after Hanover, Germany. The town was laid out around
a central square at the highpoint in the landscape with of five radiating streets leading to towns and cities in
southern Pennsylvania and Maryland. These original roadways were once ancient Native American trails and
the early highways through Hanover are a direct result of this early wayfinding, including: Abbottstown (now
Broadway) Baltimore, Carlisle, Frederick, and York – routes that were heavily travelled by settlers and businesses
trading between Philadelphia, Maryland and Virginia.

Hanover grew as a commercial hub as a direct result of this important location. The first railroad was built in
1852, connecting the town to the county seat in York. This rail line was later expanded to connect Hanover to 1938
Baltimore.

Hanover was the site of a Civil War battle just prior to the Battle of Gettysburg and is one of several towns on
the ‘Follow me to 1863’ PA Civil War Trail through south-central Pennsylvania, as marketed by the PA Tourism
Office.

The Borough continued to grow and expand residentially through the 19th and 20th centuries. Present day
Hanover remains connected to the region as a hub of important state highways. During the modernization
frenzy of the 1960s and 70s, Hanover Central Square was impacted by several “modern” architectural
renovations that are now impediments to economic redevelopment efforts at the heart of the Borough.
1957

Center Square - 19th Century Center Square - 19th Century 1971 *Traffic Circle removed 1968

Center Square - 19th Century Baltimore Street - 19th Century

2016 Borough of Hanover Streetscape:
Design & Beautification Plan
15
 Chapter 2 : Inventor y and Analysis
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Design & Beautification Plan

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Borough of Hanover Streetscape:

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Design & Beautification Plan

WEST MANHEIM
Chapter 2 : Inventor y and Analysis

Hanover Borough Profile

Industry
Known for its history of manufacturing

Commerce
Variety of locally-owned retail and
entertainment opportunities

History
The Borough offers rich history
including a battle during the Civil War

Politics
Governed by a Mayor and a
10-member Council

Borough of Hanover Streetscape:

18 Design & Beautification Plan
 Demographics

Population
Total Population

15,607
People live in Hanover Borough

Population Density (Per Square Mile) *Data from United States Census Bureau 2017 Estimates

Income
Total Population

Average Household Income *Data from United States Census Bureau 2010 Data - Adjusted for 2016 Inflation

Borough of Hanover Streetscape:

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19
Chapter 2 : Inventor y and Analysis

Demographics

Age
Under 5 Years

5 to 9 Years

10 to 14 Years
Total Population
15 to 17 Years

18 to 24 Years

25 to 34 Years

35 to 44 Years

45 to 54 Years

55 to 64 Years

65 to 74 Years

75 to 84 Years

85 Years and Over

Race White Alone

Total Population Black or African American Alone

American Indian and Alaska Native

Alone

Asian Alone

Native Hawaiian and Other Pacific

Islander Alone

Some Other Race Alone

Two or More Races

*Data from United States Census Bureau 2010 Data

Borough of Hanover Streetscape:

20 Design & Beautification Plan
 Demographics

Less than 10 Minutes

10 to 19 Minutes
Commute
It takes 10-19 minutes for
20 to 29 Minutes most to commute to work
30 to 39 Minutes

40 to 59 Minutes

60 to 89 Minutes

90 or More Minutes

Workers
Inflow and outflow of workers
in Hanover Borough

*Data from United States Census Bureau 2010 Data

Borough of Hanover Streetscape:

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21
Chapter 2 : Inventor y and Analysis

Relevant Planning Documents Economic Development Plan – Hanover Borough

The Streetscape Plan takes a cue from the mission statement of Main Street Hanover
to “expand the economic capacity of downtown Hanover, thus improving the business
environment, enhancing the quality of place, and increasing community synergy.”
and Penn Township (2012)
An Economic Development Plan for Hanover Borough and Penn Township was
prepared in December 2012. Recommendations relating to Main Street Hanover are
noted below:

Hanover Borough & Penn Township Joint 1. As the planning process continues to evolve on a regional and county-wide
Comprehensive Plan (2015)
level, review existing plans with a downtown Hanover perspective and consider the
The Hanover Borough & Penn Township Joint Comprehensive Plan was released impact and involvement of Main Street Hanover.
in March 2015. Several recommendations were presented to improve the vitality of 2. Continue to utilize the Main Street Four-Point ® Approach, a community-driven,
downtown, including: comprehensive strategy used to revitalize downtowns throughout the United States.
The four points are organization, design, economic restructuring, and promotion.
1. Take aggressive action to move neglected and underutilized properties back to
Design recommendations include:
productive use
a. Develop a streetscape plan for specific areas of downtown and address
2. Lead a redevelopment project
sidewalk improvement, signage, gateways, and waste disposal;
3. Review and revise permitted uses in the central business district to focus on
b. Consider all aspects of the use of bike and pedestrian facilities to
those most relevant to the downtown vision
improve movement and walkability while increasing safety, accessibility,
4. Improve sidewalk and crosswalk conditions
convenience, connectivity, and comfort;
5. Make improvements to street lights, street furniture, and trash/recycling cans
c. Begin by focusing on improving a two block area around Center Square.
consistent with the character of other design improvements;
The Streetscape Plan helps to address these recommendations by developing
6. Increase greenspace on Center Square
a streetscape that is focused on the downtown core of the Borough, in the
Main Street District.

Borough of Hanover Streetscape:

22 Design & Beautification Plan
York County Economic Development Plan
(2014)
An update to the Economic Development Plan of York County was prepared in
2014. One of the Growth Area Strategies presented in the Plan is to undertake
corridor redevelopment and revitalization plans to identify corridor specific
marketing themes and revitalization strategies. These Growth Area Strategies are
steps to balance residential growth with commercial and industrial growth. The
Plan also presents strategies for downtown revitalization. One of these strategies
is to undertake downtown plans that identify marketing niches/themes and
revitalization strategies through partnerships between the York County Economic
Alliance (YCEA) downtown economic development staff and local downtown
groups. One approach to accomplish this is to analyze and invest in beautification
programs to create gathering spaces, enhance the facades of storefronts, provide
street furniture and greenery, and call attention to community assets.
The Streetscape Plan helps to advance these strategies by being a method to
revitalize and beautify downtown Hanover.
Review of Existing Zoning Ordinance
The Streetscape project area is zoned GB (General Business). The consultant team
reviewed existing zoning with a perspective toward recommending possible revisions
toward strengthening existing businesses and attracting new businesses to Baltimore
Street and the project area. The following modifications to the existing zoning can be
considered by the Borough:
1. Eliminate the following uses from the permitted use list:
a. Nursing and convalescent homes; Boarding houses and group day care
These do not generate pedestrian traffic and can be easily provided elsewhere
in the Borough.
b. Mortuaries; Bus, taxi and truck yards; Cleaning and dyeing offices.
These uses do not contribute to the health and vision for the project area.
2. The following area and bulk revisions are suggested for consideration:
a. Consider incorporating coverage regulations for commercial lots.
Currently, there are no coverage regulations for commercial lots in the GB District.
The Borough can consider incorporating a 65-75% value for maximum impervious
coverage. As a result, this could yield a minimum “green area” coverage of between
25-35% that would enhance the site and streetscape with landscaping, plantings, site
trees and potential public spaces. Stormwater BMPs could also be introduced in the
green areas, helping to control runoff and mitigate pollutants. Overall, the introduction
of green areas could potentially raise property values, reduce urban heat island effects,
create public gathering spaces and contribute to a lively and welcoming commercial
corridor.
The Borough can also consider allowing mixed-use, where business, office and
residential uses may occupy the same building, as a permitted use within the GB
District provided that:
1. With the exception of legal home occupations, no business, entertainment, office use
or retail business shall be located on the same floor that is used for residential purposes.
2. No floor may be used in whole or in part for business or office use or retail business
on a floor located above a floor used for residential purposes.
3. Where there are non-residential and residential uses in a building, the residential
uses shall be provided with separate, private entrances.
The Borough may also consider adaptively reusing older structures or buildings with
local historical significance as options for new mixed-use projects. These structures
can add value to the local economy, and contribute to the Borough revitalization in a
repurposed fashion.
Borough of Hanover Streetscape:
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Chapter 2 : Inventor y and Analysis
Business Signage
The existing Borough zoning ordinance allows business signs with a maximum size
of 200 square feet in the GB District, and business signs can be utilized as wall signs.
The Borough allows 1 wall sign per wall on any building, and, generally, they shall
not extend out from the building for more than 9 inches. Projecting signs are also
permitted, and they shall not project or extend out from the building for more than 4
feet.
Ground (freestanding) signs, sandwich board signs and mobile billboards can also be
used as business signs. Sandwich boards have a size limitation of 32 square feet while
mobile billboards have a size limitation of 16 square feet. The maximum height for
these signs is 25 feet above the ground level. Moreover, no part of any ground sign
shall be closer than 8 feet to a street curbline or edge of cartway except for a sign less
than 3 feet in height, and no part of any ground sign shall be closer than 5 feet to any
adjacent lot or property line. It is recommended that the Borough consider decreasing
the maximum height of these signs to below 10 feet within the GB District to conform
to a more pedestrian scale along the streetscape. Additionally, it is recommended that
all freestanding signs should be externally illuminated with care to not have sign lights
shining into passing pedestrian or motorist eyes. Other permitted business sign types
include awnings, canopies and marquees and roof signs.
Borough of Hanover Streetscape:
24 Design & Beautification Plan
Off-Street Parking
The Borough zoning ordinance notes that “buildings or structures hereafter built,
enlarged, or increased in capacity, in all districts except GB, shall provide off-street
parking space as required.” The ordinance also lists parking requirements for uses,
noting that “any building listed below hereafter erected and any building hereafter
converted into one (1) of the buildings listed below, and any open area hereafter
used for commercial purposes, shall be provided with not less than minimum
parking spaces as set forth below, which spaces shall be readily accessible to, and
within a reasonable distance from, the buildings served thereby.” The parking
requirements relating to the GB District are as follows:
Existing Dwellings
1 parking space shall be provided for each of the first 4 dwelling units hereafter
added to such dwelling, and 1 parking space for 1 unit thereafter added to such
dwelling
3-4 Family Dwellings; Multiple Dwelling Groups; Apartments
2 parking spaces shall be provided for each dwelling unit
Theaters, auditoriums, churches, schools, stadiums, or any
other place of public or private assembly
At least 1 parking space for each 5 seats provided for public or private assembly
Retail stores, restaurants, and barrooms
At least 1 parking space for each 60 square feet of gross floor area, exclusive of areas
not used for sale or display of merchandise
Office buildings and professional offices
At least 1 parking space for each one 100 square feet of floor area, or fraction thereof
Public garages or automobile service stations
At least 1 parking space for each 400 square feet of floor or ground area, or fraction
thereof, devoted to repair or service facilities, which shall be in addition to the space
allocated for the normal storage of motor vehicles
Dance halls, bowling alleys, swimming pools, roller rinks,
clubs, lodges, and other similar places and other commercial
buildings
At least 1 parking space for each 100 square feet of floor area
The ordinance also states that new parking spaces per vehicle shall not be less
than 9 feet wide and 22 feet long, totaling 198 square feet per parking space. It
is recommended that the Borough consider decreasing this parking space size
requirement within the GB District to 18 feet long as a way to make the area less
auto-centric and to shift lot space over to residential, commercial or open space
uses, rather than for parking.
Subdivision and Land Development Ordinance
(SALDO)
Alleys- The Borough SALDO notes that sidewalks shall be required, and
there currently is no minimum width requirement for sidewalks. Alleys serving
commercial and industrial establishments are also required and shall have a paved
cartway of 22 feet. It is recommended that the Borough consider reducing this
minimum width to 14 feet in the GB District in order to conform to existing alley
widths and establish a pedestrian thoroughfare within these corridors.
Signage- The Borough may also consider wayfinding signage for parking to
assist drivers in locating off-street parking facilities in and around the Main Street
District. This should be the only type of wayfinding designed for vehicular scale.
Other types of wayfinding signage should be tailored to the pedestrian scale.
An Economic Development Plan for Hanover Borough and Penn Township was
prepared in December 2012, with notes below:
1. As the planning process continues to evolve on a regional and county-wide level,
review existing plans from a downtown Hanover perspective and consider the impacts
and involvement of Main Street Hanover.
2. Continue to utilize the Main Street Four-Point ® Approach, a community-driven,
comprehensive strategy used to revitalize downtowns throughout the United States. The
four points are organization, design, economic restructuring, and promotion. Design
recommendations include:
a. Develop a streetscape plan for specific areas of downtown and address
sidewalk improvement, signage, gateways, and waste disposal;
b. Consider all aspects of the use of bike and pedestrian facilities to improve
movement and walkability while increasing safety, accessibility, convenience,
connectivity, and comfort;
c. Begin by focusing on improving a two block area around Center Square.
The Streetscape Plan helps to address these recommendations by developing a
streetscape that is focused on the downtown core of the Borough, in the Main Street
District.
Borough of Hanover Streetscape:
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25
Chapter 2 : Inventor y and Analysis

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General Business
Local Business
1 - 4 Family Dwelling
Office and Apartment

Land Use Map 0 50 100 200

Borough of Hanover Streetscape:

26 Design & Beautification Plan
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State Road
Local Street
Alley

Roadway Hierarchy 0 50 100 200

Borough of Hanover Streetscape:

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Chapter 2 : Inventor y and Analysis

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Bus Routes Legend

Bus 16
Bus 20N
Bus 20S
Bus 22N

Bus and Bicycle Routes 0 50 100 200

Borough of Hanover Streetscape:

28 Design & Beautification Plan
Strava Heat Map: Bike Routes 0 50 100 200

Borough of Hanover Streetscape:

Design & Beautification Plan
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 ! !

Chapter 2 : Inventor y and Analysis

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Borough of Hanover Streetscape:
30 Design & Beautification Plan
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 Site Reconnaissance
Observing conditions in Hanover was an important part of
the planning process and enabled the planning team to better
understand the opportunities, constraints, and challenges
present within the study area.

Photographs, measurements, and observations informed later

planning assessments and informed the process.

Borough of Hanover Streetscape:

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31
Chapter 2 : Inventor y and Analysis

Center Square Assessment

Center Square, at the heart of the Main Street District, is a historic public space that
has been impacted by incremental changes over decades.

The design team observed existing traffic patterns, pedestrian uses of the four
quadrants, existing ecology, and activities of local businesses.

Nevertheless the Center Square retains the capacity to be revitalized, be reimagined,

be rebranded and be the center of redevelopment in Hanover. This vital public
space can provide safe automobile and pedestrian circulation, improve access to
businesses, create attractive civic gathering spaces, manage stormwater, and regain
its aesthetic appeal.

Borough of Hanover Streetscape:

32 Design & Beautification Plan
Town Square Comparisons
Easton, PA
Signals - Yes

Island - Accessible, Civic

Apron - None

Splitters - None

On-Square Parking - Yes

Gettysburg, PA
Signals - None

Island - Inaccessible, Aesthetic

Apron - None

Splitters - None

On-Square Parking - Yes

Existing Conditions
Hanover, PA
Signals - None

Island - Inaccessible, Aesthetic

Apron - None

Splitters - None

On-Square Parking - Yes

Borough of Hanover Streetscape:

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Chapter 2 : Inventor y and Analysis
Center Square Geometric Alternatives
Clearly, future treatment of the Center Square will inform all other aspects of any
Downtown Streetscape improvement program for Hanover Borough – and, future
geometric options for the state highways that intersect at Center Square will guide all
other aspects of decision-making. Four preliminary alternatives were determined
to be potentially feasible in this location – dependent upon additional analyses
and successful negotiations with PennDOT as the highway steward agency for the
Commonwealth.
One option is to update the current “crossroad” geometry and traffic signals. The
other three potential alternatives are variations on modern “roundabout” geometries
Option 1:
Updated Crossroad
An updated “crossroad” alternative for Center Square would retain the basic
intersection geometry and focus on modernizing and reducing the number of traffic
signals within the Center Square from the existing eight to four.
This change has the potential to simplify vehicular and pedestrian movements
through the intersection by creating a single stop bar and crosswalk at each of the
four approach streets. Design implications within the Square area include likely
geometric modifications to existing parking areas within some or all of the four
quadrants. The modifications to traffic signals within Center Square would need to
be coordinated with modifications to traffic signals along all approach streets – to
create a single synchronized system.
Borough of Hanover Streetscape:
34 Design & Beautification Plan
– all different in many ways from the previous central public “square” island that once
existed in this location. No preference for any geometric alternative is implied by the
conceptual presentations.
Recent improvements to the Center Square area in 2018 included traffic signal
upgrades to improve traffic sensors and signal timing – all within the existing roadway
geometries. Minor crosswalk / ADA ramp improvements were also installed. The eight
existing traffic signals and corresponding crosswalks remain within Center Square.
These conditions are the baseline upon which additional improvement options will be
assessed in the next phase of “preliminary engineering / feasibility analyses.”
Option 2:
One Lane Roundabout (large)
The larger non-signalized roundabout is also depicted as a one-lane intersection
with a larger turning radius, but still requires a mountable concrete apron and a
center island that remains inaccessible to pedestrians. The larger roundabout as
shown also assumes that one lane is sufficient to serve traffic volumes and turning
movements from all four directions. A modification to a two-lane version of this
geometry would convert some or all of the mountable apron to vehicular travel
lane. This option also encroaches more into the quadrant areas due to the larger
roundabout circumference.
Option 3:
One Lane Roundabout (small)
The one-lane alternative is the smallest potential roundabout geometry to possibly
be feasible within the right of way available within Center Square. This small
roundabout alternative is contingent upon future traffic counts and traffic modeling
to confirm that a single lane roundabout design could handle all potential future
traffic demands from all four contributing streets.
This option is displayed as a typical modern, non-signalized roundabout
intersection, with a center island that is inaccessible to pedestrians and would
serve primarily visual and possibly stormwater management functions. One visual
treatment challenge includes the large expanse of mountable concrete apron that is
industrial in character around the outside of the circle – to allow trucks to traverse a
smaller lane radius.
The small roundabout design appears to create the least impacts to the existing
geometry of the four quadrants, but all roundabout designs will need to be assessed
in terms of modern geometric standards for driveway entrances and road lane
queuing distances.
One issue that will need to be assessed for any non-signalized roundabout
intersection is how would the signals at the surrounding intersections affect the flow
of traffic through Center Square.
Option 4:
Two Lane Roundabout
This alternative is a modified modern roundabout with traffic signals and crosswalks
designed to enable pedestrians to access and use the center island area as a public open
space and civic amenity. This geometry is depicted as two-lane, and the inclusion of
traffic signals in a roundabout intersection may help address issues of traffic flows
through Center Square by synchronizing the timing with signals at intersections
outside the Square. All these ideas must be confirmed during feasibility analyses and
preliminary engineering phase.
This pedestrian-accessible center island would create a new civic amenity at the expense
of borrowing non-roadway area from the four adjacent quadrants. This alternative
needs further study to determine how existing parking and civic uses within the
quadrants might be affected.
A public discussion of how a new civic space in the center of the square might be used is
needed during the engineering feasibility phase to ensure that those considerations are
included in the decision-making.
Borough of Hanover Streetscape:
Design & Beautification Plan
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Chapter 2 : Inventor y and Analysis

Parking Evaluation Comparative Parking Evaluation

Analysis Process
The design team analyzed the existing public parking—
both on and off-street, as well as existing private lots. Hanover, PA Phoenixville, PA
Through this analysis, which included site reconaissance
and GIS mapping data, the design team discovered that
Hanover’s Main Street District contains a large amount of
public parking. A total of 502 public parking spaces exist
within this project area.

For comparision, Phoenixville, PA is a municipality

relative in geographic size and population to Hanover.
Phoenixville has experienced successful revitalization
over the last several years, and contains 100 fewer public
parking spaces than Hanover.

This analysis demonstrates ample parking within the Project Area Parking Project Area Parking
Main Street District, with possible coordination with
private parking lots for more spaces if needed.
38 Acres 38 Acres

15,289 16,440
Hanover Population Phoenixville Population

502 400
Total Public Total Public
Parking Spaces Available Parking Spaces Available

Borough of Hanover Streetscape:

36 Design & Beautification Plan
 T
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Number of Parking Lot Spaces
P1 8
P2 8
P3 7 YOR
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P4 9 CA
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P5 62 IS
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P6 28
P7 47

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P8 73

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P3
P10 42
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Total 329
I
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Number of Street Parking Spaces

Railroad St 13 P5
York St 21 P10
Baltimore St 36
Carlisle St 24
HI
G

Franklin St 31
H
ST

Chestnut St 13
Frederick St 12
Broadway St 17
Middle St 6
Total 173

Number of Spaces in Project Area

Parking Lots 329
ST
Street Parking 172
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Total 502 M
NI

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Public Parking Map

Street Parking
0 50 100 200
Parking Lots P1

Borough of Hanover Streetscape:

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Chapter 2 : Inventor y and Analysis

Assets & Challenges

Historic Character Asset

The remarkable historic character in downtown

Hanover Borough is a result of the scale and materials
that remain in many of the buildings, as well as the
historic alignments of the state and local roadways.
The challenge is to create a downtown marketing
strategy that will entice users to rehabilitate and re-
populate empty buildings as the economic development
component of the overall community revitalization
strategy that will be supported by public streetscape
infrastructure improvements.

Downtown Hanover is working with the Borough,

county and regional partners to coordinate those two
efforts. Several properties are clearly potential targets
for the right redevelopment strategies. “Modern”
architectural impacts have occurred to key properties
within the Centre Square that have affected their
aesthetics, economic attractiveness and service to the
vitality of Downtown Hanover.

Parking Asset

Currently, over 500 public parking spaces are located
within the Main Street District. Public comments
have included the idea that additional public parking
is needed – possibly in the form of a parking structure.
This type of project is a capital-intensive undertaking and
requires careful financial analyses as a feasibility study of
its own – based on firm projections of new populations
that would be willing to pay the amortization of a new
structure in the form of higher parking rates and higher
market rents.
Given the reasonable current parking rates in Hanover
and the available public parking spaces in the downtown
core, future parking demand needs to be proven before
any large capital investment in a parking structure can be
justified. There may be a time in the future of Hanover
Borough when growth will require a full parking study –
including the possibility of a parking structure.
An alternative solution to meet peak parking demands
– such as the need of special events, should be a
comprehensive analyses of existing private parking areas
that may be capable of serving as a cooperative public
parking system when needed for public events. This
strategy will require creative cooperative agreements with
private property owners. Given the current number of
public spaces within the downtown area, the proposed
directional signage system should be developed first to
help visitors navigate to those existing facilities.

Borough of Hanover Streetscape:

38 Design & Beautification Plan
Borough Alley Network Asset
The network of Borough alleys, especially the ones that
create an outer ring perimeter directly surrounding the
blocks that form the Center Square, offer opportunities
to be re-envisioned for multiple uses – including the
potential to serve another smaller scale of economic
development opportunities than those commercial
spaces that front on the state highway corridors.
This Streetscape study includes several concepts how
Hanover Borough might address these public rights
of way to maintain their historic service / utility uses
– but also improve them for multiple other uses for
the considerable populations of residents and business
people who travel them as alternate routes for walking
and biking throughout the downtown area. As the alleys
are municipal rights of way, re-envisioning them may
be more open to creative alternatives than state highway
corridors or even primary Borough streets.
Alleys need to be assessed critically as part of a
comprehensive downtown traffic analyses that is
recommended during the next phase of feasibility study
and Preliminary Engineering – to inform decisions
about any future transportation improvements to
Center Square. Once a comprehensive future traffic
strategy is developed for the entire downtown network
of thoroughfares – including alleys and their optimum
directions of travel, then other treatments can be
considered within these minor rights of way, including:
managing stormwater, adding vegetation, improving
the surfaces for walking and biking, limiting vehicular
travel, improving facades, public art, periodic event
spaces, shared al fresco spaces with local businesses, and
assessing municipal zoning opportunities to encourage
small business opportunities to “front” onto these alleys.
“Green alleys” are a growing trend in the US and other
countries as a means of capitalizing on these otherwise
under-utilized public spaces to create attractive and
multi-functional green public infrastructure in urban
areas. Population Densities Asset
The current mixed-uses of buildings within the Main
Street District is a positive direction for future downtown
revitalization, and there appears to be opportunities
to increase resident and business populations in the
downtown core. One perceived challenge is adequate
parking for current and potential residential and business
populations. Current assessments suggest that existing
parking spaces are sufficient for downtown users and
visitors.
Borough of Hanover Streetscape:
Design & Beautification Plan
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Chapter 2 : Inventor y and Analysis

Assets & Challenges

Outdoor Recreation Asset

During the course of the Streetscape Study, Hanover

Borough applied for and was awarded DCNR funding
to conduct an Open Space and Recreation (OS&R) Plan
for the entire Borough including its possible linkages
to surrounding municipal and regional recreation
and open space assets. Hanover Borough can seize
this opportunity to approach open space, recreation
and green infrastructure as a 21st Century urban
municipality that creatively re-envisions what these
assets can be within a densely developed community.
Hanover has already engaged DCNR in its purpose to
explore what open space and recreation can be in a small,
built-out Borough environment. One of the major assets
that is ripe to be advanced from the Hanover Borough
terminus is the York County Trail. representatives from
the York County Rail Trail Authority have attended the
streetscape public meetings, and the full development
of Hanover Borough downtown as a major trailhead
location can help improve recreation opportunities,
as well as alternative transportation and sustainable
economic development within the Hanover core area.

Traffic Challenge
Traffic in every community is a double-edged issue. The
public thoroughfares become congested as populations
increase and as additional automobiles are added to local
households. Visitor and through-traffic remains essential
for commerce and economic development – and the idea
of creating a future “bypass” for state highway traffic that
would detour major traffic volumes around the Central
Square area is a multi-year, regional feasibility study that
has not become a major community intention.
Attempting to remove large truck traffic through
Hanover Centerin the form of a “bypass” might be
eventually be developed, but it is a strategy for the next
generation, and will not help alleviate Truck traffic
Borough of Hanover Streetscape:
40 Design & Beautification Plan
volumes through Hanover Borough in the near of
mid-range future. Attempting to reduce any type of
commercial traffic through Center Square also poses the
risk of lowering economic vitality within the Borough
center – especially if alternatives such as public transit,
bike trails, and possibly green alleys are not pursued to
their greatest potentials as first steps toward reducing
traffic congestion through downtown Hanover Borough.
The preliminary engineering feasibility study identified
as the next logical step in the Hanover streetscape
improvement initiative will help deliver hard data to
enable the Borough and its partners to make informed
decisions about its future partnerships with PennDOT.
Aging Infrastructure Challenge
The streetscape improvement study process is
a comprehensive means to address individual
infrastructure resources collectively – including
all transportation elements, as well as stormwater
management – as part of the Borough’s MS4 planning,
and other utilities within the Center Square area. Any
federally-funded streetscape project on public rights-
of-ways will require that the Borough address potential
impacts to the utilities, environmental and historic
resources and civic concerns from the community. As
the next preliminary engineering phase progresses,
data on all aspects of the public infrastructure will
be developed that enables the Borough to work with
utilities, and public and private sector partners to
envision a comprehensive strategy for bringing Hanover
Borough infrastructure into the 21st Century while
conserving its essential heritage features.
Economic Vitality Challenge
Thanks to the efforts Downtown Hanover with the
Borough and other partners, there is a resurgence in the
economic vitality of Hanover Borough. There appear
to be multiple opportunities to re-inhabit underutilized
properties within the Borough center. Approximately 10
vacant storefronts were observed in the downtown area
as of July 2018.
In tandem with Hanover streetscape improvement
efforts, government and NGO partners can continue
formalizing the economic planning element of the overall
revitalization strategy for Hanover Borough. A similar
type of visioning-analyses process as the Streetscape
process can be conducted to systematically assess what
types of development the Borough can attract and what
the local and regional markets will support in Downtown
Hanover. Based on the successful civic engagement
of the streetscape visioning process, it is considered a
good time to engage the larger businesses with Hanover
Borough to participate proactively in the process of
envisioning a comprehensive ecomomic development
strategy for the Borough Center area.
Borough of Hanover Streetscape:
Design & Beautification Plan
41
Public Involvement 03
Engagement Process
Hanover Borough recognized the need for a smart and proactive Public Involvement Program as the essential
investment in negotiating a public vision for the downtown streetscape that would foster a consensus for how to
move the multi-phased process forward.

Borough of Hanover Streetscape:

Design & Beautification Plan
43
Chapter 3 : Public Involvement
A total of six meetings were conducted with the project committee, the general
public, Borough Council, business representatives and partner agencies – representing
approximately 30% of the project resources toward meeting directly with stakeholders.
Committee Meeting 1: April 2, 2018
This introductory meeting introduced all parties involved in the Borough of Hanover
Streetscape process. Main Street Hanover and the project committee were in
attendance. Simone Collins discussed available data and process.
Presentation during public meeting 2
Borough of Hanover Streetscape:
44 Design & Beautification Plan
Public Meeting 1: April 11, 2018
Attendees were asked to interact with three exhibits prior to the start of the
presentation. This exercised allowed attendees to express their interests and help
shape the future streetscape plan. The three boards were: 1. Where Do You Go?
2. What is Your Streetscape? (physical elements) 3. What is Your Streetscape?
(programmatic opportunities). Following the interactive activity at the beginning
of the meeting, the consultants provided a quick introduction to the project and led
general discssion and brainstorming with the public.
PennDOT and York County Planning
Commission: May 9, 2018
The group discussed traffic patterns and determined that existing patterns will
remain for the streetscape plan as well as redirecting truck traffic as a future decision
for the Borough. Existing conditions of vehicular circulation and pedestrian
safety were discussed. Simone Collins and Barton & Loguidice were tasked with
investigating a roundabout as a possible solution to the traffic and pedestrian
challenges in Center Square.

Dialogue during public meetings 1 & 2

Community and Business Stakeholder Meetings:

May 31, 2018
Simone Collins provided a project overview and initiated a general discussion
with community stakeholders. Two discussions were held: one for community
members, and another for business owners. These stakeholders discussed specific
improvements they would like to see within the Hanover Borough. Physical
elements, events / festivals, community collaborations, and economic revitalization
efforts were all discussed.

Public Meeting 2: September 20, 2018

Simone Collins presented alternative concepts for the Hanover Borough Center
Square. After a review of data gathered and analyzed, the public was invited to mark
their preferences on several elements within the Center Square: 1. Parking Design
Options 2. Traffic Options 3. Civic Space Options. After the interactive preference
session, the public asked many important questions about the process as well as
voiced opinions on desired improvements to the Main Street District and the Center
Square.

Borough of Hanover Streetscape:

Design & Beautification Plan
45
Chapter 3 : Public Involvement

Outcomes
Valuable information was gathered during the extensive public involvement process,
including public dialogue and individual conversations that provided insights into
residents desires, values, their visions for how future public infrastructure systems
might work within Hanover Borough.

Public Meeting 1 Feedback Exhibit Public Meeting 1 Public Participation

Public Meeting 1 Feedback Exhibit

Public Meeting 1 Feedback Exhibit

Borough of Hanover Streetscape:

46 Design & Beautification Plan
Findings
The design team learned preferences for fundamental public infrastructure
improvements as well as preferred civic amenities, including trees, landscape
planters, public event gathering spaces, and pedestrian level lighting. There were
mixed responses to the alternatives for modifying Center Square roadway and
parking geometry.

Public Meeting 2 Public Participation Public Meeting 2 Feedback Exhibit

Public Meeting 2 Feedback Exhibit

Borough of Hanover Streetscape:

Design & Beautification Plan
47
Guidelines 04
Physical Elements
Many physical elements contribute to the success of a streetscape, and each should be well conceived to provide
essential services, amenities and enhance the unique sense of place for each community.

Elements that are included in many typical streetscapes are displayed in this section as examples for
consideration and future decisions by the Borough of Hanover and its partners.

Styles exhibited in this section are not specific recommendations for Hanover, but provided as inspiration for
future discussions during subsequent phases of design and public involvement.

Borough of Hanover Streetscape:

Design & Beautification Plan
49
Chapter 4 : Design Guidelines

Streetscape Elements

Street Trees Water Features Rain Gardens / Bioswales Potted Planters

Street trees provide cooling shade, Water features cool surrounding air Rain gardens reduce stormwater These planters bring nature into
capture stormwater runoff, reduce temperatures and provide unique runoff and provide habitat for the urban setting, provide visual
CO2 emissions, and more. gathering spaces. native pollinators. interest and pollinator habitat.

Intimate Sitting Spaces Benches Bus Shelters Bike Racks

Such seating arrangements Provide comfort and places to rest Improve the comfort and Provides access to cyclists in urban
allow the community to interact within the urban landscape. accessibility of public areas who are completing errands,
organically and intimately. transportation. site seeting, and more.

Stamped Crosswalks Public Art Streetlights with Banners Public Gathering Space
Increase pedestrian safety and Creates community identity, speaks Decorative streetlights & banners Gathering spaces allow a community
establishes sense of place. to the values of the community. establish an urban ‘vocabulary’. to assemble for all occasions.

Borough of Hanover Streetscape:

50 Design & Beautification Plan
Programmatic Opportunities
An improved streetscape provides the opportunity for a wide array of communities interaction. The following list
of opportunities will require coordination and communication between various civic organizations, and is not a
comprehensive list.

Public Art Programs

Art programs engage the public in civic spaces,
encouraging dialogue and creativity.

Festivals and Events Green Alleys Beer Gardens

Flexible civic spaces can host an array of community Green alleys can be used as improved civic and green These informal community gathering spaces center
events, from seasonal festivals, music events, and more. space. The spaces typically used for vehicular access have around food and drink.
the potential to support various community functions.

Borough of Hanover Streetscape:

Design & Beautification Plan
51
Conceptual
Streetscape Plan 05
Conceptual Streetscape Plan
The Conceptual Streetscape Plan was developed for the Hanover Borough downtown to visually characterize
how improvements that are preferred by the public might appear as future infrastructure within roadway rights
of way in the study area.

At the heart of any future Streetscape improvements lie the geometric and safety requirements for the State
highways that pass through the Center Square and Borough downtown. Any modifications to the existing
PennDOT infrastructure will be based on comprehensive engineering analyses and must meet the Federal
Highway Administration project approval process, as administered by PennDOT. Modernization, safety, and
aesthetic changes occur every day to the state highway system across the Commonwealth through this project
development process. Each highway modifications must follow a clear sequence of stages over a period of years
to reach construction.

Hanover Borough has engaged important partners to develop this “master plan” as the first definitive step toward
realizing its vision to comprehensively improving the downtown streetscape. This study moves the Borough
and its partners beyond the initial conception of “beautification” and identifies how the next phase of safety and
efficiency analyses of the highway infrastructure will set the transportation framework for all future decisions on
beautification and amenity treatments within the Borough core area.

Borough of Hanover Streetscape:

Design & Beautification Plan
53
Chapter 5 : Conceptual Streetscape Plan

This Conceptual Streetscape Plan is not a final design. The Plan depicts a conceptual hierarchy of three public
This Plan establishes a graphic visualization for elements roadway corridor “types” within the Study area – State
of grey and green infrastructure improvements that were highways, Borough streets, and Borough alleys.
articulated in the public visioning process. The plan
Street trees are depicted as green infrastructure that
also creates the basis for a conceptual-level opinion of
may also be possible to serve in some stormwater
probable cost.
management capacity. At this conceptual level, street
NOTE: A “roundabout” intersection is not depicted in trees are depicted at general urban spacing to help
this version of the Conceptual Streetscape Plan because envision how a fully canopied downtown might look like.
any alteration to the existing geometry and traffic The conceptual planting scheme does not specify species,
signals will require additional engineering analyses but serves as a basis for estimating cost of plant materials
before potential modifications can be determined to be and associated improvements at this preliminary stage.
physically feasible. This report does not recommend any
specific alternative for the Center Square intersection.
Three conceptual roundabout geometries were prepared
for this study in addition to a modified “cross road”
intersection – as potential alternatives that should be
further studied.

Borough of Hanover Streetscape:

54 Design & Beautification Plan
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Borough of Hanover Streetscape:

58 Design & Beautification Plan
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Borough of Hanover Streetscape:

Ba

59
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Design & Beautification Plan

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Chapter 5 : Conceptual Streetscape Plan

Conceptual Streetscape
Sections

Building Face
Building Face
These graphic cross-sections were developed to establish a sense of
the general character and scale of three primary types of roadway
corridors within Hanover downtown study area – and to help
begin to visualize how these corridors might be reconceived to
serve multiple compatible purposes in the future. The sections
are not final designs, but serve to articulate some of the potential
design options that need to be vetted in the next phase of Sidewalk Car Lane Car Lane Car Lane Car Lane Sidewalk

engineering analyses.

10’ to 15’ 30’ to 45’ 10’ to 15’

65’
Existing Conditions: Broadway

State Highway Broadway

State Roads
-

Right-of-Ways

Building Face
Building Face

State highways (including Frederick St, Carlisle St, Chestnut St,

Broadway, York St, Baltimore St) are generally 55 to 65 feet wide
rights of way. Within these right of way widths, modifications to
the existing transportation geometries may be possible – depending
upon engineering feasibility analyses – such as: resizing travel /
parking lanes; adding dedicated bicycle lanes, modifying sidewalk
/ curb line locations; and possibly considering modifying existing Sidewalk Parking Car Lane Car Lane Parking Sidewalk
Lane Lane
directions of travel. The section diagram depicts a general state
highway corridor geometry with added parking lanes and widened
pedestrian sidewalks.
12’ 8’ 12’ - 6” 12’ - 6” 8’ 12’

65’ Existing (Typ)

Improvement Alternative: Broadway

Borough of Hanover Streetscape:

60 Design & Beautification Plan
Borough Street Franklin Street -
Borough Roads

Right-of-Ways

Building Face
Building Face
Building Face

Building Face

HANOVER

HANOVER
Borough streets (including Park Ave, Gail St, Franklin
St, School Ave, Walnut St, Railroad St, Middle St) are
generally 40 to 55 feet wide rights of way. Borough
Sidewalk Car Lane Car Lane Sidewalk Sidewalk Bike Car Lane Car Lane Bike Sidewalk
streets need to be assessed concurrent with the feasibility Lane Lane

analyses for the state highways through the Borough

core, since they serve as alternate routes to disperse, 9’ 5’ 11’ 11’ 5’ 9’
10’ 25’ to 30’ 10’
especially local traffic, around the Center Square
50’ Existing (Typ)
50’
intersection. These local corridors should be included Existing Conditions: Franklin Street Improvement Alternative: Franklin Street
in the next phase of feasibility analyses of the state
highway corridors to inform potential options including:
directions of travel, on-street parking modifications, and
sidewalk / curb line changes.

Borough Alley Right- Railroad Street -

Green Alley
Railroad Street -
Green Alley

HANOVER

HANOVER
of-Ways
HANOVER

HANOVER

Building Face
Building Face
Building Face

Building Face

Building Face
Building Face
These corridors (including Doss Alley, Exchange Pl,
Railroad St, Bank Ln) are smaller Borough streets
and are generally one-way traffic. An alley system was
designed that almost completely surrounds the Center
Square highways, originally as service access to many Pedestrian Space
Side Pedestrian
of the largest properties with frontage on the state walk
Car Lane Car Lane Space
highways. The existing alleys are generally between 14
and 19 feet wide and the network currently functions
13’ to 18’ 4’ 19’ Existing (Typ)
as a heavily-used pedestrian and bicycle alternative to 13’ to 18’ 4’(±)
(Emergency Vehicles Only)
the intensively-used state highway and Borough street 19’ 19’ Existing (Typ)
vehicular routes. In some locations these alleys may offer
Existing Conditions: Doss Alley Improvement Alternative: Doss Alley Improvement Alternative: Doss Alley
the potential to limit traffic to only local residents access,
sanitation services, and emergency vehicles. Under these
treatments, the former vehicular-only alleys offer the
potential to expand storefronts and outdoor commercial
and civic uses – as another marketable layer of the
Borough’s community and economic fabric.
Borough of Hanover Streetscape:
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Chapter 5 : Conceptual Streetscape Plan

Frederick Street
This photo-simulation depicts a variety if potential improvements to Frederick
Street. Pedestrian crosswalks and flashing beacons can sometimes improve
pedestrian safety. Hanover banners attached to new light posts are one opportunity
to reinforce the Hanover “brand” and contribute to the Borough’s visual identity.

Existing Conditions: Franklin Street

Borough of Hanover Streetscape:
62 Design & Beautification Plan
 Bank Lane
This photo-simulation depicts options for green alley improvements to Bank Lane.
Outdoor seating and recreation areas provide space for community interaction.
Permeable pavement captures stormwater runoff and possibly increases infiltration
throughout the green alley network.

Existing Conditions: Bank Lane

Borough of Hanover Streetscape:
Design & Beautification Plan
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Chapter 5 : Conceptual Streetscape Plan

Doss Alley
This photo-simulation depicts potential improvements to Doss Alley including:
paved and sharrow bike routes to improve borough connectivity by providing safe
alternatives away from state highways. Permeable pavement and added vegetation
are possible techniques that improve aesthetics and may help to capture stormwater
runoff and improve infiltration throughout the green alley network.

Existing Conditions: Doss Alley

Borough of Hanover Streetscape:
64 Design & Beautification Plan
 Railroad Street
Railroad Street in this location is in the alignment of the primary alleys surrounding
the Center Square, but the cartway is wider than alleys in this segment of street. This
photo-simulation depicts potential improvements along Railroad Street that might
include widened sidewalk, street lights, and street trees as incentives for commercial
properties to invest in private improvements, amenities, aesthetics and better
functional integration of the businesses with the public streetscape environment.

Existing Conditions: Railroad Street

Borough of Hanover Streetscape:
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Chapter 5 : Conceptual Streetscape Plan

Center Square: Improved Crossroad

This photo-simulation depicts potential improvements to the existing crossroad
geometry in the Center Square. Reduction of traffic signals from eight to four, and
improved crosswalks establish a more comfortable and logical space. In this version,
parking has been shown removed in the southern quadrant and replaced with civic
gathering space. 12 parking spaces remain in each of the other three quadrants. An
improved tree canopy along the outer perimeter may be capable of contributing to
stormwater management and will provide valuable shade for outdoor seating.

Existing Conditions: Center Square

Borough of Hanover Streetscape:

66 Design & Beautification Plan
Borough of Hanover Streetscape:
Design & Beautification Plan
67
Chapter 5 : Conceptual Streetscape Plan

Center Square: Two-Lane Roundabout

This photo-simulation depicts a two-lane roundabout with an accessible center
island. Twelve parking spots remain along the perimeter of the roundabout. A
mountable curb in the northern quadrant might be one means to increase usable
pedestrian space and aid in business deliveries.

Existing Conditions: Center Square

Borough of Hanover Streetscape:

68 Design & Beautification Plan
Borough of Hanover Streetscape:
Design & Beautification Plan
69
Chapter 5 : Conceptual Streetscape Plan
Hanover Borough Streetscape DRAFT - Estimated Costs of Development 12/10/2018 SC # 18009.

Estimated Costs of Development:

Estimated Costs ofSummary
Development

CONCEPTUAL ESTIMATES OF PROBABLE COSTS - TOTAL(include all costs per element)

Alternative A (with Center Square Crossroads - Modified) $ 16,878,828
or or
Alternative B (with Center Square Roundabout - Large Alternative) $ 18,028,986

1. State Roads (Same for Alt. A or B.)

1.1 Route 94 (Carlisle Street) $ 1,854,468
1.2 Route 194 Chestnut St. $ 812,994
1.3 Route 194 (Broadway) from School Ave to Center Square $ 825,814
1.4 Route 116 (York St) from Walnut St to Center Square $ 901,683
1.5 Route 94 (Baltimore St.) from Middle St to Center Square $ 1,832,166
1.6 Route 194 (Frederick St.) from Franklin St to Center Square $ 907,964

2. Borough Streets (Same for Alt. A or B.)

2.1 Park Ave (from Doss Alley to Railroad St) $ 352,426
2.2 Gail St (from Doss Alley to Railroad St) $ 299,570
2.3 School Ave (from Broadway to Walnut St) $ 127,867
2.4 Walnut St (from Doss Alley to School Ave) $ 1,288,555
2.5 Middle St (from Doss Alley to Railroad St) $ 674,100
2.6 Franklin St (from College Ave to Echange Pl) $ 720,762

3. Borough Alleys (Same for Alt. A or B.)

Inner Ring
3.1 Doss Alley (from College Ave to Exchange Pl) $ 471,488
3.2 Exchange Pl (from Doss Alley to Railroad St) $ 471,488
3.3 Railroad St (from Bank Ln to Exchange Pl) $ 498,351
3.4 Bank Ln (from Doss Alley to Railroad St) $ 471,488
Extensions
3.5 College Ave (from Franklin St to Doss Alley) $ 216,452
3.6 Exchange Pl (from Franklin St to Doss Alley) $ 215,653
3.7 Doss Alley (from Park Ave to Bank Ln) $ 263,333
3.8 Doss Alley (from Exchange Pl to Middle St) $ 262,464
3.9 Railroad St (from Exchange Pl to Middle St) $ 207,775
3.10 Railroad St (from Park Ave to Bank Ln) $ 994,063

4 Center Square
4.1 Crossroad - modified $ 2,207,903
4.2 Roundabout - large $ 3,358,061

Borough of Hanover Streetscape:

70 Design & Beautification Plan
Costs were developed from previous similar urban transportation projects and
updated for escalation to also estimate 2019 probable costs.

Unit quantities for various improvements were based on takeoffs from concept-level
streetscape diagrams that identify major infrastructure improvements as well as
estimates for amenities that were considered “preferred’ during the public visioning
process. Costs are calculated and tallied per street segments within the project area.
These costs must be considered conceptual level, and initial basis to establish an
order of magnitude costs for an entire project.

Cost breakouts by segment provided in EXCEL file, deliver the preliminary details
of the estimate, so that the Borough and its partners can assess options for what
elements are priorities and alternatives for implementing the project over multiple
phases.

Estimates for utility upgrades and replacements are not included in this estimate. A
comprehensive assessment of utility conditions, needs, and costs is identified to be
a component of the next phase – Preliminary Engineering / Feasibility Analyses – a
phase that is currently pending as funding application by Hanover Borough to the
2018 PA DCED multi-modal grant program.

These conceptual costs include estimates for construction, and estimated line items
for design/engineering, preconstruction environmental clearances/permitting and
construction inspection, mobilization, erosion/sediment controls, and maintenance
of (vehicular and pedestrian) traffic during a construction phase.

The Borough has received the full EXCEL file for the entire segment-by-segment
estimate of probable costs for its detailed review.

Generally, the estimates for public infrastructure costs were developed with the
assumption that current facilities would be removed and replaced with new
preferred facilities – including roadways, sidewalks, curbs, crosswalks. Ornamental
street lights were added as a cost item per segment. This cost estimate assumes that
existing highway lighting along the state highway corridors would remain in place
(as adequate under current regulations.) All assumptions to create this concept-
level cost estimate need to be critically assessed at the next stage of Preliminary
Engineering to determine their level of need, feasible alternatives for improvements
and a higher level of cost estimates that are based on engineering surveys and
utilities assessments.

Borough of Hanover Streetscape:

Design & Beautification Plan
71
Action Plan 06
Implementation Priorities
The Hanover Borough Streetscape study is much more than simply “beautification”…it is the chance to evolve a
public consensus for a downtown that is vital and sustainable – financially, environmentally and socially.

Borough of Hanover Streetscape:

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Sustainable Improvements:
State Highways
The domination of state highways that pass through the center of Hanover is a challenge that other
Pennsylvania communities actively address using a variety of approaches and treatments.

An “outer belt” highway bypass route is not on the horizon for Hanover, and the removal of truck traffic from
the center of town would be accompanied by its own set of economic and social impacts to the Borough.

The Borough Council has submitted a “multi-modal” grant application to the Commonwealth in 2018 to
fund the essential next steps to develop the technical data necessary to advance the decision-making needed
to negotiate future state highway streetscape improvements with PennDOT.

Center Square
Future modifications to Center Square can only be decided after further technical analyses in close
coordination with PennDOT as the steward agency for the three major state highways running through the
central business district.

Borough Streets
Specifically – traffic studies for the Borough core were identified by engineers on the streetscape team
as critical to quantify volumes and movements of vehicular traffic – not only on state roads, but also on
Borough streets and alleys – as the frequently-used local alternatives to avoid and circumvent highway traffic.

A comprehensive assessment of vehicular traffic through the Borough core is essential to inform multiple
transportation and civic decisions – including but not limited to:

• Directions of travel within existing roadways • Pedestrian / bicycle improvements

• Roadway geometries • Parking and access locations
• Demands upon Borough alleys • Economic development priorities
• Traffic signal upgrades • Municipal investments of all kinds

Green Alleys
Fortunately, not all priority study and planning tasks that are needed to advance the Hanover Borough
streetscape concepts rely on PennDOT rights of way. Determining the feasibility of a “Green Alley”
system responds to many priorities expressed by residents and should focus on the network of alleys that
directly surround the four Center Square blocks. Additional data and public input are needed to identify
opportunities that include, but are not limited to:

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 Economic Development
Efforts by Borough Council and Main Street Hanover have been
effective in retaining and attracting many businesses within the
Business core area. An economic study for the Hanover Borough
core area can be developed to identify what businesses can be
viable in this community and what level of market is available
or desired to attract preferred types of businesses. This task
is supported by the streetscape study and its findings can help
advance streetscape improvements by strengthening opportunities
for public-private partnerships

Local Bank
PNC Bank is currently the only local branch to serve the Center
Square area after M&T bank moved its commercial store services
out of the Borough center. PNC has committed to a presence
in downtown Hanover Borough and represents a potential local
funding partner to businesses seeking to locate or expand within
the central downtown core.

Economic Development Potential

Legend

Vacant Storefront

*According to July 2018

Google Maps Data

• Rights of way • Utilities – subsurface / overhead

• Directions of travel
• Intersections with PennDOT rights of way
• Access to private properties
• Service access
• Emergency access
• Trash / recycling
• Pedestrian / bicycle safety
• Paving improvements
• Stormwater management
• Environmental tempering
• Economic development
• Linkages to civic assets
• Art
• Events
• Activities

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Redevelopment Opportunities:
The four-block core area includes at least four major opportunities that have been
identified as redevelopment potentials to various degrees in the past. Each require
significant investment to achieve viability by adaptive reuse or replacement. These
are described as a brief economic redevelopment context to the primary focus of this
streetscape beautification study:

Center Square Building

This structure is located in the western quadrant and is the largest building that
fronts onto the Square. It is currently underutilized on all levels – significantly
due to the aluminum façade that was added to obscure the historic facade. The
façade also blocks views from the interior spaces toward the Center Square from all
floors above street level. The aluminum façade serves no useful purposes and is an
impediment to any traditional form of reuse – such as residential, hotel, or office
space. Removal of the aluminum façade from this building might be considered as a
public-private partnership element of the total building renovation – given the right
developer and business plan.

M&T Bank Building

This structure is the most intensive structural intrusion on the historic Center
Square – because there is no historic structure to be restored beneath its barren
exterior. The building’s “modern” façade and “lightwell-type” glazing, originally
designed to allow daylight into basement-level interior spaces, are a dated
experiment completely out of character with Downtown Hanover. The low profile
of the structure also diminishes its presence and emphasizes its void in the visual
rhythm of the historic downtown commercial facades. The property offers no
features of interest or public amenities, and the vacation of commercial storefront
operations relegate this building to low levels of daily interactions with the general
Hanover public – exacerbating its sense of “activity void” in Hanover civic life. The
“split-level” suburban mall floor plan creates underutilized spaces within what
should be a prime and thriving commercial site – facing on Center Square. Modern
buildings are not necessarily negative for a future Hanover Borough, but this one
contributes little. A commercially attractive tenant for this building may be unlikely
given the physical design issues. The owners should consider marketing this site to
be razed and re-developed as a smart, mixed use development – in an appropriate
scale; with attractive treatments and commercial, residential and office uses that
respect the need to re-establish a lively civic and commercially diverse activity core
on Center Square.
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Hanover Theater
Many public ideas were offered for this site, including raze it for a parking structure.
The brick face exteriors appear sound by casual visual observation, however the
marquee façade may have obscured issues. The key for the current owner to market
the adaptive re-use of this building is to keep the roof impermeable as the first
defense against structural deterioration. Many communities have featured renovated
historic theaters as centerpieces of their economic renaissance strategies. Whether
or not this can happen in Hanover depends on multiple considerations, including;
structural demands, seller motivation, future marketability; non-profit partnerships,
and other potential incentives. Parking for almost any adaptive reuse of this
property will need to be clearly defined – as will any development in the Center
Square core area. The development of an adjacent “green alleys” concept for Hanover
Borough – including Doss Alley, may support future mixed uses at this property.
Clearly, an entertainment venue that retains the historic character on Frederick
Street is the emotional favorite of all adaptive reuse alternatives for this site.

Former department Store

Negotiations for the sale and adaptive reuse of this property have been supported by
the Borough and Main Street Hanover. That status of the sale and proposed mixed-
use rehabilitation were unclear at the time of this streetscape study. The adaptive
re-use rendering was developed previous to the streetscape study to depict potential
mixed-use adaptation.

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Funding Strategy
Multiple funding sources are available through grants, incentives and other programs for the implementation
of the recommendations proposed in this report. Examples of funding sources are below:

• Department of Conservation and Natural Resources - Community

Conservation Partnership Program (C2P2)
C2P2 provides funding to municipalities and authorized nonprofit organizations for recreation, park, trail
and conservation projects. These include planning for feasibility studies, trail studies, conservation plans,
master site development plans, and comprehensive recreation park and open space and greenway plans;
land acquisition for active or passive parks, trails and conservation purposes; and new development and
rehabilitation of parks, trails, riparian forest buffers, and recreation facilities. Most of these projects require
a 50% match, which can include a combination of cash and/or non-cash values. Grant applications for the
C2P2 program are accepted annually—usually in April. Funding from DCNR for “sidewalk” connections
will need to be categorized as multi-use trails. More information on this program can be found at the DCNR
website: http://www.dcnr.pa.gov/Communities/Grants/Pages/default.aspx.

• PennDOT Transportation Alternatives Program (TA)

The TA Program provides funding for projects defined as transportation alternatives, including on- and
off-road pedestrian and bicycle facilities, infrastructure projects for improving non-driver access to public
transportation and enhanced mobility, community improvement activities, and environmental mitigation,
trails that serve a transportation purpose, and safe routes to school projects. Construction projects
must have a construction cost of at least $50,000, but may not exceed $1 million, unless the project is of
exceptional regional or statewide significance. Key criterion in the review of applications will be readiness
for implementation and safety. Other criteria include, but are not limited to, consistency with local regional
plans, collaboration with stakeholders, statewide or regional significance, and the sponsor’s demonstrated
ability to successfully deliver the project. Projects will be selected on the degree to which the sponsor
addresses all selection criteria outlined in the TA Guidelines, including their ability to deliver projects within
the first two years of the 2017 TIP.

• PennDOT Safe Routes to School (SRTS)

Safe Routes to School (SRTS) is a national and international movement to create safe, convenient and healthy
opportunities for children to walk and bicycle to school. The program encourages children to walk and
bicycle to school, helping to reverse an alarming decrease in students’ physical activity and an associated
increase in childhood obesity. By getting more children to walk and bicycle to school, communities are
also reducing fuel consumption, alleviating traffic congestion, and improving air quality. SRTS programs
are built on collaborative partnerships among many stakeholders, including educators, parents, students,
elected officials, engineers, city planners, business and community leaders, health officials, and bicycle
and pedestrian advocates. SRTS will fund both physical and programmatic projects that relate directly to
transportation safety for elementary and high school students.

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• Commonwealth Financing Agency - Greenways, Trails and • Public-Private Partnerships
Recreation Program (GTRP) A public-private partnership (P3) is an agreement between public entities, like
Administered through the PA Department of Community and Economic municipalities, and private sector partners, like businesses, where the municipality
Development (DCED), the Greenways, Trails and Recreation Program (GTRP) works with businesses to aid in the construction, operation, financing and managing of
provides funding for planning, acquisition, development, rehabilitation and repair a facility. The municipality still retains ownership, however, the business has a say as to
of greenways, recreational trails, open space, parks and beautification projects. The how tasks are managed.
program awards up to $250,000 per project to eligible applicants and requires a local
match of 15% of the total project cost. There may be certain projects within Hanover
Borough core - such as the York County regional trail that are eligible for qualifying as Potential Partners
both “recreation” and “transportation” projects. • Main Street Hanover
Main Street Hanover can continue to be a catalyst partner to Hanover Borough by
• Commonwealth Financing Agency - Multimodal
supporting funding partnerships and in some cases acting as primary funding applicant
Transportation Fund (MTF)
for specific efforts – such a economic development actions.
The Multimodal Transportation Fund provides grants to encourage economic
development and ensure that a safe and reliable system of transportation is available • York County Economic Alliance
to the residents of the Commonwealth. Funds may be used for the preliminary
• Planning Entities
engineering, development, rehabilitation and enhancement of transportation assets
to existing communities, streetscape, lighting, bike lanes, sidewalk enhancement,
• Municipalities
pedestrian safety, connectivity of transportation assets and transitoriented • Inter-Municipality / Inter-County Project Opportunities
development. Grants are available for projects with a total cost of $100,000 or more • Hanover Historical Society
and grants shall not exceed $3,000,000 for any project. For more information please
• Art/ Cultural Societies
visit https://dced.pa.gov/programs/multimodaltransportation- fund.
• Faith-Based Institutions
• PENNVEST
PennVEST offers both grants and low interest loans for projects that help to manage
stormwater and improve water quality. Projects funded by PennVEST contribute to
environmental health and resident health, as well as provide jobs for Pennsylvania
workers. More information can be found at http://www.pennvest. pa.gov/ Pages/
default.aspx.

• PennDOT Multimodal Transportation Fund

This fund is similar to the DCED MTF, but these state funds through PennDOT are
eligible for acquisition and construction projects only. Projects require 30% non-MTF
match. Requests for MTF funds must total between $100,000 and $3M. Applications
are accepted annually.

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Appendix 07
Document List
• Committee Meeting 1 - Meeting Minutes
• Committee Meeting 1 - Sign In Sheet
• Committee Meeting 1 - Additional Comments
• Public Meeting 1 - Meeting Minutes
• Public Meeting 1 - Sign In Sheet
• PennDOT, YCPC, MPO Meeting - Meeting Minutes
• PennDOT, YCPC, MPO Meeting - Sign In Sheet
• Focus Group Meetings - Meeting Minutes
• Focus Group Meetings - Sign In Sheet
• Contact Information Gathered From Stakeholder Meeting
• Public Meeting 2 - Meeting Minutes
• Public Meeting 2 - Sign In Sheet
• Estimated Costs of Development

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Chapter 1 : Introduction

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