aronimink station area plan

cover page

Aronimink Station Area Plan

TABLE OF CONTENTS

1

ACKNOWLEDGEMENTS 4EXECUTIVE SUMMARY 4INTRODUCTION PLANNING PURPOSE 5 PLANNING PROCESS 5 STUDY AREA DESCRIPTION 5 HISTORICAL CONTEXT 6CURRENT CONDITIONS DEMOGRAPHICS 7 DEVELOPMENT PATTERNS 10 LANDMARKS 11 EXISTING LAND USE 12 EXISTING ZONING 13 TRANSPORTATION 15 MARKET ASSESSMENT 19ISSUES AND OPPORTUNITIES 20THE PLAN 22 VISION STATEMENT 22 GOALS 22 AREA IDENTITY 24 PROPOSAL FOR MAIN STREET ORGANIZATION 24 GATEWAYS 26 STREETSCAPE IMPROVEMENTS 28 DESIGN GUIDELINES 40 TRANSPORTATION IMPROVEMENTS 44 TRAFFIC FLOW IMPROVEMENTS 44 PEDESTRIAN IMPROVEMENTS 45 PARKING IMPROVEMENTS 47 MORGAN AVENUE 48 COMMERCIAL REVITALIZATION 49 WAVERLY THEATER 49 POST OFFICE 52

ARONIMINK STATION 53 VACANT LOTS 55 EXISTING AND PROPOSED DEVELOPMENT 57IMPLEMENTATION NEXT STEPS 58 FUNDING 59 FOR OVERALL AREA REVITALIZATION 59 FOR HISTORIC PRESERVATION 59 TIMELINE FOR GOALS AND OBJECTIVES 60REFERENCES 62APPENDICES APPENDIX A: MERCHANT SURVEY 65 APPENDIX B: DOWNTOWN ACTION PLAN 69 APPENDIX C: AMBLER CASE STUDY 70 APPENDIX D: ADDITIONAL TRANSPORTATION INFORMATION 71 APPENDIX E: DETAILS ON FUNDING SOURCES 75 APPENDIX F: IMPORTANT CONTACT INFORMATION 77

4Aronimink Station Area Plan

ACKNOWLEDGEMENTS

We would like to thank the following individuals for their time, comments and input.

Our Clients : Jim Glatts, Joann Cook, Helen Horn and Donna Vesci

Our Instructors: Gabriela Cesarino, Paul Rookwood, and Nancy Zobl from the firm Wallace, Roberts and Todd, LLC

The University of Pennsylvania School of Design Faculty and Staff

The Local Business Owners of the Aronimink Station Area

Bernadette Dougherty, Ambler Main Street Manager

Tom Smith, Sellers Library Archivist

Thomas DiFilippo, Author of The History and Development of Upper Darby Township

Andrew Dobshinsky for his software expertise

EXECUTIVE SUMMARY

The vision of the Aronimink Station Area Plan is to create a vibrant main street for Drexel Hill where pedestrians, transit-users, and drivers alike will enjoy shopping, dining and entertainment.

Formulated by five University of Pennsylvania Master of City Planning students in the spring of 2004, this vision was created

to address revitalization needs identified by four area residents and business owners. The report includes analysis that led to this vision and implementation strategies that will help to achieve this vision. It begins with an overview of the site including site history and current conditions. Then the key issues and opportunities for the area are identified, followed by the vision statement, goals, and plan for action.

The goals for the Aronimink Station Area Plan are to create adistinct identity for the area, to make transportation improvements, and to revitalize the commercial district. According to the recommendations of this plan, retail space will be increased by 7000 feet, twenty-four new residential units will be added, and seventy-four new parking spaces will be added. A future site plan details all the suggested improvements.

The objectives for creating a distinct identity for the Aronimink Station area include forming a Main Street Organization, creating gateways at the site boundaries, making streetscape improvements, and implementing design guidelines. The objectives for improving the transportation through this area include traffic flow, pedestrian, and parking improvements. The objectives for revitalizing the commercial district include restoring key landmarks and infilling vacant lots.

The report concludes with implementation strategies, including a summary of next steps, funding sources, and a timeline. With the active involvement of area residents, business owners, and other stakeholders, the Aronimink Station Area Plan can be used as a tool to guide the revitalization process.

ACKNOWLEDGEMENTS AND EXECUTIVE SUMMARY

Aronimink Station Area Plan 5

PLANNING PURPOSE

The Aronimink Station area has experienced a decline in recent years as it struggles to balance automotive and pedestrian needs. The purpose of this plan is to identify the key issues and opportunities for the Aronimink Station area, and to give suggestions to area residents and business owners on how this area could be revitalized.

PLANNING PROCESS

In the spring of 2004, a project team consisting of five first-year graduate students in the Department of City and Regional Planning at the University of Pennsylvania were given the assignment to develop a plan for the Aronimink Station area. The students were guided by professionals who supervised the planning process. Area business and resident representatives were designated as clients for this project. These clients gave important feedback that helped the students understand the planning problem and what changes were desired.

Data were compiled from a variety of sources such as the U.S. Census and the Upper Darby zoning codes. A merchant survey of area businesses was conducted to help analyze the current market conditions. The students selected relevant case studies and met with leaders from the local and surrounding communities. Additionally, they developed a physical assessment of the site by taking measurements and photographs, observing traffic and parking conditions, and noting the design features of the area. Upon analyzing these data, the students have made recommendations which are given in detail in this report.

STUDY AREA DESCRIPTION

This plan focuses on the area surrounding the Aronimink Station in Upper Darby Township, an inner-ring suburb in Delaware County just west of Philadelphia,Pennsylvania. The Aronimink Station is a stop on the Southeastern Pennsylvania Transportation Authority’s (SEPTA) trolley route 101. The focus area, a commercial district on Burmont Road between Ferne Boulevard and State Road, is part of the Drexel Hill neighborhood of Upper Darby Township.

Above: Map of Upper Darby Township, Aronimink Station area highlighted in red. Right: Map of Aronimink Station area, site boundary highlighted in read.

INTRODUCTION


HISTORICAL CONTEXT

DEVELOPMENT OF UPPER DARBY TOWNSHIP

Upper Darby was first settled in 1688 and was incorporated as a Township in 1736. In 1907, the Philadelphia Rapid Transit line was extended throughout the area. In 1916, John McClatchy purchased thirty acres of cow pasture in order to develop the area surrounding the 69th Street Terminal.

69TH STREET TERMINAL AREA

McClatchy began his plans for developing a shopping district around the 69th Street Terminal in 1920. Construction of this district began in 1928. The McClatchy Building and Tower Theater were completed that same year. The 69th Street Terminal shopping and cultural district was a novel idea developed well before suburban shopping malls came into vogue. According to the book on Upper Darby’s development by Thomas DiFilippo, “by 1930 the shopping center ranked second only to Center City Philadelphia in retail sales” (96).

DEVELOPMENT OF FERNE BOULEVARD

Another developer, Thomas Sheridan, made plans to create a shopping district to compete with the 69th street shopping district on Ferne Boulevard in the late 1920s. Sheridan had originally planned to build Ferne Boulevard as a wide boulevard with a cluster of stores to attract customers riding the nearby trolley. This area was called Aronimink Golf Estates and was completed in October 1927. It included the Waverly Theater and the ninety-foot boulevard. At this time, ten stores and twenty-one efficiency apartments were being constructed along the boulevard. Ferne Boulevard was originally planned to be a grand development, but plans were scaled down during the Great Depression (DiFilippo 104).

The Waverly Theater was built by Stanley Corporation of America. It was originally supposed to be called “The Drexel” but the name was later changed to Waverly.

ARONIMINK STATION AREA PLAN

The transit-oriented developments by McClatchy and Sheridan did not take into consideration the increasing popularity of the automobile and have suffered congestion and deterioration as a result.

In order to revitalize the area, the Aronimink Station Area Plan seeks to merge Sheridan’s original intentions with the transportation and land use constraints of today.

INTRODUCTION


DEMOGRAPHICS

In examining the existing conditions of this area, it is important to understand some key population characteristics. In this plan five pieces of demographic data were examined, including population growth, racial and ethnic population, median income and employment. U.S. Census data for the study area, defined by the block groups highlighted in yellow on the map below, were compared to that of the Upper Darby Township, the surrounding Boroughs of Aldan, Clifton Heights, Lansdowne, and Yeadon, the Townships of Haverford and Springfield, and Bucks, Chester, Delaware, Philadelphia, and Montgomery Counties.

POPULATION CHANGE The Upper Darby Township as a whole was the only community out of the surrounding townships and boroughs to gain in population over the last ten years. Additionally, the study area’s gain in population kept pace with the Township. However, at less than one percent, this gain is statistically unimportant and indicates the population of both the study area and the Township is stable. According to the 2000 U.S. Census, the population of Upper Darby was about 82,000, and for the block group area it was 10,000. The population change in the immediate study area is indicative of a more fundamental population shift, with more familes with younger children moving into the area.

Source: U.S. Census Bureau

DEMOGRAPHICS

CURRENT

CONDITIONS


RACE AND ETHNICITY The racial and ethnic composition of the study area is relatively stable, with little change between 1990 and 2000. During this time, the white population as a percent of the total, declined from 95% to 87%. The African-American population increased by 1.3% and the Asian and Pacific Islander population increased by 4.8%, while the hispanic population rose minimally. This 1.3% increase in the African-American population, however, represented a doubling of the population in absolute numbers, much as the 4.8% increase in the Asian population represented a rise of 150% over the 1990 numbers.


MEDIAN INCOME

The median income in the immediate study area, while still lower than that of the adjacent townships, it is significantly higher than the median income in the adjacent boroughs and the Upper Darby Township as a whole. This is significant for it indicates the population in the Aronimink Station area has a relatively high amount of money available for non-essential spending.


CURRENT

CONDITIONS

DEMOGRAPHICS


EMPLOYMENT

This chart reflets the increase in the number of jobs between 1998 and 2001. Because of the way this information is tabulated, the 19026 zip code was used to approximate the boundaries of the study area. This data shows a an 8% increase in the number of jobs in the immediate area, a rate of increase which topped all the other areas.


DEMOGRAPHICS

CURRENT

CONDITIONS


DEVELOPMENT PATTERNS

URBAN PATTERN

The urban pattern of the Upper Darby Township is defined by a grid that runs north-south and east-west. There are four commercial districts in the Township that compete with our site, all highlighted in the map above. Burmont Road is used as a throughway which diagonally crosses the grid pattern of residential zone. Burmont Road is one of the few roads that grants access across the trolley railway tracks connecting the north and south of the Township, This makes it a heavily trafficked road with several congested intersections.

FIGURE GROUND PATTERN

This figure ground study illustrates and distinguishes the uniform residential pattern, that is interrupted by the commercial corridor. It is visible that the pattern along the three major intersections is not continuous. This also shows the density of development in the area as it exists today.

DEVELOPMENT PATTERNS

CURRENT

CONDITIONS


LANDMARKS

THE WAVERLY THEATER The Waverly Theater was built in 1927 by Thomas Sheridan. Currently, two-thirds of the Waverly Theater building is being used by Waverly Self-Storage. The other one-third is divided between Mescellino’s Pizzeria and J.D. McGillicuddy’s Restaurant & Pub. Since the theater closed in the 1980s, several other businesses previously used the building, The current uses do not utilize the full potential of this important historical landmark.

THE POST OFFICE

The Post Office at Burmont Road and Woodland Avenue was built in 1927. The building is still used as a Post Office today, although the United States Postal Service has considered moving their operations to another location and reducing their presence to a small storefront office. The Post Office owns and uses the two adjacent parking lots for private purposes only.

ARONIMINK STATION The Aronimink Station area grew initially as a transit-oriented development around the Philadelphia Rapid Transit line, built in 1907, The trolley provided service between Upper Darby Township and Center City, Philadelphia, the primary employment center for the region. Today it is served by SEPTA trolley route 101. The station building and its surroundings are in poor physical condition.

LANDMARKS

CURRENT

CONDITIONS


EXISTING LAND USE

CURRENT COMMERCIAL USAGE

The study area presents uses that range from high density residential to retail and office. Most commercial uses are restaurants, gas stations, dry cleaners and a few retail shops. The smaller commercial properties are located along Burmont Road, Woodland Avenue, Ferne Boulevard and Morgan Avenue. There are three gas stations located on Burmont Road, about 700 feet from each other. Several fast food restaurants and bars are situated on Burmont Road and Ferne Boulevard. There are also several vacant commercial spaces and two vacant lots.

CURRENT RESIDENTIAL USAGE

There are three mid-rise multi family properties, several mixed use rowhouses and single-family row houses. The surrounding area is made up of both detached and attached single-family houses

and low-rise multi-family buildings, such as in Drexelbrook. Along Burmont Road there are two- and three-story row houses in good condition. The mid-rise multi-family properties on Burmont Road and Woodland Avenue are being renovated and the vacancy rate is relatively low.

CONTINUITY State Road is the northwest boundary of the planning area, and Ferne Boulevard is the southeast boundary of the planning area. These boundaries were chosen in part because they are the transition points from predominantly residential uses to predominantly commercial uses. In the middle of the site between State Road and Childs Avenue there is another transition from commercial to residential back to commercial land uses. These major transitions are shown in magenta on the map below. Minor transitions in land use are show with black outlines.

CURRENT

CONDITIONS

EXISTING LAND USE


EXISTING ZONING

The current zoning pattern surrounding the Aronimink Station area is very diverse. There are three distinct residential districts, R-1, R-2 and R-3. The R-1 district permits only single-family detached homes with special exceptions for schools, churches, hospitals, cemeteries and outdoor swimming and tennis clubs. R-2 includes all the R-1 permits, but also allows a minimum lot area of 5,000 square feet and a minimum street frontage of twenty feet less than R-1. R-3 includes the uses allowed in R-1 and R-2 districts, and additionally includes two-family detached homes, apartment buildings thirty-five feet or less in height, retirement homes, and mobile home parks.

The Aronimink Station area is zoned Neighborhood Commercial, designated C-1. The primary uses permitted in a C-1 district include food stores, drug stores, bakeries, dry cleaners, banks and accountant or insurance broker offices. The C-1 zoning district was intended to create a commercial and service-oriented business corridor to meet the needs of individuals living in the immediate neighborhood of the Aronimink Station area.

CURRENT

CONDITIONS

EXISTING ZONING


INCONSISTENCIES

There are several current land uses inconsistent with the zoning designations for the Aronimink Station area. For example the C-1 designation, according to the Upper Darby zoning code regulations, does not allow the drive-in windows currently in use at the two study area banks. There are three gas stations within the area that are not currently allowed by the C-1 zoning. C-2 zoning allows gas stations but section 502-n limits them to perform only minor repairs related to state inspections. C-1 section 501-A2a also specifically states that no residential use is permitted in conjunction with the commercial uses. There are also several mixed-use row houses, with commercial on the first floor and residential on the floors above. Inconsisten A new comprehensive plan for the Township has recently been completed and recommended zoning code changes will address some of these inconsistencies.

EXISTING LAND USE

CURRENT

CONDITIONS


TRANSPORTATION

PUBLIC TRANSPORTATION

SEPTA trolley route 101, which runs from the 69th Street Terminal to Media, stops at the Aronimink Station. There is also a bus route along State Road that can be used for access to the planning area. Mass transit ridership in the area is low -- according to data from the U.S. Census, under four percent of people use public transportation. Most people choose to drive -- personal vehicle usage is the highest mode of transportation in the area, representing 88% of all trips. There are no parking facilities to accomodate park-and-ride transit users at the Aronimink Station.

The trolley service is frequent and generally on time. During the morning rush hour, the trolley comes approximately every four to nine minutes between 6:54 and 8:00 AM. During the evening rush hour, the trolley comes every nine to fifteen minutes between 4:30 and 6:30 PM. Late evening and weekend service is less frequent, and the last stop at Aronimink Station is at 9:50 PM. To get from Aronimink Station to Center City Philadelphia, it takes an average of thirty-eight minutes.

UPPER DARBY ROADWAYS

As shown on the map above, roadways in Upper Darby fit into three categories: arterial roads, collector roads, and local roads. Local roads are the small streets and roads that provide access to neighborhoods and commercial areas. Collector roads “collect” the traffic from the smaller local roads and funnels it onto arterial roadways. Arterial roads are high-capacity thoroughfares that move vehicles across the Township and into the wider region.

TRANSPORTATION

CURRENT

CONDITIONS


ARONIMINK STATION AREA ROADWAYS

In the analysis of roadways in the planning area, hourly traffic volume counts along Burmont Road, Ferne Boulevard, and Woodland Avenue were conducted. Traffic volume counts are expressed in relation to specific time periods. Most roads in the study area have one travel lane in each direction. A summary of road classifications for the Aronimink Station area is given in the map below.

BURMONT ROAD

The highest traffic counts observed in the study area are found on Burmont Road, most notably at its intersections with State Road and Woodland Avenue. Burmont Road serves as a throughway connecting the north and south ends of the Township. Burmont Road is where the majority of commercial uses in the site are located. According to this analysis, Burmont Road is a heavily trafficked street that is unsafe at times.

The traffic counts along Burmont Road at both rush and non-rush hours were relatively close, signifying that Burmont Road is used constantly at throughout the day. Evening traffic counts on weeknights were lower than these daytime counts, but there is a lot of traffic on Burmont Road on Friday and Saturday nights. The area near the intersection of Burmont Road and Ferne Boulevard is a major node for different transportation modes -- the trolley, motor vehicles, and pedestrians. The high level of activity in this

node presents safety concerns.

STATE ROAD

State Road can be classified as a minor arterial or major collector road. It connects with West Chester Pike, a large arterial road used to access Philadelphia and the Main Line. Within the Aronimink

Station area, State Road connects with Burmont Road.

TRANSPORTATION

CURRENT

CONDITIONS


TRANSPORTATION

FERNE BOULEVARD

The eighty-eight feet wide Ferne Boulevard has one travel lane in each direction and angled-parking on both sides between Burmont Road and Valley Road.

WOODLAND AVENUE

Woodland Avenue is a collector road that runs parallel to the trolley line.

MORGAN AVENUE

Morgan Avenue is a one-way road going east to west away from Burmont Road.

CURRENT

CONDITIONS


PEDESTRIAN ENVIRONMENT

Due to poor pedestrian accessibility to destinations within the planning area, the pedestrian flow rate is low. Unclear street signs, unmarked street crossings, ill-maintained sidewalks, and sidewalk obstructions pose danger to pedestrians. Sidewalk obstructions caused by cars parked on the sidewalk are most frequent at the gas stations. Multiple curb-cuts and undefined entrances to the surface parking lots make it difficult for pedestrians to safely cross the sidewalks. All of the establishments in the Aronimink Station area have street frontage and sidewalk access.

PARKING

There are a number of large and small surface parking lots in the area, as well as metered and free parking spaces along the streets. See Appendix ___ for an inventory of the existing parking conditions, which are shown graphically in the map below. While there is a general perception in the area that there are enough places to park, several surface lots are not being used to their maximum capacity. The most accessible and frequently used surface lot is next to Rite Aid between Burmont Road and Woodland Avenue. This lot has forty-one parking spaces, ten of which are designated for Rite Aid customers and the rest of which are for general parking, used by customers of other businesses in the area. There is another large surface parking lot located at the corner of Ferne Boulevard and Valley Road. This lot is frequently underutilized. Other lots include the four-space parking lot that primarily serves Heron Home Health customers on Morgan Avenue. Most of the highly frequented locations have metered or free parking spaces available near their business, with the exception of the Post Office.

CURRENT

CONDITIONS

TRANSPORTATION


CURRENT

CONDITIONS

MARKET ASSESSMENT

MARKET ASSESSMENT

This market study has been conducted to provide an understanding of the business climate in the Aronimink Station area and the surrounding commercial developments that compete for consumer spending. A key concern that spurred the creation of this plan was the need to turn this area into a more commercially attractive and successful business district.

BUSINESS INVENTORY

An inventory of the businesses in the commercial district are summarized in the table below.

BUSINESS INVENTORY

Personal Services 13

Restaurants 9

Finance, Insurance, Real Estate 8

Retail 8

Vacant 7

Other 5

Automobile 4

Bars 3

Business Services 2

Public 2

TOTAL 61

The thirteen personal service establishments include nail salons, hairdressers and a barber, laundry and dry cleaners, an upholsterer, a portrait artist, and a dance studio. The restaurants are almost exclusively either Chinese or pizza, with two exceptions. Those in the “other” category include a liquor store, a self-storage business, a heating and air conditioning business, an auto parts distributor, and a VFW post.

TRADE AREA

A simple survey consisting of eighteen questions was completed by a sample of businesses in the Aronimink Station area (See Appendix A). These questions were used to assess the how merchants viewed the business climate of the area, what they considered the identity of the area to be, and to establish a primary trade area, which is depicted in the map below.

MARKET ANALYSIS

Currently, the Aronimink Station area businesses are not able to compete with the larger commercial centers that exist around the area. These centers, such as the Bond Shopping Center at State Road and Lansdowne Avenue, are usually anchored by a large grocery store and are accompanied by many stores similar to those located in the Aronimink Station area.


ISSUES AND OPPORTUNITIES


Client interviews and the current conditions analysis were used to identify the key issues and opportunities for the Aronimink Station area. The map on the right visually summarizes these issues and opportunities.

The issues of the Aronimink Station area are:

• Lack of a distinct identity

• Poor visual appearance

• Traffic congestion

• Unfriendly pedestrian environment

• Perceived lack of parking

• Decline in commercial activity

These issues can be turned into opportunities, and the remaining sections of this report discuss how these opportunities can be realized. As shown on the map, streetscape improvements are recommended throughout the area. The central point of the site is the intersection of Burmont Road, Drexel Avenue, and Woodland Avenue. This point is the current as well as future center of activity for the Aronimink Station area. Creating gateways at the northwest and southeast boundaries of the site will help with the area’s image development. Improvements to traffic flow and the pedestrian environment are suggested. Rearrangement suggestions for the parking lots are given. Upgrading area landmarks and infilling vacant lots is recommended for increasing commercial activity. The issues and opportunities summarized in the map are not comprehensive. They provide an overview of the kinds of improvements that are recommended in this plan.


THE PLAN

THE PLAN

The Aronimink Station area has many of the features of a downtown: neighborhood commercial retail, restaurants, and historic buildings. The underlying character of the site is that of a downtown, and developing the area as a downtown is the most appropriate and most feasible plan for revitalizing the area.

VISION STATEMENT

The vision of the Aronimink Station Area Plan is to create a vibrant main street for Drexel Hill where pedestrians, transit-users, and drivers alike will enjoy shopping, dining, and entertainment.

GOALS

The following three goals will help to achieve this vision:• Create a downtown identity for the Aronimink Station area• Make transportation improvements• Revitalize the commercial district


THE PLAN

SITE

PLAN


AREA IDENTITY

The Aronimink Station area has many features of a downtown. It is recommended that a main street organization be formed in order to help create its identity. Creating gateways, making streetscape improvements, and implementing design guidelines will lead to physical improvements that lend to a distinct main street identity. Gateways will serve as official entrances to the area, making the designation of this area distinctive. Streetscape improvements will flesh out the main street image throughout the site, and individual businesses can harmonize with this image by following the design

guidelines.

PROPOSAL FOR MAIN STREET ORGANIZATION

The components for the revitalization of the study area depend largely on the initiatives taken by the business and resident community. There are many different improvements that need to take place in order for revitalization to occur: streetscape improvements, traffic flow improvements, parking improvements, pedestrian improvements, façade design improvements, gateway improvements, and improvements to help retain and attract business to the area.

Use of the National Main Street Center’s Four Point Approach can help to organize the revitalization effort and coordinate many of these improvements making all the elements of the plan come together. The “Four Point Approach” is conceptual methodology that many communities have successfully used as the template for their downtown revitalization. It includes Organization, Design, Promotion and Economic Restructuring.

MAIN STREET APPROACH

• Organization Building consensus and cooperation among the many groups and individuals who have a role in the revitalization process.

• Design Enhancing the physical appearance of the commercial district by rehabilitating historic buildings and developing sensitive design management systems.

AREA

IDENTITY



• Promotion Marketing the traditional commercial district’s assets to customers, potential investors, new businesses, local citizens and visitors.

• Economic Restructuring Strengthening the district’s existing economic base while finding ways to expand it to meet new opportunities.

There is a highly detailed and structured series of training sessions, workbooks, videos and slide shows for the Main Street Approach which show members of the community how to do downtown revitalization for themselves and sustain the effort into the future. The Pennsylvania Downtown Center is an independent statewide non-profit organization which provides this training and other technical assistance and can help the Aronimink Station area community get going with the revitalization process.

“PDC is obligated by its agreement with the Commonwealth to provide certain outreach and preliminary assessment services to any community contemplating a downtown revitalization program. Beyond these initial introductory and community assessment services, PDC must charge a fee for services such as visioning, planning, market area assessment, etc. Members of PDC receive a significant discount for these services. If a community is fortunate enough to be accepted into the Commonwealth’s Main Street Program, the services provided by PDC to the Main Street program participant are free for the duration of the time the community is in the program - normally for five years” (padowntown.org FAQ).

AREA

IDENTITY



GATEWAYS

The intersections on Burmont Road at State Road and at Ferne Boulevard have been designated as the gateways for the Aronimink Station area. These gateways will serve as clear entry points for the area and will help develop the image of the Aronimink Station area as a downtown. Welcome signs and flower beds should be included at both gateways.

Currently, the intersection of Burmont and State is not pedestrian friendly. This intersection is confusing for motorists as well as pedestrians with several traffic lights and potential areas for pedestrians to cross the street. Street signs at this intersection are too small or nonexistent, the existing pedestrian crosswalks are faded and need to be repainted, and additional crosswalks need to be created. There is a strip of neighborhood commercial development on the western end of the intersection on State Road. This commercial strip is not easily accessible to pedestrians. Also, there is a billboard above this commercial strip. The Berrodin Building is the most prominent feature of this intersection. It has a blank wall facing State Road that is not very aesthetically pleasing and there is very little landscaping in this area.

This rendering shows the changes to be made at the Burmont and State gateway, also illustrated in the picture below.

This picture shows how this intersection can be beautified. Trees, flowers, a welcome sign, a mural, larger street signs, banners, and crosswalks have been added.

AREA

IDENTITY

GATEWAYS


The most noticeable features of the intersection of Burmont Road and Ferne Boulevard are the Mobil Gas Station and the Waverly Theater.

The drawing above illustrates the changes to be made at the intersection of Burmont and Ferne. Landscaping improvements include the addition of a flower bed at the corner near the gas station and the addition of the median along Ferne Boulevard.

There are many historic buildings in this area, and the façades of these buildings need to be restored. Signage should be in compliance with the design guidelines. It should not detract from the architecture or the overall streetscape.

This picture shows how this intersection can be improved. The size of the signage for the Mobil Gas Station is reduced and the sign above the Waverly Bar has been removed. Electrical wires have been moved underground. Landscaping has been added around the gas station, and a welcome sign has been placed at the corner. Crosswalks have been added.

AREA

IDENTITY

GATEWAYS


STREETSCAPE IMPROVEMENTS

This section of the report illustrates ideas for streetscape improve-ments in detail. The goals of these streetscape improvements are to beautify and visually unify the Aronimink Station area. The fol-lowing are descriptions of individual streetscape improvement ele-ments:

BANNERS AND LAMPPOSTS

Many downtown and cultural districts throughout the country use banners on their lampposts to promote area identity, events, holi-days, and community spirit. Using these banners all along Burmont Road and adjacent streets within the site boundaries will visually unify the area as well as help designate it as a downtown.

The picture on the left above is an example of a banner design that could be used for the Aronimink Station area. The use of green and white in the banner is a reference to the colors of the Waverly The-ater. The design used for the banner should reflect the character of the neighborhood. The example on the right above was found on the internet. This banner is interesting because it identifies the area (Downtown Wooster) as well as highlights an important event

going on in the area (Woosterfest). Many communities change ban-ners with the seasons or to highlight different events. Downtown banners can serve as an appealing and relatively subtle form of advertisement. In the Downtown Wooster banner picture, note the attractive lamppost as well as the banner itself. Currently, the lamp-posts used in the Aronimink Station area are standard street lights. Replacing these lampposts with more decorative ones is another way to improve the streetscape and make the area look more like a downtown.

SIGNAGE

Currently, the signage for many businesses is often worn or inad-equate, whereas conspicuous and less aesthetically-appealing sig-nage, such as billboards, is prominent. Street signs are often too small. In general, signage improvements need to be made through-out the area so that signs are informative, tasteful, and in keeping with the vision of this plan.

LANDSCAPING

Greening this area will make it more pleasant for its users as well as for those just passing through. Planting trees and flowers in sev-eral designated areas is recommended.

STREET FURNITURE

Street furniture includes benches, lampposts and trash cans. If this is to be an area where people gather and spend time, the addition of street furniture is a desirable amenity. In particular, it is recom-mended that street furniture such as café tables be added on the side of Ferne Boulevard next to the Waverly Theater, because this is expected to be a major gathering point.

AREA

IDENTITY



CONTINUITY

To create a coherent and distinct identity for the area, gaps and edges need to be transformed. In some cases, this means widening the sidewalks so that sidewalk widths are consistent along a given corridor. Another recommendation made is to add short walls at the edges of parking lots and other areas with large amounts of pavement such as gas stations. These walls will not only improve the visual continuity of the site, they will improve traffic flow and make the environment more pedestrian friendly.

UNDERGROUND ELECTRIC WIRES

Currently, an abundance of electrical wires mar the landscape of the Aronimink Station area. Many of these wires can go under-ground. This is a long-term project, but many municipalities have undertaken this process as a part of other big infrastructure im-provements.

SECTIONS

The following pages show section drawings of the current and future streetscape, and the portion of the site plan each section drawing refers to. There are ten sections, each of which is slightly different.

AREA

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AREA

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SECTION DRAWING #1: BURMONT ROAD

Definition: Neighborhood retail storefronts in the Neighborhood Retail AreaImprovementss:1. Bury utility lines underground2. Replace lampposts and add banners3. Regulate commercial signage4. Plant trees5. Construct low walls to beautify the edge of parking lots

BEFORE

AFTER

BROTHERS AREA



Definition: Neighborhood retail storefronts in the Neighborhood Retail AreaImprovements:1. Bury utility lines underground 2. Replace lampposts and add banners3. Regulate commercial signage4. Plant trees

BEFORE

AFTER


AREA

IDENTITY

RITE AID AREA



AREA

IDENTITY


Definition: Commercial land uses in the Neighborhood Retail AreaImprovements:1. Widen sidewalks2. Bury utility lines underground 3. Add banners4. Plant trees5. Install flower beds to divide public and private realms

BEFORE

AFTER

AREA NEAR 740 BURMONT ROAD



AREA

IDENTITY


Definition: Commercial land uses in the Office AreaImprovements:1. Widen sidewalks2. Bury utility lines underground 3. Add banners4. Regulate commercial signage5. Construct low walls to beautify the edge of parking lots

BEFORE

AFTER

BERRODIN AND EXXON



AREA

IDENTITY

SECTION DRAWING #5: FERNE BOULEVARD

Definition: Neighborhood retail storefronts in the Historic AreaImprovements:1. Widen sidewalks and improve street furniture2. Install landscaped median on Ferne Boulevard3. Bury utility lines underground 4. Replace lampposts and add banners5. Regulate commercial signage6. Plant trees

BEFORE

AFTER



AREA

IDENTITY

SECTION DRAWING #6: MORGAN AVENUE

Definition: Neighborhood retail storefronts in the Neighborhood Retail AreaImprovements:1. Widen sidewalks2. Bury utility lines underground 3. Replace lampposts and add banners4. Regulate commercial signage5. Plant trees6. Construct low walls to beautify the edge of parking lots

BEFORE

AFTER



AREA

IDENTITY

SECTION DRAWING #7: MORGAN AVENUE Definition: Neighborhood retail storefronts in the Neighborhood Retail AreaImprovements:1. Widen sidewalks2. Bury utility lines underground 3. Replace lampposts and add banners4. Regulate commercial signage5. Plant trees6. Construct low walls to beautify the edge of parking lots

BEFORE

AFTER



AREA

IDENTITY

SECTION DRAWING #8: STATE ROAD Definition: Commercial land uses in the Office AreaImprovements:1. Bury utility lines underground 2. Add banners3. Regulate commercial signage4. Plant trees5. Construct low walls to beautify the edge of gas station

BEFORE

AFTER

EXXON AND OFFICES



AREA

IDENTITY

SECTION DRAWING #9: STATE ROAD Definition: Commercial land uses in the Office AreaImprovements:1. Bury utility lines underground 2. Add banners3. Regulate commercial signage4. Plant trees5. Construct low walls to beautify the edge of parking lots

BEFORE

AFTER

PEPPY’S AUTOMOTIVE AND NEIGHBORHOOD COMMERCIAL


SECTION DRAWING #10: WOODLAND AVENUE

Definition: Neighborhood retail storefronts in the Historic AreaImprovements:1. Bury utility lines underground 2. Replace lampposts and add banners3. Regulate commercial signage4. Plant trees

BEFORE

AFTER


AREA

IDENTITY

APARTMENTS AND NEIGHBORHOOD COMMERCIAL


DESIGN GUIDELINES

Adopting design guidelines will aid in revitalizing the Aronimink Station area. The purpose of the guidelines is to improve the aesthetic appearance of the commercial district and to preserve its historic character. These guidelines should be more detailed in the future, so they can be used by individual business owners to update their businesses to be consistent with the vision of the Aronimink Station Area Plan.

As illustrated in the picture above, elements of the design guidelines include signage, storefront, façade, sidewalk, setback, landscaping, historic character, and streetscape improvement recommendations. The Main Street Organization should work with a consultant to delineate guidelines that reflect their view for the area.

After its adoption, it is recommended that the Main Street Organization provide incentives for compliance. These incentives could include grants or tax relief from the state or federal government – once a Main Street Organization is established, these

funds should become more readily available. Also, the organization might be abke to recruit a volunteer designer that would provide new store owners with a free design consultation to improve facade and design signage system. They can also reduce contributions of business owners that comply with guidelines. In the early stages, compliance may be optional but in the long run should become mandatory.

SIGNAGE

The design and placement of signage can have a major effect on the look and feel of a commercial district. Signage should complement rather than detract from the architecture of an individual and the overall streetscape. It can reflect the unique character of a particular business, but should also harmonize with the overall downtown character of the commercial district. Signage should be clearly visible and informative to both pedestrians and people driving by.

DESIGN GUIDELINES

AREA

IDENTITY


The photo on the previous page is an example of good signage from the main street district in Ambler, Pennsylvania. It complements the historic architecture, is well-maintained, and is pleasant to the eye – not garish or overdone.

This is the building at the southeast corner of the intersection of Burmont Road and Woodland Avenue. There is a business at this corner, but there is no visible signage for the business. For a vibrant downtown, all businesses should be clearly and tastefully labeled.

This storefront has too many signs, and the signs detract from the historic character of the architecture. The yellow sign above the door calls attention to itself at the expense of the identity of the neighborhood as a whole. Signage should take into account the character of the architecture and should not clash with the signage for other buildings on the same block.

Advertisements should be kept to a minimum, whether they are

DESIGN GUIDELINES

AREA

IDENTITY


advertisements for a business itself or advertisements for the products it sells.

Advertisements such as billboards are inappropriate for this area because they are out of scale with the pedestrian environment to be emphasized in this area.

These guidelines apply to all businesses in the area, regardless of the use of the building. Even auto-oriented businesses such as gas stations should cooperate to enhance the aesthetics of the area. Signs should only be large enough to be clearly visible to pedestrians and those driving nearby.

STOREFRONTS

Business owners should be mindful of the aesthetic appearance of all parts of their storefront, including the entrance, doorways, display windows, awnings, signage, landscaping, and architectural elements such as the historic character of the building. Storefronts should be complementary to adjacent storefronts in their appearance. A storefront should reflect the personality and type of business inside.

FAÇADES

Many façades in the Aronimink Station area appear neglected. For example, the photo above on the left is from the upper façade of a building on Ferne Boulevard. This building has beautiful architectural

features, such as these mosaics, that should be restored to because they reflect the historic character of the neighborhood.

In general, building façades should be continually maintained, including cleaning, painting, and restoring wherever necessary.

Blank walls with no discernible architectural features can be a great place for a mural. Mural projects are a way to get the community involved, can reflect the character of a neighborhood, and add vibrancy to the district’s atmosphere.

SIDEWALKS

Currently, sidewalk widths vary from three feet to ten feet. Most sidewalks in this area should be six to seven feet wide, with the exception of Ferne Boulevard, where ten feet sidewalks will be maintained, and Morgan Avenue, where sidewalk widths will be increased significantly from three feet wide to eleven feet wide.

The purpose of increasing sidewalk widths is twofold. By making sure the sidewalk along a particular strip is the same width, visual continuity is improved. Also, wider sidewalks accommodate pedestrian traffic better.

SETBACKS

It is recommended that all buildings in the Aronimink Station area be easily accessible to pedestrians. Business owners whose businesses are in buildings with an auto-oriented setback – those with a parking lot in front of the entrance – should make a special effort to make sure their business is connected to the main network of sidewalks by providing clearly marked sidewalks and crosswalks on their property.

AREA

IDENTITY

DESIGN GUIDELINES


BUILDING HEIGHT

It is recommended that no buildings greater than five stories be constructed in the area. The ideal building height is two to four stories.

LANDSCAPING

The Aronimink Station area has very little greenery. It is recommended that more trees, flowers, and shrubs be planted. Landscaping should be carefully placed – it should not obstruct the view of façade details or signage. A desirable outcome of increased landscaping is that it can often act as a buffer between pedestrians and cars, thus making the area more pedestrian friendly.

STREETSCAPE

The addition of benches, trash cans, and decorative lampposts can improve the streetscape in the Aronimink Station area. Street furniture should be of a consistent design throughout the area.

AREA

IDENTITY

DESIGN GUIDELINES


TRANSPORTATION IMPROVEMENTS Physical enhancements and improvements to Burmont Road, Fern Boulevard, Woodland Boulevard and Morgan Avenue are necessary for the plan’s vision to become a reality. These enhancements include changing the direction of Morgan Ave, widening the sidewalks, identifying curb cuts, reconfiguring existing parking lots, maximizing the number of parking spaces and creating clear pedestrian connections throughout the site linking both Gateways. The goal of the new design is to use the streets more efficiently and encourage safe driving. It establishes connectivity that can serve to physically enhance and improve the pedestrian experience. These proposed street treatments would encourage safe travel by all modes and would better support neighboring land uses.

TRAFFIC FLOW IMPROVEMENTS

The maps above and on the top right show traffic flow improvement suggestions.

The aim of the traffic study was to identify specific and general problems that impact the traffic flow and patterns of the Aronimink Station Area. Hourly traffic volume analysis

and manual traffic counts of the four main roads, Burmont Road, Ferne Boulevard, Woodland and Morgan Avenue were recorded and performed. The results showed that traffic counts for rush and non-rush hours at the three main intersections along Burmont Road were relatively close in numbers signifying that Burmont Road is constantly used at all hours of the day and therefore determining the level of service to be between C and D.

Safety conditions and level of service for the roadways within the study area need improvements. The current traffic volume is high and it is projected to increase with further development along this corridor. After conducting the traffic study, recommendations were developed for the identified deficiencies. These will provide a significant upgrade and improvement of the traffic flow through this area. The improvements extend from the Northwest Gateway, the intersection of Burmont and State Road, to the Southeast Gateway, the intersection of Burmont Road and Ferne Boulevard. Improvements common to all these areas include reduction of the speed limit to 25 miles per hour along with signage to indicate this new limit, limitation of truck delivery times, and the synchronization of traffic signals within each of the three areas.

TRANSPORTATION

TRAFFIC FLOW IMPROVEMENTS


PEDESTRIAN IMPROVEMENTS

The following pedestrian improvements need to be made throughout the site. Suggestions of the plan are as follows:

• Repair and widen sidewalks • Align offset sidewalks to provide a continuous path between points• Create small plazas at intersections to accentuate the pedestrian environment and increase

Greenery• Repaint all street crossings and make them wider• Create pedestrian circles by connecting adjacent street crossings• Place visible crossing signs

Increased coordination between all stakeholders will help to keep the sidewalks clean and free of obstructions. Formation of a tree board or committee under the new community association can help to improve and maintain landscaping and a town watch committee can help to ensure safe pedestrian traffic in the evening.

The final design includes sidewalks ranging in width from eight to fifteen feet, depending on adjacent land use, street trees, pedestrian scale lighting, bicycle lanes and on-street parking. Another improvement to the pedestrian environment will include the reduction of curb cuts throughout the site by reducing the size of entrances and exits for vehicle movements into parking lots, to enhance pedestrian flow in the area. Specific recommendations for each gateway and the central area are given below.

Area-specific improvements are as follows:

NORTHWEST GATEWAY

• Add a left hand turning signal from State Road to Burmont Road

• Implement a no left hand turn onto Belfield Avenue• Synchronize traffic signals with one another • Add two stop signs at the corner of Childs Road and Burmont Road

CENTRAL AREA

• Request a new assessment to identify the level of service and interchanges of the roads• Add traffic signals for right or left hand turns for all roads • Synchronize traffic signals with one another

SOUTHWEST GATEWAY

• Increase perception of safety at the trolley stop by adding attractive crossing warning devices• Enhance characteristics by installing appropriate signage • Replace the traffic light above the trolley tracks with a modern and more reliable device• Synchronize traffic light in front of Mobil gas service station with light above the trolley tracks• Add traffic signals for right or left hand turns for all roads• Reduce the size of the entrance of the Mobil gas service station • Build a median on Ferne Boulevard, to reduce the overall

delay to motor vehicles that would otherwise have to stop for an interval in order to allow a pedestrian to cross the entire length.

T R A N SPORTATION



The maps above show the various pedestrian improvements recommended in this plan.

NORTHWEST GATEWAY

• Add a new street crossing from the island across the Exxon Gas Station to the west side of Burmont Road next to the Berrodin building

• Add electric crossing lights with handicap signage capabilities

• Extend the sidewalk curbed end in front of the Berrodin building by thirty feet• Add a street crossing from the new extension to Belfield Avenue

CENTRAL AREA

• Add electric crossing lights with handicap signage capabilities• Include pedestrian corridors within the Rite Aid Parking lot

to increase accessibility and connection with new triangle parking lot in the alley behind the Yorkshire Court building

SOUTHEAST GATEWAY

• Paint new pedestrian crossings across the trolley tracks • Build a median on Ferne Boulevard, allowing a rest area for slower pedestrians• Extend the platform of the trolley station to the parking lot behind the Waverly Theater • Once the platform is extended provide a pedestrian crossing

between the parking lot and the south west post office parking lot

• Place pedestrian crossing gates before the trolley tracks at the station and at the new pedestrian crossing between the Waverly parking and the post office parking lot

• Increase perception of safety at nighttime for pedestrian activity by investing in visual enhancements such as lighted signage. This would help increase pedestrian traffic toward the transit stop and promote accessibility

T R A N S P O R T A T I O N



PARKING IMPROVEMENTS

To accommodate the parking needs expressed by the customers of the area, the community association will need to establish a parking management program to identify the parking issues and opportunities.

Recommendations include reconfiguration of the existing parking lots to increase the number of spaces, placement of new meters, improvement of accessibility by placing signs indicating the location of parking, and revision of the existing parking ordinances to mandate well-lit and landscaped parking. Reviewing and amending parking ordinances as necessary will facilitate better parking management strategies.

Parking-lot ordinances establish landscaping requirements in parking lots. This may include regulating the amount of and width of the landscape area, types of plant material, planting

procedures, and screening requirements. Parking regulations should also be enforced through out the site. The proposed improvements will not only maximize the use of the parking spaces available and improve accessibility to the businesses, but improve the streetscape. Area specific improvements are listed below.

NORTHWEST GATEWAY

• Negotiate and establish a shared parking agreement with Berrodin

• Place seventeen meters more along Burmont Road from Yorkshire Court towards State Road

• Implement new pricing policies and keep the two hour limit• Reconfigure the small parking lot at the corner of Childs

Road and Burmont Road to increase parking spaces and allocate space for a small corner plaza

• Convert the new parking spaces into short term metered spaces using new technologies

CENTRAL AREA

• Establish a shared parking agreement with the Post Office for the southeast parking lot and the Rite Aid parking lot on Burmont Road

• Reconfigure the Rite Aid parking lot to increase parking spaces and reduce the curb cuts by minimizing the egress and ingress points to two.

• Reconfigure the Post office southeast parking lot to add six 20 minute parking spaces for Post Office customers and allocate space for a midsize corner plaza.

• Improve accessibility to newly available parking by opening a

T R AN S P O R T A T I O N

PARKING IMPROVEMENTS


segment of the fence on the north side • Convert Rite Aid parking into short term metered spaces

using multi-space parking meters

SOUTHEAST GATEWAY

• Establish a shared parking agreement with the Citizen’s bank parking lot proprietors

• Reconfigure the Citizens bank parking lot to increase parking spaces and reduce curb cuts by minimizing the egress and ingress points to two

• Convert the new parking spaces into short term metered spaces using new technologies

• Convert the Citizens Bank parking spaces into short term metered spaces

• Build a multi-story parking structure to accommodate the increase of customers and commuters, if necessary

MORGAN AVENUE

The site does not have a major node where people from the neighborhood can congregate for outdoor community activities such as music performances, farmers markets, art festivals and street parties. By occasionally closing Morgan Avenue for such activities a greater sense of community can be established. This in turn could benefit local businesses as a result of increase foot traffic. If these activities become popular, they can be expanded to include Woodland Avenue.

In order for these types of activities to take place, traffic flow on Morgan Avenue needs to be modified and the physical design needs to be enhanced.

TRANSPORTATION

MORGAN AVENUE

The picture on the left above is the current condition of Morgan Avenue. The picture on the right above is from Ambler’s Main Street and incorporates many of the suggestions given here.

RECOMMENDATIONS:

1st Change direction of travel to minimize the traffic spilling over into the residential roads.

2nd Limit the vehicular movement on Burmont Road to right hand only turns to reduce the congestion occurring at the intersection of Burmont Road and the trolley rail.

3rd Remove the drive-thru teller window at the Prudential Savings Bank to reduce the curb cuts on this segment of Morgan Avenue and minimize the egress and ingress of vehicles.

4th Enhance the physical design by widening the sidewalks and taking out the three existing meters to accommodate street furniture, new lampposts and landscaping.


COMMERCIA L

REVIT ALIZATION

WAVERLY THEATER

COMMERCIAL REVITALIZATION

One of the goals of the Aronimink Station Area Plan is to revitalize the area’s business district. To be in keeping with the vision for this plan, new businesses should be appropriate for main street-type development. Such businesses would generate a lot of foot traffic and make the area a lively, exciting place to be. Revitalizing the area landmarks will also help the main street image. Gaps in the continuity of the business corridor, such as vacant land, should be filled in with uses more appropriate for a main street.

The picture on the left above shows the three landmarks for the Aronimink Station area: the Waverly Theater, Post Office, and Aronimink Station. Specific improvement suggestions for these sites are given in the narrative below. The picture on the right shows the improvement suggestions for infilling the two large vacant lots in the planning area.

WAVERLY THEATER

The Drexel Hill community has a great asset in what was once the Waverly. The Waverly Theater was built in 1927. Since its closing in the 1980s, it has gone through a number of uses, many of which have been unsuccessful. A number of small town 1920s theaters across the nation have closed over the years because although they make enough money to operate, they don’t make enough money to cover capital repairs and improvements. Some towns have been able to restore their 1920s theaters by forming non-profit organizations such as the Doylestown County Theater. This non-profit status allows them to receive funding from foundations, the government and tax-deductible contributions to help with repairs and improvements.


The photographs above show the Doylestown County Theater in its original form on the left, in the process of restoration in the middle, and fully restored and being utilized on the right.

Ambler, using the Doylestown County Theater non-profit model was also able to restore its theater. Cost figures for the Ambler Theater restoration project are given in the table that follows. Phase I of this project has been completed and Phase II is currently underway.

Cost of Ambler Theater Renovation

Phase I (2001-2002)

Buy and prepare building $400,000

Façade, promenade, and lobby renovation $400,000

Prepare two of three auditoriums $1,200,000

Cost of Phase I $2,000,000

Phase II (2003-2004)

Open third theater $700,000

Complete historic restoration $300,000

Cost of Phase II $1,000,000

Total cost of project $3,000,000

The picture on the top right shows the Ambler Theater as restored.

Restoration of the Waverly Theater could draw more customers to the area, benefit the existing businesses and increase the demand for additional retail and dining establishments. Vacant lots along the Ferne Boulevard strip could be filled with businesses such as outdoor cafes, or an ice cream parlor which would thrive on the pedestrian activity created by a theater.

Improvements to support restoration of the theater and the new businesses to follow include:

1. Parking: Redesign of the Citizen’s Bank parking lot in the back of the theater to include more spaces.

2. Streetscape: The enhancement of Ferne Boulevard with new sidewalks, street furniture (in the form of out-door benches, tables and chairs), and the addition of a median, to create an ideal setting for restaurants with outdoor dining.

COMMERCIAL

REVITALIZATION

WAVERLY THEATER


3. Landscape: The addition of trees, and flowers to enhance the experience of pedestrians walking from the parking lot along Ferne Boulevard towards the theater.

The illustration above summarizes improvements suggested for the Waverly Theater and its surroundings.

COMMERCIA L

REVIT ALIZATION

WAVERLY THEATER


POST OFFICE

POST OFFICE

Another structure with historic qualities is the Post Office. The Post Office was also built around the 1920s. There is the possibility that the Post Office will relocate in the future. Whether the Post Office stays or goes, it is recommended that the structure be preserved.

In the event that it does go, the structure could be used for a community center, book store, or other retail.

Whatever the use, rearrangement of the parking lot is suggested as seen in the following design, and the addition of a new green space or park with a small fountain and trees.

The addition of a pedestrian crossing as shown above, would provide a pathway from the parking lot behind the theater to this new small park and connect the parking lot behind the theater to the rest of

Burmont Road. The addition of trees and other landscaping should make for a pleasant pedestrian experience on the way from the parking lot to the center of the main street, Burmont Road.

The picture above is an example of a fountain and the type of landscaping that can be used for the new green space adjacent to the parking lot.

COMMERCIAL

REVITALIZATION


ARONIMINK STATION

The Aronimink Station building is a critical anchor for the planning area and revitalizing it and its surroundings is essential to creating a vibrant main street. The station building is currently in poor condition and it is recommended that the building be restored. It is difficult to access the station whether on foot, by bicycle, or by car. Access to the station will be improved by extending the station platform by one hundred feet to the Citizen’s Bank parking lot, and by replacing the gravel that is currently there with brick. This, along with the addition of parking spaces throughout the planning area, will help encourage park-and-ride transit use. Signage for the station needs to be replaced, as it is currently faded and too small. The addition of warning devices where the trolley crosses Burmont Road will improve safety and make the area more inviting to pedestrians as well as those in cars or on the trolley.

Reconfiguring the physical design and land uses of the area immediately surrounding the station is also recommended. There is a large mound of dirt near the station that should be replaced by landscaping consistent with the rest of the planning area. Repair services and parking of serviced cars and tow trucks should be limited to the back of the Mobil service station. The possibility of building a new structure for a café and newsstand should be assessed. The addition of this new structure would correspond well with increased traffic at the theater and would provide an additional incentive for using the trolley.

It is recommended that the Main Street Organization establish coordination efforts with the Upper Darby Township Department of Public Works and SEPTA.

The picture above summarizes some of the improvements that can be made to the Aronimink Station and its surroundings. The next page shows photographs of the current condition of the Aronimink Station along with photographs from other areas that can be used as a guide for making improvements.

WAVERLY THEATER

COMMERCIA L

REVIT ALIZATION

ARONIMINK STATION


The photographs on in the left column are pictures of the Aronimink Station. The photographs on the right are examples from other communities.

The picture on the top right shows a long brick platform in Strahburg, Virginia.

The picture in the center right is an example from Little Rock, Arkansas that shows how facade and other physical design improvements can be made to the Aronimink Station area.

The picture on the bottom right is from the Ivy Line Railroad of New Hope, and shows an example of the type of landscaping that could be used in place of the dirt mound at the Aronimink Station.

ARONIMINK STATION

COMMERCIAL

REVITALIZATION


VACANT LOTS

COMMERCIA L

REVIT ALIZATION

VACANT LOTS

“TRIANGLE” LOT

The “Triangle” lot is located on Belfield Avenue, behind the Yorkshire Garden apartments on Burmont Road. The odd, triangular shape of this lot gives it its name, as well as severely limiting the development potential of this lot. Therefore, it is recommended this lot be developed into a parking lot, which would yield between 25 and 30 more parking spaces for area businesses. This lot would be well-landscaped, and would be linked through the alley to the Rite Aid parking lot. This would allow drivers and pedestrians easy access from Rite Aid, as well as from Burmont Road through a driveway to be constructed on the adjacent vacant lot.


VACANT LOTS

COMMERCIAL

REVITALIZATION

740 BURMONT ROAD

Given the size and location of the vacant lot at 740 Burmont Road, it is a prime parcel for considerable commercial development. As the site exists presently, the Yorkshire Court apartments, a four-story, brick apartment building, is located adjacent to the east boundary of the property. To the west of the property there are six two-story attached townhomes. These townhomes are setback from the sidewalk while the Yorkshire Court building fronts directly onto the sidewalk. It is these current physical conditions that contribute considerably to the breakdown of the continuity of the street and create the gap identified in the current conditions analysis.

In order to reconnect this area, and eliminate this obvious gap, It is recommended that a new building be constructed on this parcel. This new building, shown below, like the Yorkshire Court building, would be three- or four-stories high, but would be set back from

the street in line with the existing townhomes. This would provide a visual transition from the more continuous, street-fronting buidings to the east, and the setback, one- and two-story buildings to the west. The first floor of this new building would be exclusively retail space in order to further create activity in this are and make it feel more like the rest of the site. The remaining upper floors would be residential, either conodminiums or apartments, whatever is most feasible at the time of construction.

A driveway would be connected at the eastern end of the site to provide access between Burmont Road and the “triangle” lot located directly behind the Yorkshire Court building. This would provide direct vehicular access to parking for this building, in addition to the anticipated construction of less than ten parking spaces behind this new building off of the alley.


EXISTING AND PROPOSED DEVELOPMENT

EXISTING AND PROPOSED DEVELOPMENT

The table below summarizes the existing and proposed development for the Aronimink Station area.

EXISTING PROPOSED

Retail 89,000 sq. ft 96,000 sq. ft.Office 19,000 sq. ft. 19,000 sq. ft.Residential 24 new unitsParking Spaces 289 363

On-street 103 135Off-street 128 183Restricted 58 45

COMMERCIA L

REVIT ALIZATION


NEXT STEPS

IMPLEMENTATION

NEXT STEPS FOR ORGANIZING COMMUNITY BUSINESS ASSOCIATION

INFORM AND

GATHER

Understand Main Street Approach: Read the “Getting Ready for Downtown Revitalization Manual” available on the Pennsylvania Downtown Center’s website http://www.padowntown.org/about/program.asp

Spread the word about area revitalization: Float the idea among as many circles as you can in your area. Ask: 1. Do you think our downtown could benefit from a comprehensive downtown revitalization effort?

(listen to and record feedback making a note of issues.) 2. Would you be willing to serve on a steering committee to guide the downtown revitalization process?

(Note their skills and interests)

* Help potential members see how they can benefit personally from community revitalization. Get people excited about and committed to the vision and the plan

Gather People: Assemble a critical mass of stakeholders who believe downtown revitalization is needed: Including: Residents, Businesses, Property owners, Civic groups, Local government officials, Non-profit organizations

ORGANIZE

Implement Main Street Approach 1. Start Steering Committee2. Assemble Board of Advisors3. Form other committees and establish roles and responsibilities4. Set time frame for accomplishment of tasks and assign responsibilities for specific tasks

Hire Professional to Do in depth market study: To asses the market for specific types of business in the area

Create Business District Action Plan: Incorporating elements discussed in the report

APPLY

Apply for Main Street Program Funding: Help and Further information about funding is available from:

Pennsylvania Downtown Center http://www.padowntown.org/ National Main Street Center http://www.mainstreet.org/ PA Department of Community and Economic Development: Southeast Regional Office http://www.inventpa.com/


IMPLEMENTATION

FUNDING

FUNDING

FOR OVERALL AREA REVITALIZATION

MAIN STREET PROGRAM

The Main Street Program is a funding program operated by the Pennsylvania Department of Community and Economic Development that communities can use to implement the Four Point Approach. This program could be used for revitalization of the overall site area, as a tool to foster economic growth, promote and preserve the community center, create public/private partnerships, and improve quality of life for residents of the area.

There are two components of the Main Street Program: The First is the Main Street Manager component funds a full time staff position that coordinates the community’s revitalization activities. This position is funded partially for a period of 5 years. The second is the Commercial Revitalization component. This component provides funding for the improvement projects in the community at a 50% match for projects up to a certain limit.

Eligibility:In order to be eligible for the Main Street Program there has to be a Business District Action Plan for the area. We hope our plan can be used to support the development of that Business District Action Plan.

Selection Criteria:Selection is based on a number of considerations but priority is given to communities that have a viable central business district with potential for improvement a strong downtown organization that holds a vested interest in the projects success and a clear local commitment to community and economic development, and historic preservation

FOR HISTORIC PRESERVATION

KEYSTONE HISTORIC PRESERVATION GRANTS: For Historic type projects, like the Waverly Theater, there is the Keystone Historic Preservation Grant. It provides funding to help with the preservation, rehabilitation, and restoration of historic properties, buildings, structures, sites and objects. The grant requires a local match and can be applied for by local governments and non-profits.

Both Doylestown county theater and Ambler Theater used the Keystone Historic Preservation Grant to help with their restoration. Ambler’s Keystone Grant was in the amount of $90,000 for the restoration of the architectural detail of the old marquee and tower.

*Please see Appendix F for details on these and other sources of funding.


IMPLEMENTATION

TIMELINE

TIMELINE FOR GOALS AND OBJECTIVESTime Frame Immediate Steps

(3-6 months)Short Term

(6-12 months)Mid Term

(12-18 months)Long Term(2-5 years)

Area Identity

M a i n Street

• Gather and Inform People about Main Street and Area Revitalization

• Organize people into committees using the Main Street Approach

• Begin fundraising efforts

• Complete market assessment, 5 year strategy, business district action plan

• Apply for Main Street Program Funding

• Revise business district action plan

• Continue revising business district action annually

Gateways • Plant trees and flowers• Post new welcome signs

• Enlarge street signs at gateway entrances

• Paint mural on Berrodin building wall

• Add crosswalks

Streetscape • Allocate space for small plazas for public use

• Widen sidewalks to be consistent along corridors

• Replace lampposts and hang banners

• Bury electrical wires underground

D e s i g n Guidelines

• Hire volunteer or profession to develop design guidelines

• Complete design guidelines

Transportation Improvements

Road • Implement traffic controlling mechanisms

• Incorporate traffic calming strategies

• Request a Professional assessment to identify level of service and interchanges of roads

• Replace old traffic lights• Add left hand turn signal at

Burmont and State Road• Reduce speed limit to

25mph• Limit times for truck

deliveries

• Add stop signs at Childs and Burmont Road

• Build median on Ferne Boulevard

Pedestrian • Perform In depth analysis of pedestrian trips and destinations

• Review all sidewalks and identify problems

• Paint street crossings

• Form a Town watch

• Apply to PennDOT’s Town Streets and Safe Routes to School Program

• Reduce curb cuts

• Add pedestrian path between Childs Road and Burmont Road

• Link all Pedestrian paths from gateway to gateway

Parking • Implement parking management program

• Review and amend parking ordinances and regulations

• Begin share parking discussions

• Reconfigure existing parking lots

• Add new meters on-street and off-street

Morgan Avenue

• Change Morgan Avenue direction of travel

• Remove existing parking meters

• Arrange for weekend closure

• Extended improvements to Woodland Ave


TIMELINE

IMPLEMENTATION

TIMELINE FOR GOALS AND OBJECTIVES (CONTINUED)Time Frame Immediate Steps

(3-6 months)Short Term

(6-12 months)Mid Term

(12-18 months)Long Term(2-5 years)

Commercial Revitalization

Aronimink Station

• Install crossing warning devices for vehicles and pedestrians

• Add pedestrian crossings over the trolley tracks

• Replace signage• Approach the owners of the

Aronimink Station property with new recommendations

• Remove mound of dirt and replace with landscaping

• Limit serviced cars and tow trucks to the back of the station

• Extend platform to the Waverly Theater Parking lot

• Restore the station structure

• Build new structure for café/newsstand with outdoor seating

• Add four short term parking spaces

Post Office • Discuss reconfiguration of the SE parking lot on Burmont Road with the Post Office

• Create small Park with fountain

• Allocate 6-7 short term parking spaces for Post Office customers

• Change use to community center or bookstore

Waverly Theater

• Look for a developer that has done Historic Theater Restoration (ex. Ambler)

• Improve Parking and landscaping

• Add new pedestrian crossing connecting new park next to the Post office to theater parking

• Restore Waverly Theater

Vacant Lots

• Approach the owner of the vacant lots with new proposal for redevelopment

• Hold public meetings concerning the redevelopment of these lots

• Proceed with New Development on Vacant Lots


REFERENCES

REFERENCES

“About the Main Street Program” website http://www.mainstreet.org/About/faq.htmAccessed on 27 April, 2004.

“Ambler Main Street” Websitehttp://www.amblermainstreet.org/Accessed on 23 February, 2004

“California Main Street Programs, Strategies for Revitalizing” Websitehttp://www.lgc.org/freepub/PDF/Land_Use/reports/evaluating_main_street1.pdfApril 10, 2004

“Center for Transportation Analysis (CTA) in the Oak Ridge National Laboratory (ORNL) Mobility and Safety of Our Aging Population” Websitehttp://www-cta.ornl.gov/cta/About.shtmlhttp://www-cta.ornl.gov/cta/One_Pagers/Mobility_Safety.pdfAccessed March 13, 2004

“City of Boston Department of Transportation, Multi-Space Parking Meters Pilot Program” Websitehttp://www.cityofboston.gov/transportation/multispace_meters.asp Accessed March 12, 2004

“Communities of Opportunity Program” website http://www.inventpa.com/default.aspx?id=320 Accessed on 26 April, 2004.

“Community Revitalization Program (CR)” website http://www.inventpa.com/default.aspx?id=322Accessed on 26 April, 2004.

“Corn Market Street Area Action Plan” Websitehttp://www.corkcorp.ie/services/depts/cornmarketstreet_plan.pdf Accessed on Feb 26, 2004

“The County Theater Story” website http://www.countytheater.org/County-Story%20REVISED.htmAccessed on 26 April, 2004.

DiFilippo, Thomas J. The History and Development of Upper Darby Township. King of Prussia, PA Second Edition 1992. Upper Darby Historical Society. Island Offset.

“Downtown Ames Design Guidelines”http://www.city.ames.ia.us/housingweb/downtown%20design%20guidelines.pdf Accessed on 6 May, 2004

Downtown Wooster Banner from “Weston Associates: Banners and Bracket Systems” http://www.ckweston.com/banners.html#town. Accessed on 6 May, 2004.

Duerksen, Chris. Tree Conservation Ordinances APA Planners Press 2000

Ewing, Reid. Best Development Practices (chapter: Best Transportation Practices)APA Planners Press 1996


“Institute of Transportation Engineers, Intersection Design and Safety Toolbox” Websitehttp://www.ite.org/http://www.ite.org/safety/toolbox.aspAccessed March 13, 2004

Institute of Transportation Engineers, Transportation Planning Handbook, Washington D.C.: Prentice-Hall Inc 1999

Main Street Program” websitehttp://www.inventpa.com/default.aspx?id=325Accessed on 26 April, 2004

“North Carolina, Charlotte’s Trolley System” Websitehttp://www.charlottetrolley.org/Access on Feb 18, 2004

“Oregon’s Commercial and Mixed Use Development Code Handbook” Websitehttp://www.lcd.state.or.us/tgm/commercial_code.htmAccessed March 14, 2004

“Oregon’s Guidelines for Parking Management” Websitehttp://www.lcd.state.or.us/tgm/pub/pdfs/ParkingGuide.pdfAccessed March 14, 2004

“Oregon’s Neighborhood Street Design Guidelines, Guide for Reducing Street Widths” Websitehttp://www.lcd.state.or.us/tgm/pub/pdfs/neigh_st.PDFAccessed March 14, 2004

“Parking Management, Strategies for Efficient Use of Parking Resources” Websitehttp://www.vtpi.org/tdm/tdm28.htm#_Toc42574697Accessed February 27, 2004

“Pennsylvania Downtown Center: The Voice of Downtown Revitalization” website. http://www.padowntown.org/FAQAccessed on 27 April, 2004.

“Seattle Department of Transportation, Station Area Planning” Website http://www.cityofseattle.net/transportation/ppmp_sap_home.htm Accessed on March 10, 2004

“Seattle Department of Transportation, Light Rail Review” Websitehttp://www.scn.org/ucucsb/sap/drg000225.htmlAccessed on March 10, 2004

Shapiro, John. Memorandum to Paul Phillips. Phillips Preiss Shapiro Associates, Inc. Design Guidelines suggestions for Fort Lee. January 2, 2004.

“St. Croix Valley Development Design Study, Recommended Urban Design Standards” Website http://www.metrocouncil.org/planning/stcroixvalley/appendix_a.htmlAccessed April 2, 2004

“Street Party, A Guide for Organizers” Websitehttp://www.streetsalive.net/guide.htmlAccessed on April 20, 2004

REFERENCES


Town of Islip, New York. “Commercial Design Guidelines.” May 1990

“Upper Darby Township Official Website”http://www.upperdarby.org/home.htmlAccessed April 1, 2004

“Urban Advantage” website, Used picture of fountain for Post Office recommendations.http://www.urban-advantage.comAccessed on May 7, 2004

“Urban Design Considerations for the Disable, United Nations Dept of Economic and Social Affairs” Website http://www.un.org/esa/socdev/enable/designm/AD1-03.htmAccessed on April 2, 2004

“Virginia Square, Sector Plan 2002” Websitehttp://www.co.arlington.va.us/cphd/planning/docs/pdf/va_sq_sp_1.pdfAccessed on March 2, 2004

White, Peter. Public Transport: Its Planning Management and Operation 4th edition London: UCL Press, 2002

REFERENCES


MERCHANT SURVEY Aronimink Station Area February 13, 2004

Business Name: _______________________________________________________________

1. What is the name of the commercial area your business is located in?

________________________________________________________________________

2. Which of the following best describes your business?

Retail: Convenience store, drug store, etc. Take-out store (pizza place, deli, etc.) Restaurant, bar or cafe Book, music, art, gift or other specialty store Antique store Automotive-related business (gas station, auto repair, etc.) Other retail (PLEASE SPECIFY: ______________________________________________) Other: Personal service establishment (dry cleaner, laundry, hair salon, travel agency, etc.) Financial service establishment (bank, insurance, tax, real estate, etc.) Other service establishment (contractor, landscaper, professional office, etc.) Medical, dental or counseling office Other (PLEASE SPECIFY: __________________________________________________)

3. Do you own or rent the building in which your business is located?

Own Rent

4. How long has your business been operating in this location? _______ years

APPENDIX

A

MERCHANT SURVEY


5. In what community do you live? ___ Upper Darby ___ Elsewhere: _________________________

6. Including yourself, how many employees work in your business?

Full-time: _____ Part-time: _____

7. How often do you and your employees generally park in each of the following locations?

Everyday Sometimes Rarely Never Usually walk Metered street space Side streets Municipal parking lot Private (store/office) parking lots Other: _________________________________

8. Please estimate the percentage of your customers that arrive by:

Walking _____ % Driving _____ % Trolley _____ % Other (PLEASE SPECIFY:______________________) _____ % 100%

9. Please estimate the percentage of your customers that come from:

0 to 0.5 mile _____ % 0.5 to 1 mile _____ % 1 to 2 miles _____ % 2 to 5 miles _____ % 5+ miles _____ % Other (PLEASE SPECIFY:______________________) _____ % 100%

APPENDIX

A

MERCHANT SURVEY


10. Over the past five years, have you noticed an increase or decrease in the number of your customers who are from areas farther away or closer by:

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

11. In your opinion, what is the main reason for any change in patronage you described above?

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

12. Why did your business locate in this area?

________________________________________________________________________

________________________________________________________________________ ________________________________________________________________________

13. Do you plan any changes in the next five years? (CHECK ALL THAT APPLY)

Expand in current location Relocate in area Decrease business size, volume Storefront or sign improvements Close No changes planned Other: ___________________________________________________________________

14. In your opinion, what types of stores and other businesses (existing and new) do you think would do well in your business district?

___________________________________________________________________________________

______________________________________________________________________________________________________________________________________________________________________

APPENDIX

A

MERCHANT SURVEY


APPENDIX

A

MERCHANT SURVEY

15. How has the business district changed in the past five years? __________________________________________________________________

_____________________________________________________________________________________________________________________

_____________________________________________

16. What do you like best about the business district?

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

17. What do you like least about the business district?

____________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

18. If you could change one thing about the Township’s zoning and land use regulations related to your business, what would it be? (WRITE IN BELOW)

____________________________________________________________________________

____________________________________________________________________________


APPENDIX

B

DOWNTOWN ACTION PLAN

DOWNTOWN ACTION PLAN ELEMENTS BASED ON

THE FOUR POINT APPROACH OF THE NATIONAL MAIN STREET CENTERDesign Promotion Organization Economic Restructuring

Enhancing the physicalappearance of the

central business district

Marketing the uniquecharacteristics to

shoppers, investors, new

businesses, tourists,youth and others

Building consensus and cooperation among the

groups that play a role indowntown and providingthe necessary resources

Strengthening and diversifying the

economic base of the central business district

Buildings

Physical Improvements

• Streetscape

• Banners

• Signage

• Seasonal Decorations

• Public Amenities

Planning/Zoning

Parking/Transportation

Visual Merchandising

Graphic Elements

General Image

• “Top-Of Mind” Ads

• Image Events

• Media Relations

• Collateral Materials

Special Events

• Fairs, Festivals

• Parades

• Craft Shows

• Heritage Events

• Holiday Events

Retail Promotions

• Cooperative Ads

• Sidewalks Sales

• Cross-Retail Promo

• Niche Retail Ads

• Coupon Programs

• Niche Retail Ads

• Coupon Programs

Partnerships

Volunteer Development

Communications

• Newsletters

• Web-Sites

• Annual Reports

Funding

• Government Grant-Writing

• Fundraising Events

• Membership

• Improvement Districts

• Corporate Contributions

• Foundation Contributions

Business Retention

Business Recruitment

New Economic Uses

Trade Area Information

• Trade Area Studies

• Business Inventory

• Property Inventory

Financial Incentive• Grant Programs

• Loan Programs• Tax Incentives


APPENDIX

C

AMBLER CASE STUDY

AMBLER CASE STUDY

Ambler Main Street is a non-profit organization that has done a great deal to revitalize the Ambler area. It started in 1992 with a group of volunteers and had similar objectives to those of the Aronimink Station Area Plan. Ambler Main Street helps to:

• Restore and reuse old buildings• Improve existing businesses and recruit new ones• Create an attractive thriving “downtown” for the entire Ambler area• Host festivals and events in town

Today Ambler Main Street has over 100 volunteers and has had many successes including a façade grant program which provides area businesses with grants to re-paint their storefronts and to install new signs and awnings. Ambler Main Street was also able to obtain grant money for redesigning/refurbishing their east and west entrances, and for upgrading all their traffic signals.


APPENDIX

D

ADDITIONAL TRANSPORTATION INFORMATION

Land Use Minimum Required Number of Spaces

Business and Commercial Uses

General Business, Commercial and Retail 1 per 250 sq. ft.

Automobile Service Stations 2 per service stall, plus 1 per employee

Medical and Dental Offices 3 per exam room, plus 1 per employee

Office and Service Buildings 1 per 250 sq. ft.

Restaurants, Taverns 1 per 3 seats, plus 1 per employee, plus 5 with carryout

Bowling Alleys 5 per alley, plus requirements for bar, restaurant, etc.

Theaters and Auditoriums 1 per 4 seats

Industrial Uses

Office Area 1 per 250 sq. ft.

Warehouse and Storage Area 1 per 1000 sq. ft.

Active Manufacturing Area 1 per employee, or 1 per 650 sq. ft. (whichever is greater)

Speculative Area 1 per 550 sq. ft.

Cartage, Parcel Delivery, Freight Terminal 0.5 per employee on maximum shift, plus 1 per vehicle

Residential and Lodging Uses

Hotel and Motel 1 per unit, plus 1 per employee, plus 2

Boarding and Lodging Houses 1 per employee, plus 1 per tenant

Single-Family Detached Housing 3 per dwelling

Multi-Family and other Residential

1 bedroom unit 2.25 spaces




with den or similar room add 0.25 spaces

Other Uses

High Schools 1 per 7 students

Elementary, Nursery, Junior High Schools 1 per full-time employee

Hospitals 1 per 3 beds, plus 0.5 per employee, plus 1 per doctor

Churches and Temples 1 per 4 seats, or 1 per 72 linear inches of seating space

Private Clubs and Lodges 1 per 3 persons, based on design capacity of seating

Accessible Parking Requirements

Total Spaces Required

Minimum Number of

Accessible Spaces

1 to 20 1

21 to 50 2

51 to 75 3

76 to 100 4

101 to 150 5

151 to 200 6

201 to 300 7

301 to 400 8

401 to 500 9

501 to 1000 2% of total

Funding Programs for Transportation Improvements

HOME TOWN STREETS and SAFE ROUTES TO SCHOOL PROGRAM PennDOTGENERAL INFORMATION http://www.dot.state.pa.us/penndot/Bureaus/CPDM/Prod/Saferoute.nsf

Under Governor Rendell’s proposed 2004-05 budget, funds from a voter-approved bond issue would be distributed among three areas over four years:

$330 million for parks, open space and farmland. $300 million for environmental cleanup. $170 million to revitalize older communities.

Pennsylvania will pursue a four-year program of renewing Hometown Streets and enhancing Safe Routes to Schools in communities across the Commonwealth as part of the Governor’s Quality-of-Life Initiatives under the Growing Greener Program.

Standard Parking Space Requirements


PROGRAM DESCRIPTION This program is intended to improve the quality of life in our communities. The Department of Transportation (PennDOT) recognizes that the streets that run through the centers of our cities and towns provide vital connections. Sprucing up these streets will bring people back to our town centers and promote healthy living. PennDOT can also contribute to the safety of our children by making improvements to the routes children take to school. This program has two primary objectives:

• To encourage the reinvestment in and redevelopment of our downtowns; and

• To establish, where feasible, safe walking routes for our children to commute to school and to promote healthy living.

INTERAGENCY COORDINATION This program will be managed by PennDOT. However, other agencies have made and will make valuable contributions to community revitalization. Agency collaboration and coordination for these projects is critical to our collective success. The following agencies will play a vital role in this program:

• Metropolitan Planning Organizations (MPOs) and Rural Planning Organizations (RPOs)

• Department of Community and Economic Development

• Department of Conservation and Natural Resources

• Department of Education

• Federal Highway Administration

It is PennDOT's intent to have active participation of these agencies in this program. ELIGIBLE ACTIVITIES Home Town Streets The Home Town Streets program will include a variety of streetscape improvements that are vital to reestablishing our downtown and commercial centers. These projects will include activities undertaken within a defined “downtown” area that collectively enhance that environment and promote

positive interactions with people in the area. Projects may include sidewalk improvements, planters, benches, street lighting, pedestrian crossings, transit bus shelters, traffic calming, bicycle amenities, kiosks, signage and other visual elements. This program will not fund costs related to buildings or their facades or personnel costs related to a Main Street manager. Improvements such as general street paving and storm water management structures will normally need to seek other avenues of funding. Traffic signals are not intended to be funded by this program. However, in some cases, it may be appropriate to combine these types of improvements in a Home Town Streets project with other funding. Safe Routes to School This program is designed to work with both school districts and pedestrian and bicycle safety advocates to make physical improvements that promote safe walking and biking passages to our schools. Collectively, these efforts would save on school busing costs and promote a healthy lifestyle for our children. In addition, some funding may be used for pedestrian education efforts. Examples of these types of improvements include: sidewalks, crosswalks, bike lanes or trails, traffic diversion improvements, curb extensions, traffic circles and raised median islands. MATCHING FUNDS This program utilizes federal funds. There is a matching funding requirement associated with their use. The match is 20% of the total project costs. Sources of this match may be, but are not limited to, the following:

• Community Development Block Grant Program funding;

• State grants;

• Private contributions;

• Pennsylvania Infrastructure Bank Loans;

• Local funds.

Funding from other state agencies will be subject to any and all limitations imposed by the source of such funds. CANDIDATE PROJECTS

APPENDIX

D


APPENDIX

D



The following are some examples of projects that will be included in the Home Town Streets Program:

• Projects in the project development process which are on an existing Transportation Improvement Program (TIP) and have existing funding allocated to them will be implemented as soon as possible.

• Projects which are "ready to go" and are not currently on a TIP may be advanced for early approval. These projects may include Transportation Enhancement projects which qualify as Home Town Street or Safe Routes to School projects.

New candidate projects will go through a project selection process.

FUNDING

• The Home Town Streets/Safe Routes to School program will encompass $200 million over four years.

• Projects will be awarded up to $1,000,000 in federal transportation funds.

• Funding for this program from PennDOT will not be grant money. PennDOT will reimburse project sponsors for eligible activities upon receipt of invoices for services performed.

Selection preference may be given to projects that are physically ready to immediately advance to the construction phase or that are located within areas with approved funding under the Main Street or Elm Street programs

A. WHAT IS A COST REIMBURSEMENT PROGRAM? The Program is a cost reimbursement program and NOT A GRANT PROGRAM. The applicant may receive reimbursement for eligible costs as the work is completed, however there are various procedures, stipulations, and limitations associated with its use. The following sections explain in some detail what a prospective applicant must know about the program, how to apply for funds, and some of the regulations recipients must follow to generate a successful project.

B. WHO IS ELIGIBLE TO APPLY FOR FUNDS?

Any federal or state agency, county or municipal government, school district or non-profit organization may submit a Program application. Sponsors must have the financial capability to advance project costs for their share of the project. Prospective sponsors should also assess their capability to comply with applicable state and federal requirements. To ensure that proposed projects protect and enhance the environment, the sponsor is responsible for working with PennDOT and the Federal Highway Administration to secure all applicable environmental approvals. Projects must conform to the requirements of: · State and federal laws and regulations, including the National Environmental Policy Act (NEPA), · National Historic Preservation Act (Section 106). · Department of Transportation Act – Section 4(f), Title 23 of the Code of Federal Regulations (including right-of-way acquisition). · Uniform Relocation Assistance and Real Property Acquisition Policy Act of 1970.Private organizations must have non-profit status and a Federal Tax ID number.

C. WHAT TYPES OF PROJECTS ARE ELIGIBLE FOR FUNDING?

Projects must fall into either the Safe Routes to School or the Home Town Streets Programs. Within these categories, projects must have a relationship to the surface transportation system. Proposals must be for a complete, identifiable, and usable facility or activity. Funds are not available for partial projects that cannot function as a complete and useful activity. Funding is available, however, for a particular phase of a multi-phase project. Funds are available for design, acquisition or construction of projects. Plans or studies will not be considered. 1. Safe Routes to School This category includes projects for bicyclists and pedestrians that permit safe passage for children to walk or bike to school. This includes activities that enhance the transportation system through the construction of new facilities or the improvement of existing facilities to make them more usable for pedestrians and bicyclists.

APPENDIX

D



Some examples of eligible activities include: sidewalk improvements, pedestrian/bicycle crossing improvements, bike lanes, traffic diversion improvements, off-street bicycle and pedestrian facilities. In addition, this program may fund traffic calming measures to slow the speed of cars such as the following:

• curb extensions, bulb-outs

• traffic circles

• raised median islands

• speed humps

• textured or raised crosswalks

Funds cannot be used to fund bicycle and pedestrian facilities that are solely for recreational use. Projects will be principally for transportation purposes. Examples of eligible projects include: acquisition, development, and construction of separate bicycle and pedestrian facilities on or off road rights-of-way or in relation to transit facilities, widening curb lanes or re-striping to create wider curb lanes, paving shoulders, or pedestrian paths which separate these modes of travel from the motorized transportation system, or the provision of pedestrian phases in traffic signals along walking routes to school. This could include provision of sidewalks and required curb ramps. 2. Home Town Streets This category includes a variety of streetscape improvements that are vital to reestablishing our downtown and commercial centers. These will include activities undertaken within a defined “downtown” area that collectively enhance that environment and promote positive interactions with people in the area. Projects may include sidewalk improvements, planters, benches, street lighting, pedestrian crossings, transit bus shelters, traffic calming, bicycle amenities, kiosks, community “gateway” plantings, signage and other visual elements.Funds may not be used for routine, incidental, or maintenance activities such as grass cutting, tree pruning, and removal, soil stabilization, construction of noise barriers, drainage improvements, or post-construction finish work such as replanting and re-seeding.

Contact InformationPennsylvania Department of Engineering TransportationDistrict # 6-0Greg Brown7000 Geerdes BoulevardKing of PrussiaBucks, Chester, Delaware, Montgomery, PhiladelphiaTel (610) [email protected]

Levels of Service(“Movement Systems” summary provided by WRT)

Traffic engineers and planners use “Levels of Service” to describe the relationship between the volume of traffic flow and the capacity of the street or intersection. The performance of the circulation system at a particular location and time is calculated through a “volume/capacity analysis” to determine the level of service.

Typically it is the capacity of the intersections that determines the level of service of the system. There are six levels of services for intersections. In general Levels A, B, and C are considered good, D is considered acceptable (particularly in an urban area) and E and F indicate problems.

A- Free flow conditions; most vehicles do not stop at all.B- Very good traffic flow, short delays.C- Good traffic flow, but number of vehicles stopping is significant.D- Noticeable congestion, few vehicles get through intersection without

stoppingE- Limit of acceptable delay for many agencies. Virtually no vehicles

proceed without stoppingF- Traffic volume exceeds available capacity. Breakdown

Primary Street N/W end of segmentS/E end of segment Roadway Class

No. of Lanes (2-

Way)Roadway Capacitya Volumes LOS

Burmont Road State Road Ferne Boulevard Collector 2 15,000 11,500 C-DFerne Boulevard Burmont Road Wilde Street Collector 2 15,000 3,000 A-CWoodland Avenue Belfield Morgan Ave Collector 2 15,000 3,500 A-CMorgan Avenue Burmont State Road Local 1 7,000 2,000 A-C

APPENDIX

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APPENDIX

E

DETAILS ON FUNDING SOURCES

NEW COMMUNITES: MAIN STREET PROGRAM/ANCHOR BUILDING

Program Name

Main Street Program

Components Main Street Manager Component Downtown Reinvestment and Anchor Building Components

Summary Five-year program designed to help a community’s downtown economic development effort through the establishment of a local organization dedicated to downtown revitalization and the management of downtown revitalization efforts by hiring a full-time professional downtown coordinator

Use business district strategies to support eligible commercial related projects located within a central or neighborhood business district. (This program has been merged into the New Communities Program.

Eligibility Generally, a municipality is the applicant Municipalities and redevelopment authorities are the eligible applicants

*In limited cases, a Main Street non-profit or Business District Authority with two years of audited records may apply for the funds.

Eligible Uses Administrative costs associated with the hiring of a coordinator and operating the office and design/façade are granted to private property owners within the target area.

Physical improvements that are supported by a plan with clearly documented public benefit.

Where to Apply

Diana Kerr at 717-720-7411

or [email protected]

Amounts • Total of $115,000 over a 5-year period

• Up to $250,000 or one-third of the total development cost.

Terms • Match required • Leveraged funds should be committed to be competitive

Program Name Keystone Historic Preservation GrantsSummary For the preservation restoration and/or rehabilitation of historic

resources

Administered on a competitive basis

Awards are made annually based on a peer review process. Eligibility 1. Nonprofit organizations and public agencies that own or support a

publicly accessible historic property listed, or eligible for listing in the National Register of Historic Places. Or that own or support a contributing historic property in a National Register Historic District

2. Must have tax-exempt status under the Internal Revenue Code of 1986 or be a public agency or entity of government

3. Must have been in existence for five (5) consecutive years prior to the date of the application.

Eligible Uses Interior or exterior: Preservation, Rehabilitation, Restoration

Where to Apply PHMC Grants Website: http://www.artsnet.org/phmc

or by calling 1-800-201-3231

Amounts Between $5,000 (for $10,000 projects)

to

$100,000 (for projects $200,000 and over)

*The Commission may, at its discretion, consider applications for grants under $5,000 and may approve partial funding for larger requests.

Terms 50/50 cash match


Other Sources of FundingProgram Name

Community Revitalization Program Communities of Opportunity

Summary Provides grant funds to support local Initiatives that promote the stability of communities. The program also assists communities in achieving and maintaining social and economic diversity to ensure a productive tax base and a good quality of life.

Provides state-funded grants for community revitalization and economic activities that occur on a local level. Specifically the program assists communities in becoming competitive for business retention, expansion and attraction. It also funds projects that assist with community revitalization for housing and low-income housing.

Eligibility • Local governments• Municipal and redevelopment authorities and

agencies• Industrial development agencies• Non-profit corporations incorporated under

the laws of the Commonwealth

• Local governments• Redevelopment authorities• Housing authorities• Non-profits(on a case by case basis)

Eligible Uses

• Construction or rehabilitation of infrastructure• Building rehabilitation, acquisition and

demolition of structures• Revitalization or construction of community

facilities• Purchase of community assets, public safety,

crime prevention, recreation, training• Acquisition of land, buildings and rights-of-way

• Community revitalizationAnd

• Economic developmentAnd/or

• The development or rehabilitation of housing

Where to Apply

Customer Service Center at 1-800-379-7448

or e-mail [email protected]

Aldona Kartorie at 717-720-7409

or [email protected]

Amounts Grants vary between $5,000 to $25,000 There is no minimum or maximum amount and grants average between $150,000 to $200,000.

DETAILS ON FUNDING SOURCES

APPENDIX

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APPENDIX

F

IMPORTANT CONTACT INFORMATION

CONTACT INFORMATION

Bernadette DoughertyAmbler Main Street ManagerPhone: (215) 641-1070 Email: [email protected] Website: http://www.amblermainstreet.org/

The National Trust Main Street Centerof the National Trust for Historic Preservation1785 Massachusetts Avenue, N.W.Washington, DC 20036Phone: (202) 588-6219Fax: (202) 588-6050Email: [email protected] Website: http://www.mainstreet.org/About/getstarted.htm

Pennsylvania Downtown Center 130 Locust St., #101 Harrisburg, PA 17101-1342 Phone: (717) 233-4675 Fax: (717) 233-4690 Email: [email protected]

Website: www.padowntown.org

Pennsylvania Department of Community and Economic Development Community Affairs and Development Southeast Regional OfficePhiladelphia State Office Building1400 Spring Garden Street-PENTHOUSEPhiladelphia, PA 19130 Phone: (215) 560-2256

Ambler Theater story website: http://www.amblertheater.org/ambler%20case%20statement%20web.pdf

Doylestown County theater story website: http://www.countytheater.org/County-Story%20REVISED.htm

aronimink station area plan

Technology