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Prepared by Brown & Keener with Cloud Gehshan Associates Lager Raabe Skafte Urban Engineers
For East Falls Development Corporation Manayunk Development Corporation Roxborough Development Corporation Schuylkill Project
ACKNOWLEDGEMENTS
Many partners have contributed to this document. Their contributions and insight are greatly appreciated.
Advisory Committee
Alice Ballard | East Falls resident; advocate for in-river swimming Jennifer Barr | Philadelphia Planning Commission Dennis Burton | Schuylkill Center for Environmental Education Stephanie Craighead | Fairmount Park Joanne Dahme | Philadelphia Water Department Tom Digman | Philadelphia Department of Recreation Jane Glenn | Manayunk Neighborhood Council John Grady | East Falls Development Corporation Chris Leswing | Lower Merion Township Terri Loring | Manayunk Development Corporation Matthew McClure | East Falls Development Corporation Dan Neducsin | Manayunk Development Corporation Bob Swarbrick | Manayunk Development Corporation Carolyn Sutton | East Falls Development Corporation Kurt Zwikl | Schuylkill River Heritage Area
Project Partners
East Falls Development Corporation Gina Snyder, Executive Director Manayunk Development Corporation Loree Jones, Executive Director Roxborough Development Corporation Bernard Guet, Executive Director Schuylkill Project Kay Sykora, Executive Director; Gwen Cohen, Education Coordinator Special Thanks to our Project Sponsor
TABLE OF CONTENTS
Introduction
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INTRODUCTION
Manayunk, Roxborough and East Falls are engaged in a remarkable joint design initiative. The focus is Ridge Avenue and the area around the Wissahickon Creek, where the three communities converge. This is remarkable because of the shared tri-community involvement and a fascinating challenge given the convergence of landforms, waterways, systems of conveyance, land uses, public/private interests and overlapping jurisdictions. This multi-faceted place should be more, do more, be safer, look better, and do a better job at letting people know whats next and whats nearby. With such an array of potential destinations and the complexly unfolding landscape- it should be a rich experience, rather than a confusing, somewhat distressing event along the way. Whats missing? What will it take to identify, prioritize, design, fund, approve, build, install and maintain that family of improvements? Until now, the first two missing puzzle-pieces have been the conviction that these efforts are worth doing and the talents needed to operate creatively with the full big-picture civic framework. These two obstacles are now being overcome. On July 11, 2007 a number of key stakeholders met with a team of technical and design professionals to think through possibilities and next steps. At this meeting, the conceptual framework for this plan was established. This plan lays out solutions that have emerged from the latent opportunities and resources of this landmark GATEWAY PLACE. By understanding the needs of users, we can begin to raise the quality of life associated with this place. By looking at the urban landscape, we can try to understand the character of the site. The emergent solutions will help to improve the quality of life for residents, enhance the character of the place, suggest ways to improve existing transportation infrastructure and uncover new redevelopment opportunities in the Gateway Area.
Introduction
Study Area
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The Study Area divides into three clear Focus Areas based geographically on road configuration, historical context and prominent land uses. These three areas include the area of the Gustine Lake Intersection, called Ridge to East Falls; the RidgeEast Falls-Manayunk (REM) Gateway; and Ridge Road to the Roxborough Business District. The map to the left shows the lcoation of Focus Areas. In the rest of this chapter, the historical context of these Focus Areas and the Planning Process that led to this document is described. The plan then focuses on analysis of these Focus Areas, recommended strategies for transportation improvements and case study examples of how these recommendations may be applied in certain parts of the Study Area. In Chapter 2, entitled Global Issues, the analysis and recommendations that apply to the entire Study Area are described. These issues include Navigation, overall Bicycle and Pedestrian Connections, Vehicular Movement and Access, Transit Ridership and Urban Landscape Amenities. In Chapter 3, specific, site-based recommendations are offered for each of the three Focus Areas. In many cases, these recommendations provide examples for how some of the Global Issues can be addressed on a site-specific level. This section also includes recommendations for unique issues that are encountered within each particular Focus Area.
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Introduction
This photograph, from July of 1954, shows Gustine Lake, a popular local swimming hole. Photo courtesy of Fairmount Park. This photograph shows the present configuration of Ridge Avenue in the REM Gateway area.
ridge to Roxborough
Largely established in the 19th and early 20th centuries, the eight or so blocks between Main and Hermit Streets climb the hill to The Ridge. Since the Avenue was the principal thoroughfare to upriver communities, Roxborough was an important center for commerce with a regional customer base. With the termination of streetcar service in 1955, the completion of the Schuylkill Expressway, and associated system of bridges and ramps, the Avenue became more of a community main street with a much smaller service area. Because of the steep slope and the curves of the street the parcels fronting the Avenue rarely have a regular geometry. As a result, building shapes are irregular and parts of the lots are left over used for parking yards, storage or lawns. Roxboroughs commercial district, between Main Street and Domino Lane, hosts 250 businesses with offerings including eclectic restaurants, home furnishings and photography stores.
This photograph shows the construction of the Ridge Avenue Bridge over the Wissahickon Creek. Photo courtesy of www.phillyhistory.org
This photograph , taken at the northwest corner of Ridge Avenue and Wissahickon/Lincoln Drive shows the approach to the REM Gateway area in 1916. Photo courtesy of www.phillyhistory.org
This photograph, taken in 1934, shows Ridge Avenue from Hermit Lane. The streetcar service was terminated in 1955. Photo courtesy of www.phillyhistory.org
Introduction
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The Noll map of 1890 shows the road configuration and primary landmarks from that time. It shows the pre-interchange configuration of the Gustine Lake area. It also points to a Landing and Riverside Mansion at the confluence of the Wissahickon Creek and the Schuylkill River that existed at the time.
The Sanborn map from 1930-1932 shows the early configuration of Gustine Lake
The Players
This Gateway Place is a transportation junction where roads and rail bring people together from all around. Its a place of overlapping jurisdictions and several landowners. In addition, many neighborhood advocates have a stake in the future of this place. With so many interested parties, it will take a coordinated response to affect positive change here. Many funding streams and management entities must be leveraged to reverse the complicated traffic patterns.
Charrette participants Joanne Dahme Philadelphia Water Department Stephanie Craighead Fairmount Park Commission Jennifer Barr Philadelphia City Planning Commission Mike Pini Philadelphia City Planning Commission Dave Fogel SEPTA Gary Steinberg Property owner Bernard Guet Roxborough Development Corp. Gina Snyder East Falls Development Corporation Kay Sykora The Schuylkill Project Design Team Mark Keener, Brian Carney Brown & Keener Bob Wright Urban Engineers Barbara Schwarzenbach, Greg Prichard Cloud Gehshan Associates Peta Raabe, Leslie Norvell Lager Raabe Skafte STAKEHOLDERS
Roxborough Development Corp Manayunk Development Corp Property Business Owners Tommy Guns (to) Tow Path, Schuylkill Heritage Trail Roxborough RIDGE East Falls Development Corp Art Commission Fairmount Park Planning Commmission Wissahickon Creek Wissahickon Trails
While meaningful change has long been an aspiration for this area, the forum had not been established where all of the interested players that have a stake in this land could come together to develop a unified vision. The planning process described by this document represents a new way of doing business, where representatives from government, private development, utilities and the community are coming together to bring about change to this Gateway Place.
Roxborough Neighborhoods
Manayunk Main Street Duran Paints, Storage - 8 ac. SEPTA Transfer Station City Line + Expressway Bridges and Ramps Schuylkill River Lower Merion
R6 Regional Rail
Streets Dept
SEPTA
Introduction
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Planning Process
On July 11, 2007 key stakeholders met for a day-long shopfront charrette convened on the Gateway site. During the event, hosted by Duron Paints, and attended by representatives of key city agencies and principal property owners, a team of professional designers lead a detailed exploration into the way the place is experienced defining sources of disappointment, confusion, and missed opportunity. It became apparent that the convergence of landforms, waterways, systems of conveyance, land uses, public/private interests, and overlapping jurisdictions that converge (and collide) here creates a set of challenges that have made it difficult to implement even the most obvious, needed improvements. During the course of the discussions, the group also focused on specific underlying conditions that make change difficult; especially that PennDOT, SEPTA and PECO priorities will guide many of the decisions, and that big storm events lead to seasonal flooding here. However, everyone acknowledged that this place, at the confluence of two beautiful waterways, where the Kelly Drive trail meets the Wissahickon Trail, at the threshold to three of the citys most vibrant and interesting neighborhoods should be much more of an asset, a regional landmark. Given the array of potential destinations and the complexly folding landscape - it should be a rich experience, rather than a confusing, somewhat distressing event along the way to somewhere else. Over the course of the day, the group was able to prescribe a series of remedies for the near-term as well as innovative design solutions that acknowledge longer-term opportunities.
On a beautiful summer morning a day-long shopfront charrette convened on the Gateway site.
(pg. 30) Crossings at Ridge narrow the perceptual width of the street to discourage speeding and demarcate the crosswalks in a more conspicuous way (pg. 31) Trail connections. (pg. 33) Anticipate turning movements anticipate
Landscape Architect Peta Raabe shares an idea with City Planner Jennifer Barr.
When the various stakeholders convene to discuss approaches to improving the Gateway area, it is easy for them to identify sites undergoing a current transformation and other locations in need of particular improvements. This section seeks to situate these interventions in a larger context, focusing on the families of improvements that are called for throughout the Study Area. These Big Ideas, which include Navigation, Pedestrian and Bicycle Connections, Vehicular Movement and Access, Transit Ridership and Urban Landscape Amenities, are critical concerns that affect the viability of the entire Study Area. They are systemic in nature, and so the solutions that are called for to address these issues are visionary, yet feasible and easily replicable.
Global Issues
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Navigation
Visual Cues
People are natural pathfinders, if you provide them with simple, clear and consistent information in their journey they will regard that place as enlightened and truly welcoming. This information system, consisting of signs and visual cues, helps people understand the layout of the place and creates mental maps helping them to navigate through it. The Gateway areas identity should celebrate these unique neighborhoods with a consistent graphic language that provides visual continuity throughout the system. The paths should consistently welcome visitors and communicate the uniqueness of the place. Honoring local landmarks and employing a unified look will emphasize the identity of the neighborhoods. This can be established through color, typestyle and form, on signage and other elements. Simple features such as plants and trees, hanging baskets, color schemes and light fixtures will help to establish this visual continuity. In general, an impactful yet understated look is recommended.
Global Recommendations
Maintain sight lines to signs by trimming overgrown vegetation. Highlight local landmarks such as natural features and cultural institutions. Use repetitive visual cues such as banners or street lights.
Corridor. In the last ten years, vacant storefronts have given way to lively eateries and shops that serve both residents and visitors from across the region. Located only a short walk from the Schuylkill River Trail and Fairmount Park, the neighborhood is wellpositioned to become an outpost for outdoor enthusiasts, as well as an attraction for weekend visitors. creating a wayfinding system for the neighborhood. BK also suggested a location and conceptual design for a landscaped gateway into the neighborhood along Midvale Avenue. Having laid the groundwork for wayfinding in East Falls, BK began identifying appropriate locations for wayfinding elements and developing a message book that illustrates a logical sequence of directions for multiple users and multiple routes. The message book recommends ways to utilize preexisting sign systems.
Butto people Signs to direct cyclists and runners through the section from Kelly Drive the first need to know that the neighborhood exists. Theres not a Wissahickon Bridge, to the Ridge and Main intersection and on to upstream destinations are either absent or are not effective at giving direction tosingle bicyclists and sign that directs visitors to East Falls, nor any pedestrians. When bicyclists arrive in this area they often think the trail ended and that gateways that tell visitors they are in East Falls. Only they made a wrong turn along the way.
Signs are 1) sometimes blocked by foliage, 2) not located at important points of such as the train station, the business destinations Trail blaze transition, 3) too small to read while moving quickly on a bike, 4) display messages district, and the Arthur Ashe Tennis Center. and place names that are irrelevant or confusing. Additionally, a consistent system Pedestrian directional of signage is not present throughout this area and signs are not linked The withEast other Falls Development Corporation (EFDC) Orientation map at trailhead important directional cues.
Global Recommendations
turned to Brown & Keener to plan a wayfinding Direction Philadelphia system for the neighborhood.
Regularly trim foliage
This assignment Signs and other cues are critical to show the way when urban trails move through areas emerged from a a public where the path is ambiguous or confusing. The installation of signs isimprovements also a relatively plan BK crafted to help reconnect Proposed locations for sign types. easy and inexpensive way to ease directional confusion. To make signage most effective East Falls to the river, in which BK recommended for trail users, some steps to take include:
Regularly trim foliage around existing and new signs so that they are visible from a distance of twenty feet. Locate signs at points along the trail where the surroundings signal a transition to a new segment (see diagram to right). Provide marker at Wissahickon trailhead. see Signs. Install trailblazers at appropriate intervals.. Install new wayfinding signs with appropriate place name destinations and distances. Continue to implement the East Falls Wayfinding Plan.
THE PHILADELPHIA BUILDING 1315 WALNUT ST. SUITE 900 PHILADELPHIA PA 19107
T 215-751-1133
WWW.BKURBANDESIGN.COM
Global Issues
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Global Recommendations
Vehicular directional signs in the area will communicate more effectively with a few adjustments and additions:.
IN D E P E N D E N C E
Trim foliage around existing DOT signs so that the sign is visible by the motorist from a distance 200 feet and readable from no less than 100 feet. Use nomenclature consistently throughout the region Manayunk / Roxborough / East Falls Riverfront Business District.
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Change place name content to more familiar destination names. For example rather than Ridge Avenue West replace with or add Manayunk / Roxborough . Replace existing DOT signs with new DOT signs standards and use consistency in size and placement for access to major roadways (US1-City Ave and 76). Replace existing DOT signs to neighborhoods with new friendlier Direction Philadelphia wayfinding signs and destination markers.
Independence Hall
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Philadelphias vehicular sign system Direction Philadelphia provides consistent information to local destinations. When adjoining neighborhoods implement the Direction Philadelphia system they create a comprehensive vehicular wayfinding system and reinforce their connection to their city.
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Pedestrian Amenities
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Pedestrians are generally unwelcome in most sections of the Study Area. Signalization, roadway markings and the scale and design of the roadway clearly prioritize the movement of vehicular traffic and marginalize pedestrians. In addition to these R R A negative visual cues, the general condition of roadways, bridges and sidewalks is poor. A SS S S A A Sidewalks in particular, are in need of repair in many places and are often disconnected V V from one another.
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SS O LO L A A N K K Bicyclists suffer many of the same dangers and confusion as pedestrians as they move along riverfront trails and Ridge Avenue. Trail connections are inadequate to serve riders moving from Center City and East Falls north through the Study Area and N where cyclists ride on trails, the trail should be wide enough to beyond. In Rcases RN O O B accommodate the passing of two bicycles. Where trail connections are not possible, S SB OO on-road bicycle amenities such as bike lanes, sharrows or a trail are necessary to facilitate connections for cyclists.
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Global Recommendations
Pedestrian-activated signals and zebra stripes allow pedestrians to cross the street more easily
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Mid-street pedestrian warnings and illuminated smart crossings at CR corners to let motorists know that this is a place of intensive pedestrian ES activity. S Install trees, pedestrian scaled streetlights and other landscaped areas to enhance the pedestrian scale of the streetscape. Widen sidewalks to narrow the perceptual width of the roadway.
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LE LE E L H Create trail or on-road connections where there C EL are gaps in the trail system. O CH R O R Widen trails to accommodate passing cyclists.
Create bike lanes or sharrows to accommodate bicycle traffic on roads; or alternatively, develop a trail along the roadway.
Poor Poor connection connection between between sides sides of of the the road road
Wissahickon Wissahickon Trails Trails not not clearly clearly signed signed
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Global Issues
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Ridge Avenue is a busy roadway, distributing traffic among the City Avenue/I-76 access points to the south, Kelly Drive and East Falls access points in the east and the Ridge Avenue-Roxborough bound and Main Street traffic to the north. To further complicate matters, the block between the Lincoln Drive overpass and the Main Street intersection has four driveways - three on the west side and one on the east. There is not sufficient width on Ridge Avenue to segregate left turns into these driveways, so any turning traffic often creates traffic tie-ups. The recent modernization of the traffic signal at the Wissahickon Transit Center driveways has helped to some degree, with allowances for southbound traffic to stop and clear buses entering the Center. The other two driveways on the west side of the street, which access Duron Paints and the restaurant supply company adjacent to Duron, tend to be more problematic. One possible solution to this is the combination of the two driveways to create a one-way traffic pattern around the building, which would remove one of the left-turn conflicts. This will require further study of the situation and the building operation. The Ridge Avenue/Main Street intersection presents a tight angle which facilitates some moves but not others. At present, traffic southbound on Ridge Avenue (coming down the hill) cannot turn right onto northbound Main Street, and southbound Main Street traffic cannot turn left onto northbound Ridge Avenue (going up the hill). While this is not a major prohibition, as little traffic wants to make these moves, the opening of the movie theater complex on Main Street a few years ago has created a slightly greater demand for these. The Department of Streets reviewed proposals in the late 1990s which suggested a revision of the intersection to create more of a 90-degree junction at this location, which would allow all possible movements and assist pedestrian flow at this location. When this was proposed, Main Street would be relocated onto vacant land to the west of the current intersection. Not long after this was considered, the vacant land was developed into the storage operation which presently occupies this area. Any revision of the intersection would require the purchase of this land and removal of the storage company. A further benefit of the revision of the intersection would allow the movement of the Duron buildings driveway access from Ridge Avenue onto the relocated Main Street. This would greatly enhance traffic movement on Ridge Avenue, as well as promote
better access to riverside lands that may be redeveloped in the future. Pedestrian flow across the realigned Ridge/Main intersection would be improved as one would be able to cross from the west side of Main Street to the east side of Ridge Avenue in a single signal phase, compared with the two phases that this move requires today.
Ridge/Main intersection
Left-turn lane
Transit Ridership
The Gateway area is home to two important transit stations, both informally going by the name Wissahickon Station. One of these is a bus station, the Wissahickon Transfer Center, located at the junction of Ridge Avenue and the Wissahickon Creek. The other is a rail station, located along the Norristown R6 line. Improvements in the Gateway area should focus on making the experience of accessing and utilizing these transit options a comfortable and desirable option. With these two stations being located about one-half mile from one another, it is desirable that they are clearly connected and easily accessed from one another. Also, the experience of waiting for the bus or train should be comfortable and interesting. Stations should not only include amenities for waiting passengers such as lighting, seating and trash cans, but they should also relate to the geographic location they
Wissahickon Wissahickon Rail Rail Station Station
are situated in. The bus station at Ridge Avenue and Wissahickon Creek is currently undergoing a transformation that will improve conditions for waiting passengers. In addition to these amenities, the station should relate to its surroundings in a way that facilitates pleasant experiences for the passengers. In the long-term, it may be desirable to relocate the Transfer Center further up Ridge Avenue to be a part of potential adjacent development and closer to the Wissahickon Station. Passengers would be able to move more easily between the two transit modes and development could proceed in a transit-oriented manner.
Global Recommendations
Facilitate safe pedestrian connections between the two stations by widening and improving sidewalks, improving signage and introducing a landscaped edge between pedestrians and vehicles. In coordination with existing improvements to the bus station, take steps to enhance views for waiting passengers. Relocate vehicles and remove other hazards from around the location of waiting passengers.
Proposed Location Location of of Proposed Staircase to to Rail Rail Station Station Staircase
Potential Potential Site Site for for Relocation Relocation of of Transfer Transfer Center Center Possible Possible future future Redevelopment Redevelopment site site Wissahickon Wissahickon Transfer Transfer Center Center
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Global Recommendations
Simple interventions can be employed to reveal the dramatic landscape features of this place. Possible interventions include: The selective removal of some understory shrubs and vines, so that views are revealed. For example, trail users approaching Ridge Avenue from Kelly Drive should glimpse a series of views of river, the creek, the falls at the that provide a sense of continuity and connection with the geographic features that make up the trail experience. All grassy ramp embankments and road verges should be evaluated to determine which ones will be sufficiently attractive if kept mown and which ones would contribute to the vehicular threshold experience if planted with an enthusiastic gateway planting palate or with one signature plant that could correspond to each of the neighboring communities. Incorporate best storm water management practices into roadway landscapes.
Global Recommendations
Future investment in the public landscape should focus on: Establishing landscape design standards that will guide the aesthetic of landscaping and other public realm interventions. Establishing jurisdiction for all publicly owned or ambiguous spaces. Assign responsible parties to be in charge of the improvement and maintenance of this land. Developing maintenance standards for all publicly owned or publicly used spaces.
Civic Infrastructure
Places communicate. The civic infrastructure of a place, including the width of streets, streetscape furnishings and the presence or absence of sidewalks causes impressions for people about the nature of the place that, in turn, informs their behavior. Presently, as noted elsewhere in this report, this area sends the wrong message. Because many elements of the civic infrastructure look poorly maintained, many people disregard this area as lacking civic value.
Global Recommendations
In addition to improvements related to the natural landscape features noted above, three areas of improvement are recommended that relate to the civic infrastructure of the place. Civic structures should be updated and celebrated. For example, the bus shelter on the north side of Ridge Avenue, across from the SEPTA Transfer Station, can be made more beautiful so that it serves as a landmark for the area rather than an afterthought. Such efforts increase pride in a place and help transit users to see the area in a positive light. Bridges in the area can be highlighted and celebrated. For example, the historic R6 rail bridge that crosses the Wissahickon Creek should be lit up at night. Remnants from the historic fabric of the area can be uncovered and preserved to signal the history and civic beauty of the area. For example, the beautiful nineteenth century railings on the Ridge Avenue Bridge over the Wissahickon should be regularly maintained and painted, and the graffiti and etchings should be removed. As the Schuylkill Trail is maintained more regularly, it will attract new users and effectively increase safety and security.
The railing on the bridge over the Wissahickon Creek should be restored.
The cycling mural at the base of the Wissahickon Rail Station is a typical Philadelphia landmark. Global Issues
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Deferred maintenance is a phrase often associated with the older structures under the purview of a public entity such as school buildings or highway bridges. It is a technical way to refer to things that need doing that havent gotten done yet. Usually it involves an expense that can be postponed without anything catastrophic happening because things keep working. In this Study Area, the things that need doing that havent gotten done yet are in the public realm, and, because some of these actions correct conditions that have either stopped working or never really worked at all, public agencies have found the resources to address them. In particular, making Ridge Avenue safer for pedestrians and providing better accommodation for cyclists on the stretch between Kelly Drive and the Wissahickon Creek are two long needed improvements that are moving ahead. Other initiatives described in this section would require rather modest resources, but it is enlightening to see that, together, they would make a profound difference in the way this part of the city is experienced. This chapter deals with specific, on-the-ground project recommendations designed to solve the Global Issues that were discussed previously. The chapter is organized geographically. Projects are identified according to the Priority Area they are located in, with projects being referenced on the map at the beginning of each Priority Area section. Many of the projects are then described in detail, including a discussion of designed considerations and implementation concerns. At the end of each Priority Area section, an implementation table identifies project costs, a potential project timeline and the partners that would be involved in the project.
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Constructed in the early 1960s, the Gustine Lake Interchange is located at the intersection of several busy roads. It ties together the east end of City Avenue, the west end of Lincoln Drive and the north end of Kelly Drive, with ancillary roadways to connect these roadways to adjacent Ridge Avenue. It serves as a traffic distributor among these highways and ties them to I-76 across the Schuylkill River via City Avenue. Because of its compact area, it forces drivers to make quick decisions that often involve multiple lane changes. Currently, it does not meet current standards for distances between decision points. Additionally, it provides inadequate signage to direct those who are not familiar with the ramps. Some of the compass directions given on this signage is not intuitive and does not properly reflect what drivers may think is the correct direction (e.g. Ridge Avenues directions are shown as east and west, when the street carries north-south address numbers and has a compass orientation closer to north-south than east-west). Nearly all of the 20+ acres in the area between the creek and SEPTA R6 Regional Rail tracks and Schuylkill River is controlled by PennDOT and is given over to ten or so highway-type ramps and a few outparcel uses creating a strange, largely vacant, suburban landscape.
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2,000 Feet
Recommendations
Bicycle and Pedestrian Connections
1 2 3 4 5
Trail improvements Improve pedestrian safety in the 4800 block of Ridge Ave Streetscape improvements along the Ridge Avenue corridor
6 7 8
Create a more amenable landscape through plantings and site design Maintain signs and sight lines by trimming vegetation Install gateway and wayfinding signage at the entry to the East Falls Riverfront Business District
26 THE WISSAHICKON GATEWAY
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below gives the net effect of a circle/roundabout and could be built with built with a terraced sort of approach on three levels, using the fill/slopes between the levels for landscaping (thus accomplishing the goal of a green gateway). The terracing/ landscaping could hide some of the roadways so it doesnt look like a pile of spaghetti. The circle effect calms traffic and allows enough storage space for traffic especially headed toward the signal at the new T at Ridge Avenue. The south end is greatly simplified and, again, contributes some green space.
existing configuration
proposed configuration
This drawing shows the potential changes to the Gustine Lake Interchange.
29
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Motorists approaching from the east along Kelly Drive encounter signs to Ridge Avenue West. Though technically accurate, it is a street name encountered nowhere else. It would be much clearer to mark the way by indicating familiar place names. Ambiguity and confusion is compounded as one leaves the riverside parkway bearing onto a visibly deteriorating flyover ramp and then merging with north bound traffic from the City Line Avenue bridge which then curves to the west merging into an acute RID GE AVE signalized intersection with Ridge Avenue all within the span of 20 seconds. S
YL Lincoln Drive, from the north, is a fast-moving, limited-access, scenic roadway that KI LL bears a heavy volume of commuter traffic to and from Center City each day. It follows RI VE R ones full attention, a winding creek, and though the frequent switchbacks require there is a lot of beautiful scenery to see as well. It is a landscape that should remain pristine, yet it is also important to keep drivers aware of upcoming decisions. The sign to guide northbound motorists to the Ridge Avenue is particularly obscure. It is also LOWER MERION located so close to the turn that it can only communicate you just missed it next time remember to be in the right lane. CH U
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The following efforts will signal to motorists that this is a gateway area. Install and maintain themed gateway planting. Distinguish eastbound and westbound movement by plant selection color, seasonal characteristics, texture. For example, roadside slopes along eastbound ramps could feature grasses a reference to East Falls Gateway planting; westbound connecting ramps might be lined by low plantings that have leaves and stems with a similar red cast a theme that could be carried both up Ridge Avenue and down Main Street for a way. Appropriately maintain roadway landscape. Change or add more familiar destination place names to DOT signs. For example, rather than Ridge Avenue West say Manayunk / Roxborough SC HU or Manayunk / Roxborough, Ridge Ave West. This will signal that motorists YL KI are entering a new neighborhood. LL Install additional signs to indicate upcoming exits 200 feet prior to ramps.
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SC HU KI YL LL K Much of the signage in the Gustine Lake Interchange is confusing and ambiguous. This could be improved by IL LE X creating a wayfinding system for the P interchange that directs people to important places in the area.
SC
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31
Create a gateway into the East Falls Riverfront Business District along Ridge Avenue
The Ridge Avenue corridor, from the Wissahickon Bridge toward East Falls, is truly a gateway to the East Falls Riverfront Business District. At this time however, the landscape does not convey a welcoming atmosphere to people entering the neighborhood. Much of the area is currently a redeveloping area that presents an unkempt and somewhat abandoned landscape at certain points. In the segment of the Avenue that is flanked by ramps from the Gustine Lake Interchange, the leftover ground is overlooked and unmaintained. Yet this land could very easily be enhanced through simple landscape improvements. The eroded bank on the south side of Ridge Avenue should be replanted with grasses and trees can be planted to contribute to a pastoral landscape that would mimic the bank on the other side of the street. As one moves closer to the East Falls Riverfront Business District, the Arthur Ashe Tennis Center and a limousine livery service each occupy significant frontage on opposite sides of the street, which creates a no mans land. Additionally, as a result of recent and ongoing construction, sidewalks, street lighting and landscaping along this stretch are not consistent. Out parcel frontage of the Philadelphia Housing Authoritys ongoing project communicates no viable purpose and is over grown and trash-strewn. A corridor improvement plan should be initiated in this area to strengthen the visual character and create a gateway to the neighborhood. This could occur through the installation of new signage and welcome banners, and gateway plantings that relate to the neighborhood identity and manage stormwater in the roadway. Currently there are no signs on this stretch of the roadway that indicate arrival in the East Falls Riverfront Business District or proximity to Roxborough and Manayunk. Direction Philadelphia signs should be placed along the roadway to indicate the approach to the East Falls Riverfront Business District if heading east and the approach to Roxborough/Manayunk if heading west. In addition, temporary street banners, which are currently located along the Avenue, should continue to be used in this section of the Avenue. This would emphasize the continuous identity of the neighborhood. Plantings are another key way to emphasize that this road segment is a gateway into the East Falls Riverfront Business District. These planting might relate to gateway
32 THE WISSAHICKON GATEWAY
plantings that are installed as part of the Gustine Lake Interchange. Alternatively, to tie into the neighborhood identity of East Falls, the plant palette could relate to the soon-to-be installed Gateway pedestrian island on Midvale Avenue. This plant palette can function as more than an aesthetic addition to the streetscape. When designed as part of an infiltration system, these plants can be used to catch and filter stormwater. Stormwater management interventions like this are being implemented throughout the East Falls neighborhood. Through these projects, East Falls Riverfront Business District will become a model community for stormwater management in the region. The installation of stormwater infiltration areas into the East Falls Riverfront Business District gateway in this segment of Ridge Avenue could be an important demonstration project for the neighborhood.
before
after
The land next to Ridge Avenue between the Wissahickon Creek and the Arthur Ashe Tennis Center has the potential to act as a Gateway between the East Falls Riverfront Business District and Manayunk and Roxborough.
33
before
after
The land next to Ridge Avenue between the Wissahickon Creek and the Arthur Ashe Tennis Center has the potential to act as a Gateway between the East Falls Riverfront Business District and Manayunk and Roxborough.
The projects described in this section include major capital investments and small, incremental interventions. This suite of improvements will require vision and extraordinary coordination to implement, but the result would be a monumental investment of the century. Some of these improvements are already happening. The trail widening between the East Falls Riverfront Business District and the Wissahickon Creek is expected to break ground this spring. Other projects, like the reconfiguration of the Gustine Lake Interchange would be integrated into plans that are already underway for that area. All of these efforts will require the coordination of public and private institutions and the neighborhoods that they serve.
Recommendation
1a 1b 2 3 4 5 6 Bridge to Ridge trail improvements Bridge to Ridge trail maintenance
Global Issue
Bicycle and Ped Connections Bicycle and Ped Connections
Cost Agency
$$$ $$ $$ $$ $$ Fairmount Park Fairmount Park; Schuylkill Project Streets Dept. EFDC; PennDOT; property owners PennDOT
Related Plans
Upper Schuylkill Master Plan Upper Schuylkill Master Plan
Implementation Details
Construction planned for Spring 2008 Regular maintenance to occur several times/year
Improve pedestrian safety in Bicycle and Ped the 4800 block of Ridge Ave Connections Create a gateway along Ridge Ave corridor Bicycle and Ped Connections
Amenities to be added incrementally Installation to occur after interchange redesign and construction A scheduled rebuilding of the interchange to occur 2010-2012 Installation would occur after interchange redesign and construction Upper Schuylkill Master Plan Trimming could occur 1-2 times/year in spring and summer
Simplify the signage system Vehicular Movement and throughout the interchange Access Reconfigure the Gustine Lake Interchange
Vehicular Movement and $$$$ PennDOT Access $$ PennDOT; Schuylkill Project; new Friends Group? Fairmount Park; Schuylkill Project
Install and maintain themed Vehicular Movement and gateway plantings Access Maintain signs and sight lines by trimming overgrown vegetation Urban Landscape Amenities
35
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As a crossroads, many different users move through this area for many different reasons. Because motorists from several roads are funneled into this one segment, there tends to be a bottleneck effect in this area, with traffic being particularly congested. This area is also a meeting point for several different trail segments, though trail amenities are often lacking or nonexistent. To reduce confusion and congestion, a clear hierarchy of use should be established. Recommendations for this area relate to enhancing the functionality of the transit stations, streamlining vehicle circulation patterns, introducing new pedestrian amenities and ensuring trail connections.
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Recommendations
Bicycle and Pedestrian Connections
1 2 3 4 5 6 7 8 9
Improve trail approach to Ridge Avenue Improve ped/bike wayfinding signage Introduce new pedestrian amenities- signals, crossings, landscaping Develop a long-term vision for new trail connections New ped/bike bridge
Transit Ridership
Enhance improvements to SEPTA Transfer Station Improve accessibility between transit stations
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Sufficient space exists behond the movie theater and diner for a waterfront trail to be introduced.
The Pencoyd Bridge is currently blocked for access to trails in Montgomery County
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Space for a trail on the north side of Ridge Avenue is limited. With the overgrown vegetation, there is barely enough space to walk on the sidewalk.
On Ridge Avenue, cyclists te and pedestrians tend to ride/ walk on the sidewalk on the south side of the street, though the route is harardous.
The trailhead to the Wissahickon, across the street from the SEPTA Transfer Center, is understated and poorly marked.
Overgrown vegetation and the narrow sidewalk PECO transformers behind the SEPTA In the self-storage area, waterfront access is blocked. Transfer Station will make trail placement behind the SEPTA Station more difficult. makes biking and walking on the ramp to Kelly Drive quite dangerous. This path will soon be widened by the Fairmount Park Commission.
39
resolution will occupy easements with the agreement of riverside property owners including the Fairmount Park Commission, the Roxborough Canoe Club, SEPTA, PECO, and the owners to the Duron Paints property. Over the years, potential alignments have been discussed. In fact, SEPTA and PECO have agreed to let a multi-purpose trail cross their properties (with certain provisos). In addition, there is a waterfront access easement in the tenant agreements with the owner of the commercial property (the green trail on the map to the right). An ideal arrangement would provide a choice of routes. Recreational cyclists would probably prefer a riverfront alignment passing behind the commercial building if the trail were well designed and hospitable. The towpath along the Manayunk Canal is a model for this trail segment. Road cyclists will prefer a more direct route. On Ridge Avenue, a dedicated travelway can be created for trail users. A paved multipurpose path could be created by re-allocating the expanse of pavement in front of Duron paints. A planted verge that distinguishes the bikeway trail from lanes of vehicular traffic could be used to define this path. This roadside alignment can continue to the Ridge/Main intersection where there is an opportunity to cross and start riding in the bike lane on Main Street. Where possible, delineate pedestrian ways from bikeways by a change in material or a painted line on the pavement.
TRAIL OPTIONS
A study should be conducted to look in more detail at possible trail alignmnets in the Gateway Area. The following map and simulations represent the three key options that are being discussed.
PE NcO yD B r iD
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Link to Lower Merion Trails. The waterfront trail and/or on-road connections lead to the Pencoyd Bridge, which connects to trails in Montgomery County. There is plenty of waterfront space to bring a trail behind the movie theater and parking lots.
On roads and sidewalks: Marked crosswalks, smart crossings and sharrows can help to promote ped/bike safety.
On-road trail: Alignment would need to cross the Wissahickon Creek, the SEPTA Transfer Station and several driveways.
Cyclists can ride on Ridge Avenue as an alternative link between this area and the Kelly Drive trail downriver. SEPta
rEE
Possible bridge and pathway to bypass the on-road alignment would require a path through or next to the PECO site.
WiS
PennDOT bridge removal will create safer conditions for pedestrians on Ridge Avenue.
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2 1
4
before after
Pros
This alignment would make a direct visual and physical connection with the Schuylkill River. This alignment would be a preferred approach of recreational trail users. Public waterfront access has already been negotiated with property owners.
Cons
1) Establish new trail connections where possible. Trail widths and materials should be consistent with the rest of the trail system. Recommended Guidelines 2) Trim back overgrown vegetation above and next to trails. 3) Fix crumbling river walls next to the trail. 4) Prevent erosion of river banks through structural reinforcement. 5) Selectively remove vegetation from the river banks so that trail users can see the river. 6) Plant native vegetation on river banks where appropriate.
Construction could be held up by years of permitting. A path through the PECO or SEPTA site would have to be negotiated to bring people back to the waterfront.
42 THE WISSAHICKON GATEWAY
5 4
before after
Pros
1) Create a dedicated trail on the street that is separated from traffic. Recommended Guidelines 2) Install stripes and symbols to separate bikeway lanes. 3) Create a vegetative barrier between vehicle lanes and the bikeway. 4) Create a vegetative barrier between bikeway and pedestrian mixed use area that can be used to capture and infiltrate stormwater coming off the road. 5) Create a zone for strolling pedestrians in the mixed use area.
This alignment would connect the Kelly Drive Trail with Manayunk without forcing cyclists and pedestrians to cross traffic. This alignment could be installed as part of new potential development on the site. This alignment would be highly visible to anyone passing through the area.
Cons
This alignment crosses the SEPTA Transfer Station as well as several driveways, which would raise ped/bike safety concerns
Roxborough/East Falls/Manayunk Gateway
43
3 1
2
before after
Pros
1) Trim back overgrown vegetation Recommended Guidelines 2) Add sharrows, or pavement markings, to remind drivers of the presence of cyclists on the road. 3) Add gateway signage announcing the entrance to Roxborough.
This alignment forces trail users to cross the heavy traffic on Ridge Avenue and then cross again less than a block later if they want to go to Manayunk. There is insufficient space to widen the sidewalkin any way. Space will be tight for accomodating volumes of trail users. Sharrows on the road will help cyclists move Up the Ridge, but will cause safety conflicts for those traveling to Manayunk.
44 THE WISSAHICKON GATEWAY
2 3 1
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Recommended Guidelines
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on the south side of Ridge Avenue through this segment find that they need to cross two major thoroughfares in order to walk up Ridge Avenue to the rail station. Cross walk signals maybe used here to allow pedestrians to safely cross the street. In addition to signals and crossings, the streetscape should be modified in this area to signal that this is a pedestrian zone. New landscaped areas should be introduced, including street trees, pedestrian scaled street lights and wider sidewalks. These interventions will narrow the perceptual width of the roadway and allow for safer pedestrian movement through this area.
Alternative A | Make the one-way movement of tractor trailers through the site more conspicuous so that truck drivers always enter the western-most entrance Alternative B | Make the western-most entrance the only access to the loading docks.. Create a more accommodating parking lay-by arrangement for the retail frontage that includes a generous ROW for a multipurpose sidewalk/trail. Alternative C | A longer-term resolution that could become viable as uses change is to realign the Ridge/Main intersection through the revision of the Main Street approach to curve through the current storage facility site and intersect Ridge Avenue at a 90degree angle. The driveway access to the complex would then be relocated to the new Main Street alignment, removing two busy driveways from the Ridge Avenue frontage. This would provide direct access to the site as well as allow for approaching east bound traffic on Ridge to turn right to Manayunk and for vehicles traveling east on Main to turn left to Roxborough. This scenario is encumbent upon the consolidation of ownership.
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Driveways into Duron Paints
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Implementation Steps
Implementation of most of the initiatives in the immediate Gateway area must be pursued in a coordinated way by Fairmount Park, PennDOT, PECO, and SEPTA all organizations for whom it is difficult to allocate staff time and resources for complicated, place-specific projects that may appear to support their primary mission in only a tangential way. One of the main purposes of this document is to illustrate the remarkable outcomes that can be accomplished by that collaboration, to acknowledge the complexities, and to frame a process for moving forward in a logical, incremental way.
Recommendation
1 2 3 4 Improve trail approach to Ridge Avenue Improve ped/bike wayfinding signage Introduction of new pedestrian amenities Establish new trail connections New ped/bike bridge
Global Issue
Bicycle and Ped Connections Bicycle and Ped Connections Bicycle and Ped Connections Bicycle and Ped Connections Bicycle and Ped Connections
Cost Agency
$ $ $$ $$$ Fairmount Park, SP; SEPTA; PennDOT Fairmount Park; SRNSHA; SP PennDOT; SP Fairmount Park; PECO; SEPTA; private developer PennDOT; Fairmount Park; SP; Canoe Club PennDOT
Related Plans
Upper Schuylkill Master Plan
Implementation Details
Maintenance of vegetation on creek banks to occur 2x/year Coordinate with SRNSHA and Fairmount Park in order to install directional signage Installation of amenities to be coordinated with new trail connections
Development of new trail connections to be coordinated with future development Plans for bridge construction must be coordinated with new trail connections Change in traffic pattern can occur immediately with drivers being alerted by new signs or pavement markings
5 6
$$$ $$
Improve truck circulation on Vehicular Movement Ridge Avenue and Access SEPTA Transfer Station improvements Transit Ridership
Most improvements have occurred already; Follow-up to assess that all changes have occurred New connections to occur through streetscape improvements, signs, crossings and potential relocation of Wissahickon Transfer Center
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Improve graphic identity at the fork in the road Define the Roxborough district through a system of visual cues
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stable residential neighborhoods lie along this corridor, along with transportation
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amenities, neighborhood businesses and historic remnants of the urban fabric. This
section of Ridge Avenue however, does not give the impression of a place where people live and work but instead reads as a throughway for traffic. Simple physical changes can be made to the Avenue to improve conditions there.
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Moving downtown can become simpler and more pleasurable. When key points along the way offer direction, arrival to the district is clearly celebrated, and potential destinations and parking are attractively signed, geographical distance becomes less of an obstacle. This system of wayfinding and welcoming is also essential for radio, print and web-based promotion to be effective. There are several key intersections along the length of Ridge Avenue between Main and Hermit Streets. These include Main and Ridge, Osborn and Ridge, and the Hermit, Pechin, and Manayunk intersections. Concentrating improvements at these intersections will maximize their impact while increasing the continuity of the districts identity. Clear identification of the district at the fork in the road between Ridge Avenue and Main Street is critical. The opportunity also exists for further reinforcement of the district threshold at the Hermit Street and Ridge Avenue intersection. Also, the pedestrian corridors to and from the local transit stations, if improved and maintained, will heighten the feeling of welcome for people who arrive to the district via mass transit. Interventions to mark the edges of the Roxborough neighborhood should be of a scale to match the width of the road and vehicle speed. A combination of pedestrian scale directional signs and larger graphics oriented towards vehicular traffic will contribute to an attractive and distinctive place for all users. Signage intended for vehicles can indicate destinations further up the Ridge and beyond. Signage should celebrate the Roxborough neighborhood as a destination and also a gateway to communities beyond. Defining a place may be achieved in a variety of ways. Recognizing a critical mass of destinations and interests through signage and banners increases awareness of what the district has to offer to those passing through. A consistent quality of signage and furnishings can help to define the district in a positive way. Distinctive visual elements, such as murals, brightly colored infrastructure, or masses of a signature plant type serve as orientation devices and definers of the neighborhood edges. The Roxborough neighborhood can gain identity as a consistent pedestrian commercial corridor, lined with street trees and punctuated with attractive graphics and street furnishings, with a celebrated entry and clearly defined edges.
Define the Roxborough District through a System of Visual Cues and Signage
The identity and gateway system introducing the presence of Roxboroughs commercial district needs to operate across a broader geography not just at the Ridge/Main intersection. These identity elements, different from those available in the disbanded Direction Philadelphia program or Fairmount Parks sign system, will welcome and direct the visitor to the hill. A gateway sign at the top of the hill will announce your arrival to Roxborough center. This should be a unique gateway similar to East Falls and Manayunk but may be as simple as a Direction Philadelphia district marker.
50 THE WISSAHICKON GATEWAY
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Signage at the fork in the road between Main Street and Ridge Road should emphasize the choices for motorists and use familiar place names to show direction.
Ridge to Roxborough
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New sidewalks and curbs from Wissahickon Station to Osborn Sidewalk widening from SEPTA bridge to Osborn Curb bump-outs at Pensdale, Walnut, Markle, Hermit, Pechin, Manayunk Crosswalks at Mitchell, Pechin, Salaignac, Manayunk, Terrace, Vasser, Osborn, Kalas, and Sumac Mid-block crossings at Pensdale, Markle, and Osborn New trash cans between Walnut/Hermit and between Manayunk/Osborn New bus shelters at Walnut, Manayunk, Osborn based on Transit First Bollards to replace the Jersey barrier between Osborn and Main
The issue of bumpouts and mid-block crossings has not received much attention from the Streets Department so far. Because this has been a major stumbling block in the past, it may be necessary to pursue such an intervention in just a few places to start. For example, bumpouts at Hermit, Walnut and Manayunk will be more difficult to construct since almost all of the cartway space is in use at these intersections. A redesign of Walnut Lane to narrow the east approach is probably more appropriate. Ridge Avenue opens to add a second westbound travel lane just north of the Main Street intersection as it climbs the hill near Wissahickon Station. This lane ends just south of the Rochelle Avenue intersection. Ostensibly, its purpose is to allow slower-
moving trucks and buses on the upgrade to move out of the way of other traffic. It is used quite frequently by SEPTA buses as it allows them to make service stops at the Wissahickon Station and Rochelle Avenue and pull out of the traffic flow for these stops. The lane can be used by automobiles exiting the Wissahickon Station parking lot headed north on Ridge Avenue as well. The lane could be removed if desired to allow the cartway and lane widths to be narrowed. If this is desired, it would be prudent to retain portions of the lane at the Station and Rochelle Avenue to be used by buses making their service stops. The current concrete barrier in the area of the railroad bridge should be reconsidered. While some of this barrier is needed because of the severe drop off on the west side of the bridge, a more aesthetically-considered barrier would be useful.
The concrete barrier could be redesigned to be more aesthetically pleasing. Ridge to Roxborough
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Certain blocks of Ridge Avenue are in need of simple landscape amenities to enhance the pedestrian experience. The block between Pechin Street and Mitchell Street is on of the segments that could be improved with street trees.
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The environment along Ridge Avenue could be greatly improved through simple landscape enhancements to businesses that people visit regularly.
Ridge to Roxborough
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Establish a true gateway into roxborough at Hermit street and ridge avenue
The intersection at Hermit Street and Ridge Avenue should be designed to serve as a true gateway into Roxborough the topography finally flattens out, the roadway aligns with the neighborhood grid, and the motorist can attend to something other than just navigating the road. A prominent sign could be used to signal this official gateway into the neighborhood. Plantings on both sides of the street should be used to frame the view of the intersecion and what lies beyond. In addition, a more prominent land use should be developed on the lot where an abandoned gas station currenty sits.
56 THE WISSAHICKON GATEWAY
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Because the intersection at Hermit Street and Ridge Avenue acts as a clear gateway into Roxborough, it is important that the vacant gas station parcel be converted to a more prominent use. Future development on this site fit in with the urban context of Roxborough rather than exhibiting a suburban form. Any future building should fully utilize the corner, be sited close to the road and integrate features such as awnings to engage pedestrians walking by.
Ridge to Roxborough
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Implementation Steps
In the fall of 2007 the Citys Commerce Department, the Philadelphia Industrial Development Corporation (PIDC) launched a project, ReStore Philadelphia, that will bring millions of dollars to improve many of the citys neighborhood commercial corridors. Of this amount, up to $500,000 is dedicated for Ridge Avenue. Decisions about how to allocate the funding among public realm elements such as lighting, crosswalks, street trees, and sidewalks should take into account that the 2004 plan for the corridor projected that to bring the normal elements of a hospitable outdoor retailing environment would (adjusted for inflation ) take about five times the $500,000 available from the ReStore Project.
Recommendation
1 2 Improve graphic identity at the fork in the road Define the Roxborough district through a system of visual cues and signage
Global Issue
Navigation Navigation
Cost Agency
$ $$ RDC; MDC RDC; PennDOT
Related Plans
Implementation Details
Sign design and implementation to be guided by the Roxborough and Manayunk communities Design and content of wayfinding signage should be guided by the approaches used in East Falls by the EFDC- this approach combines signage designed developed by the Direction Philadelphia program, as well as Fairmount Park and PennDOT
3 4
Improve the Ridge Avenue streetscape environment Plant street trees on targeted blocks of Ridge Avenue Introduce landscaping to important sites along Ridge Avenue Highlight important landmarks Establish a true gateway into Roxborough
Bicycle and Ped Connections Urban Landscape Amenities Urban Landscape Amenities Urban Landscape Amenities Urban Landscape Amenities
$$ $
RDC; PennDOT RDC; property owners; Fairmount Park; Streets Dept. RDC; property owners
RDC to coordinate imrprovements along the Avenue Tree plantings must be coordinated with property owners and local tree tenders group to assure long-term viability of plantings
6 7
$ $$
RDC; SEPTA; PennDOT; Mural Arts RDC 2004 Streetscape Plan Gateway to be reinforced through coordinated tree plantings and redevelopment of the vacant site at Hermit and Ridge
It is anticipated that the initiatives related to specific improvement projects for signs, streetscapes, roadways, landscape, and trails will be taken up by the public agencies and organizations that are typically responsible for these activities. Where resources are not available, they could be funded and implemented by some other interested entity. There is however, a critically important longer-term, big-picture initiative that will determine the overall destiny of the area. The 5000 Block of Ridge Avenue is an 8 acre waterfront site that is presently occupied by a building supply store, a self storage facility, and a distribution warehouse operation. Though all allowable uses under the present G2 zoning classification, there has been a growing anticipation that riverfront industrial-type uses are likely to be displaced, especially in locations where the river is not used to transport materials or product. This has usually been a welcome change in city neighborhoods with public transit assets that can support mixed use development and where investors perceive a ready market demand. What would a the new waterfront place look like and how should present development regulations respond to allow and encourage that to happen?
Alternative Futures
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Existing Conditions
No access to the waterfront currently exists in the area between the Wissahickon Creek and the Manayunk Canal Towpath. The high amount of trucks that use the current site takes away from pedestrian friendliness, even on the sidewalk. No landmark buildings exist on the site, giving a suburban feeling to these warehouse style buildings.
Top: The view of Ridge Avenue looking toward Manayunk. Bottom: The right of way between PECO property and the waterfront site.
Alternative Futures
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Alternative Futures
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GORGAS PARK
Large public space for a community with little public land Activities for sports, children, concerts, & relaxing Joins nieghbors from Roxborough amd Manayunk
RITTENHOUSE SQUARE
Situated between very populated residential & buisness districts Urban oasis boosting plenty of seating, trees, and community integrity Extremely safe and well populated at all hours of the day
Situated between three prominant neighborhoods and Fairmount Park. Located at the mouth of the Wissahickon Creek Much unused land exists in the form of freeway ramps
Could it be more?
Alternative Futures
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Trail Route
Cost
Project Partners
$1.6 million for trail plus regular maintenance costs Green Route Riverfront Trail $2 million for bridge and trail connection around PECO site $200,000 Engineering Assessment
Fairmount Park; Schuylkill Project; PA Department of Conservation and Natural Resources; Canoe Club; Philadelphia City Planning Commission; PECO; SEPTA; private property owners
$1 million plus regular maintenance costs $2 million for bridge and trail connection around PECO site $200,000 Engineering Assessment Philadelphia Streets Department; Schuylkill Project; Philadelphia City Planning Commission; SEPTA; private property owners
Related Actions
Implementation Details
- Work with the state eto obtain necessary permits and licenses
- New ped/bike bridge over Wissahickon Creek would need to be built - New ped/bike wayfinding signage to be installed
- Negotiate easement with property owners will be necessary - Engineering studies will be required to look at slope stability and potential for trail flooding - Private property owners to move self-storage facility structures - Negotiate with PECO, Canoe Slub and SEPTA to establish route between sites - Work with Streets Dept. and private property owner to negotiate ROW - Work with private property owners and Streets Dept. to consolidate driveways - SEPTA to coordinate bus movement patterns with the trail - Streets Dept. to redo road striping
- New ped/bike bridge over Wissahickon Creek might need to be built - SEPTA Transfer Center waiting location to be altered - Truck circulation on Ridge Avenue to be altered - New ped/bike wayfinding signage to be installed
- New ped/bike wayfinding signage to be installed - Must be coordinated with improvements on Ridge Avenue to East Falls - Installation of signals, crossings
- Streets Dept. to add bike lanes or sharrows - Streets Dept. to add smart crossings to improve ped/bike safety in intersections - Coordination with Gustine Lake bridge removal and new landscaping there
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