the wissahickon gateway: intersection of east falls, roxborough and manayunk

the wissahickon gateway intersection of east falls, roxborough and Manayunk

East Falls

Manayunk

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2 THE WISSAHICKON GATEWAY

For East Falls Development Corporation

Manayunk Development Corporation

Roxborough Development Corporation

Schuylkill Project

Prepared by Brown & Keener

with Cloud Gehshan Associates

Lager Raabe Skafte

Urban Engineers

3

ACKNOWLEDGEMENTS

Many partners have contributed to this document. Their contributions and insight are greatly appreciated.

Advisory Committee

Alice Ballard | East Falls resident; advocate for in-river swimmingJennifer Barr | Philadelphia Planning CommissionDennis Burton | Schuylkill Center for Environmental EducationStephanie Craighead | Fairmount ParkJoanne Dahme | Philadelphia Water DepartmentTom Digman | Philadelphia Department of RecreationJane Glenn | Manayunk Neighborhood CouncilJohn Grady | East Falls Development CorporationChris Leswing | Lower Merion TownshipTerri Loring | Manayunk Development CorporationMatthew McClure | East Falls Development CorporationDan Neducsin | Manayunk Development CorporationBob Swarbrick | Manayunk Development CorporationCarolyn Sutton | East Falls Development CorporationKurt Zwikl | Schuylkill River Heritage Area

Project Partners

East Falls Development CorporationGina Snyder, Executive Director

Manayunk Development CorporationLoree Jones, Executive Director

Roxborough Development CorporationBernard Guet, Executive Director

Schuylkill ProjectKay Sykora, Executive Director; Gwen Cohen, Education Coordinator

Special Thanks to our Project Sponsor

TABLE OF CONTENTS

Introduction 7

The Big Ideas 15

Navigation Pedestrian and Bicycle Connections Vehicular Movement and Access Transit Ridership Urban Landscape Amenities

Solutions for Priority Areas 23 Ridge to East Falls Roxborough-East Falls-Manayunk Gateway Ridge to Roxborough

Alternative Futures for Priority Sites 47

7 Introduction

Manayunk, Roxborough and East Falls are engaged in a remarkable joint design initiative. The focus is Ridge Avenue and the area around the Wissahickon Creek, where the three communities converge. This is remarkable because of the shared tri-community involvement and a fascinating challenge given the convergence of landforms, waterways, systems of conveyance, land uses, public/private interests and overlapping jurisdictions. This multi-faceted place should be more, do more, be safer, look better, and do a better job at letting people know whats next and whats nearby. With such an array of potential destinations and the complexly unfolding landscape- it should be a rich experience, rather than a confusing, somewhat distressing event along the way.

Whats missing? What will it take to identify, prioritize, design, fund, approve, build, install and maintain that family of improvements? Until now, the first two missing puzzle-pieces have been the conviction that these efforts are worth doing and the talents needed to operate creatively with the full big-picture civic framework. These two obstacles are now being overcome. On July 11, 2007 a number of key stakeholders met with a team of technical and design professionals to think through possibilities and next steps. At this meeting, the conceptual framework for this plan was established.

This plan lays out solutions that have emerged from the latent opportunities and resources of this landmark GATEWAY PLACE. By understanding the needs of users, we can begin to raise the quality of life associated with this place. By looking at the urban landscape, we can try to understand the character of the site. The emergent solutions will help to improve the quality of life for residents, enhance the character of the place, suggest ways to improve existing transportation infrastructure and uncover new redevelopment opportunities in the Gateway Area.

INTRODUCTION

ThE BIG IDEAS

1. Improve the ability of people to navigate through the Gateway Area

2. Create better bicycle and pedestrian connections

3. Improve vehicular movement and access

4. Facilitate transit ridership

5. Enhance the urban landscape amenities in the area


Ridge Avenue Context Map 0 5,200 10,4002,600 Feet

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Study Area

9 Introduction

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Ridge to East FallsRidge to East Falls

REM GatewayREM Gateway

The Study Area divides into three clear Focus Areas based geographically on road configuration, historical context and prominent land uses. These three areas include the area of the Gustine Lake Intersection, called Ridge to East Falls; the Ridge-East Falls-Manayunk (REM) Gateway; and Ridge Road to the Roxborough Business District. The map to the left shows the lcoation of Focus Areas.

In the rest of this chapter, the historical context of these Focus Areas and the Planning Process that led to this document is described. The plan then focuses on analysis of these Focus Areas, recommended strategies for transportation improvements and case study examples of how these recommendations may be applied in certain parts of the Study Area.

In Chapter 2, entitled Global Issues, the analysis and recommendations that apply to the entire Study Area are described. These issues include Navigation, overall Bicycle and Pedestrian Connections, Vehicular Movement and Access, Transit Ridership and Urban Landscape Amenities.

In Chapter 3, specific, site-based recommendations are offered for each of the three Focus Areas. In many cases, these recommendations provide examples for how some of the Global Issues can be addressed on a site-specific level. This section also includes recommendations for unique issues that are encountered within each particular Focus Area.

Plan Organization


ThE ROxBOROUGh-EAST FALLS-MANAyUNK GATEWAy

The REM Gateway includes the section of Ridge Road from the Wissahickon Creek to the Ridge Avenue/Main Street split. This area is the quintessential gateway of the study area. Ridge Avenue in this section forms a funnel, where traffic from Ridge Avenue, Kelly Drive, Lincoln Drive and City Line Avenue from the east, meets with Ridge Avenue and Main Street from Roxborough and Manayunk. So much traffic gets directed through this section and many interesting land uses converge there, yet at this time it fails to communicate a strong place identity or efficiently direct traffic to the important surrounding neighborhoods.

Over the years, the Gateway area has changed significantly. Since the 1800s, this land along the Schuylkill has been home to historic industries, including the Pencoyd Ironworks, American Bridge Co., Wissahickon Plush Mill and the Wilde Yarn Mill. These industries have declined and for the most part left the area, with the exception of the Wilde Yarn Mill, which survives and serves as the main gateway into Manayunk. Most of the land that used to be dedicated to the Pencoyd Ironworks is now occupied by Connelly Containers, which has recently proposed a 205 unit residential development on the site. Land uses changed in each location as that industry left the site and sold it for new a new use. This pattern of change has led to the fragmented nature of land ownership and use.

history and Context

This photograph shows the present configuration of Ridge Avenue in the REM Gateway area.

RIDGE TO EAST FALLS

This section of the study area is located at the Gustine Lake Interchange, where Ridge Avenue and Kelly Drive meet City Line Avenue and Lincoln Drive. In addition to the Interchange, this area houses a block of rowhomes, several local businesses and the new Arthur Ashe Tennis Center.

This area was not always centered around the Interchange. The current Gustine Lake Interchange replaced a recreational swimming area, Gustine Lake, and forever changed this land along the Schuylkill from a simple road configuration around a recreation area to a complex arrangement of roadways and ramps. The large amounts of impervious surfaces that were laid down for the new highway significantly damaged Fairmount Parks watersheds.

This section leads directly to the heart of the East Falls Riverfront Business District.

This photograph, from July of 1954,

shows Gustine Lake, a popular local

swimming hole. Photo courtesy of

Fairmount Park.

11 Introduction

RIDGE TO ROxBOROUGh

Largely established in the 19th and early 20th centuries, the eight or so blocks between Main and Hermit Streets climb the hill to The Ridge. Since the Avenue was the principal thoroughfare to upriver communities, Roxborough was an important center for commerce with a regional customer base. With the termination of streetcar service in 1955, the completion of the Schuylkill Expressway, and associated system of bridges and ramps, the Avenue became more of a community main street with a much smaller service area. Because of the steep slope and the curves of the street the parcels fronting the Avenue rarely have a regular geometry. As a result, building shapes are irregular and parts of the lots are left over used for parking yards, storage or lawns. Roxboroughs commercial district, between Main Street and Domino Lane, hosts 250 businesses with offerings including eclectic restaurants, home furnishings and photography stores.

This photograph , taken at the northwest corner of Ridge Avenue and Wissahickon/Lincoln Drive shows the

approach to the REM Gateway area in 1916. Photo courtesy of www.phillyhistory.org

This photograph shows the construction of the Ridge Avenue Bridge over the Wissahickon Creek. Photo

courtesy of www.phillyhistory.org

This photograph, taken in 1934, shows Ridge Avenue from Hermit Lane. The streetcar service was terminated

in 1955. Photo courtesy of www.phillyhistory.org


The Sanborn map from 1930-1932 shows the early configuration of Gustine LakeThe Noll map of 1890 shows the road configuration and primary landmarks from that time. It shows

the pre-interchange configuration of the Gustine Lake area. It also points to a Landing and Riverside

Mansion at the confluence of the Wissahickon Creek and the Schuylkill River that existed at the

time.

history and Context

13 Introduction

This Gateway Place is a transportation junction where roads and rail bring people together from all around. Its a place of overlapping jurisdictions and several landowners. In addition, many neighborhood advocates have a stake in the future of this place. With so many interested parties, it will take a coordinated response to affect positive change here. Many funding streams and management entities must be leveraged to reverse the complicated traffic patterns.

While meaningful change has long been an aspiration for this area, the forum had not been established where all of the interested players that have a stake in this land could come together to develop a unified vision. The planning process described by this document represents a new way of doing business, where representatives from government, private development, utilities and the community are coming together to bring about change to this Gateway Place.

The Players

Wissahickon Creek

Wissahickon Trails

Kelly Drive Trail

SEPTA Transfer Station

Roxborough RIDGE

Duran Paints, Storage - 8 ac.

R6 Regional Rail

(to) Tow Path, Schuylkill Heritage Trail

City Line + Expressway Bridges and Ramps

Manayunk Main Street

East Falls

Tommy Guns

Kelley/ Lincoln Drive connectors

Roxborough Neighborhoods

Lower Merion

Schuylkill River

Streets Dept

Planning Commmission

PennDOT

Art Commission

Schuylkill River Heritage Trail

Fairmount Park

Manayunk Development Corp

East Falls Development Corp

Roxborough Development Corp

Property Business Owners

SEPTA

DVRPC

ChARRETTE PARTICIPANTS

Joanne Dahme Philadelphia Water DepartmentStephanie Craighead Fairmount Park CommissionJennifer Barr Philadelphia City Planning CommissionMike Pini Philadelphia City Planning CommissionDave Fogel SEPTAGary Steinberg Property ownerBernard Guet Roxborough Development Corp.Gina Snyder East Falls Development CorporationKay Sykora The Schuylkill Project

DESIGN TEAM

Mark Keener, Brian Carney Brown & KeenerBob Wright Urban EngineersBarbara Schwarzenbach, Greg Prichard Cloud Gehshan AssociatesPeta Raabe, Leslie Norvell Lager Raabe Skafte

STAKEhOLDERS

The area is a remarkable convergence of landforms, waterways, systems of conveyance, land uses, public/

private interests and overlapping jurisdictions.

Private Ownership

PECO

PennDOT

SEPTA

Fairmount Park


Planning Process

On July 11, 2007 key stakeholders met for a day-long shopfront charrette convened on the Gateway site. During the event, hosted by Duron Paints, and attended by representatives of key city agencies and principal property owners, a team of professional designers lead a detailed exploration into the way the place is experienced defining sources of disappointment, confusion, and missed opportunity. It became apparent that the convergence of landforms, waterways, systems of conveyance, land uses, public/private interests, and overlapping jurisdictions that converge (and collide) here creates a set of challenges that have made it difficult to implement even the most obvious, needed improvements. During the course of the discussions, the group also focused on specific underlying conditions that make change difficult; especially that PennDOT, SEPTA and PECO priorities will guide many of the decisions, and that big storm events lead to seasonal flooding here.

However, everyone acknowledged that this place, at the confluence of two beautiful waterways, where the Kelly Drive trail meets the Wissahickon Trail, at the threshold to three of the citys most vibrant and interesting neighborhoods should be much more of an asset, a regional landmark. Given the array of potential destinations and the complexly folding landscape - it should be a rich experience, rather than a confusing, somewhat distressing event along the way to somewhere else.

Over the course of the day, the group was able to prescribe a series of remedies for the near-term as well as innovative design solutions that acknowledge longer-term opportunities.

NEAR TERM REMEDIES

(pg. 13) Place naming conventions (regional system / recognizable place names)

(pg. 18) Name High Bridge Crossing illuminate the signature Rail Road Bridge

(pg. 22 & 30) Selective editing of the vegetation. Trim riverbank and roadside canopy trees to views, see signs, and make ped access to rail.

(pg. 30) Crossings at Ridge narrow the perceptual width of the street to discourage speeding and demarcate the crosswalks in a more conspicuous way (pg. 31) Trail connections.(pg. 33) Anticipate turning movements anticipate

On a beautiful summer morning a day-long shopfront charrette convened on the Gateway site.

Landscape Architect Peta Raabe shares an idea with City Planner Jennifer Barr.

15 Global Issues

ThE BIG IDEAS

When the various stakeholders convene to discuss approaches to improving the Gateway area, it is easy for them

to identify sites undergoing a current transformation and other locations in need of particular improvements.

This section seeks to situate these interventions in a larger context, focusing on the families of improvements that

are called for throughout the Study Area. These Big Ideas, which include Navigation, Pedestrian and Bicycle

Connections, Vehicular Movement and Access, Transit Ridership and Urban Landscape Amenities, are critical

concerns that affect the viability of the entire Study Area. They are systemic in nature, and so the solutions that

are called for to address these issues are visionary, yet feasible and easily replicable.


VISUAL CUES

People are natural pathfinders, if you provide them with simple, clear and consistent information in their journey they will regard that place as enlightened and truly welcoming. This information system, consisting of signs and visual cues, helps people understand the layout of the place and creates mental maps helping them to navigate through it.

The Gateway areas identity should celebrate these unique neighborhoods with a consistent graphic language that provides visual continuity throughout the system. The paths should consistently welcome visitors and communicate the uniqueness of the place. Honoring local landmarks and employing a unified look will emphasize the identity of the neighborhoods. This can be established through color, typestyle and form, on signage and other elements. Simple features such as plants and trees, hanging baskets, color schemes and light fixtures will help to establish this visual continuity. In general, an impactful yet understated look is recommended.

Global Recommendations

Maintain sight lines to signs by trimming overgrown vegetation.

Highlight local landmarks such as natural features and cultural institutions.

Use repetitive visual cues such as banners or street lights.

ThE WAyFINDING SySTEM

The gateway area is a crossroad for vehicles and pedestrians between many communities, and the entrance to three unique neighborhoods. For the gateway area to be user-friendly a comprehensive family of signage and markers needs to be deployed so that residents and visitors can locate destinations and navigate roads safely and efficiently. To be effective, the system needs to have both vehicular and pedestrian signs with specific functions such as directing, trailblazing and identifying. Signs should be located at critical decision points. Special attention should also be given to creating consistent and clear nomenclature.

The gateway area falls under federal/state, city and city-park jurisdictions, each with their own set of standards and sign systems. Federal and state highways, following MUTCD guidelines, use the standard green directional and regulatory signs found along major highways. This system, consistent and familiar to motorists across the country, directs them to exits and interchanges for roads, cities/towns and highly-visited destinations. The City of Philadelphias vehicular Direction Philadelphia sign system augments the state/federal system. It picks up where the federal system stops, welcoming and guiding visitors to destinations such as neighborhoods, cultural institutions, landmarks and parking throughout the City. Fairmount Park developed a pedestrian and vehicular sign system for the park environment. These signs identify park entrances and parking areas as well as provide the pedestrian and bicyclist with directional, interpretive and regulatory information.

Each of these systems is appropriate for where it is used. The federal/state system is designed for legibility and quick comprehension where vehicles are moving at high speeds. The city system creates arrival messages while guiding the visitor to local destinations. Once the car is parked, the park system directs and informs the visitor along its paths.

The challenge of implementing a well-functioning sign system within the gateway area is creating seamless transitions among the three systems. It may require that one system stop sooner to allow the next to operate efficiently. It may also mean that where motorists, pedestrians and bicyclists share the road, a vehicular sign will direct all three to their destinations. The design of new signs within the existing systems to create a seamless directional system may be required.

Navigation

Banners can be used to create

a sense of visual continuity.

17 Global Issues

Proposed locations for sign types.

PED/BIKE WAyFINDING SIGNS

Signs to direct cyclists and runners through the section from Kelly Drive to the Wissahickon Bridge, to the Ridge and Main intersection and on to upstream destinations are either absent or are not effective at giving direction to bicyclists and pedestrians. When bicyclists arrive in this area they often think the trail ended and that they made a wrong turn along the way.

Signs are 1) sometimes blocked by foliage, 2) not located at important points of transition, 3) too small to read while moving quickly on a bike, 4) display messages and place names that are irrelevant or confusing. Additionally, a consistent system of signage is not present throughout this area and signs are not linked with other important directional cues.


Signs and other cues are critical to show the way when urban trails move through areas where the path is ambiguous or confusing. The installation of signs is also a relatively easy and inexpensive way to ease directional confusion. To make signage most effective for trail users, some steps to take include:

Regularly trim foliage around existing and new signs so that they are visible from a distance of twenty feet.

Locate signs at points along the trail where the surroundings signal a transition to a new segment (see diagram to right).

Provide marker at Wissahickon trailhead. see Signs.

Install trailblazers at appropriate intervals..

Install new wayfinding signs with appropriate place name destinations and distances.

Continue to implement the East Falls Wayfinding Plan.

Trail blaze

Pedestrian directional

Orientation map at trailhead

Direction Philadelphia

Regularly trim foliage

U R B A N D E S I G N P L A C E P L A N N I N G

THE PHILADELPHIA BUILDING 1315 WALNUT ST. SUITE 900 PHILADELPHIA PA 19107 T 215-751-1133 WWW.BKURBANDESIGN.COM

EAST FALLS WAYFINDING SYSTEMPHILADELPHIA, PA.

2005

East Falls is a riverfront neighborhood in Philadelphia located near the southern end of the Schuylkill River Heritage Corridor. In the last ten years, vacant storefronts have given way to lively eateries and shops that serve both residents and visitors from across the region. Located only a short walk from the Schuylkill River Trail and Fairmount Park, the neighborhood is well-positioned to become an outpost for outdoor enthusiasts, as well as an attraction for weekend visitors.

But people first need to know that the neighborhood exists. Theres not a single sign that directs visitors to East Falls, nor any gateways that tell visitors they are in East Falls. Only a few small signs, if any, direct visitors to important destinations such as the train station, the business district, and the Arthur Ashe Tennis Center.

The East Falls Development Corporation (EFDC) turned to Brown & Keener to plan a wayfinding system for the neighborhood.

This assignment emerged from a a public improvements plan BK crafted to help reconnect East Falls to the river, in which BK recommended

creating a wayfinding system for the neighborhood. BK also suggested a location and conceptual design for a landscaped gateway into the neighborhood along Midvale Avenue.

Having laid the groundwork for wayfinding in East Falls, BK began identifying appropriate locations for wayfinding elements and developing a message book that illustrates a logical sequence of directions for multiple users and multiple routes. The message book recommends ways to utilize preexisting sign systems.


VEhICULAR WAyFINDING SIGNS

Motorists traveling through the area are presented with a signage array showing street names but with no reference to local or regional destinations. For the motorist traveling at high speeds in a complex maze of roads this is confusing and truly intimidating to the unfamiliar driver. Decisions need to be made so quickly that adding place names will actually reduce anxiety and help people move to the proper lanes to safely navigate to their destination.

The present PennDOT wayfinding signs in the vicinity are flawed in their placement, design and place name vocabulary. Signs are 1) sometimes blocked by foliage, 2) located so closely to the point of decision to turn (turning movement) that the driver cannot respond, 3) display messages and place names that are irrelevant or confusing, 4) extend too far into neighborhoods in some cases. Additionally, though the PennDOT system is typically the most effective, relied-upon graphic communication system for higher speed thoroughfares the scale and ubiquity of DOT signs and the absence of other cues send a message that these roads are higher speed thoroughfares. They also give no clue that this is the vital link and gateway between vibrant residential and business communities.

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Vehicular directional signs in the area will communicate more effectively with a few adjustments and additions:.

Trim foliage around existing DOT signs so that the sign is visible by the motorist from a distance 200 feet and readable from no less than 100 feet.

Use nomenclature consistently throughout the region Manayunk / Roxborough / East Falls Riverfront Business District.

Change place name content to more familiar destination names. For example rather than Ridge Avenue West replace with or add Manayunk / Roxborough .

Replace existing DOT signs with new DOT signs standards and use consistency in size and placement for access to major roadways (US1-City Ave and 76).

Replace existing DOT signs to neighborhoods with new friendlier Direction Philadelphia wayfinding signs and destination markers.

Philadelphias vehicular sign system Direction Philadelphia provides consistent information to local destinations. When adjoining neighborhoods implement the Direction Philadelphia system they create a comprehensive vehicular wayfinding system and reinforce their connection to their city.

19 Global Issues

PEDESTRIAN AMENITIES

Pedestrians are generally unwelcome in most sections of the Study Area. Signalization, roadway markings and the scale and design of the roadway clearly prioritize the movement of vehicular traffic and marginalize pedestrians. In addition to these negative visual cues, the general condition of roadways, bridges and sidewalks is poor. Sidewalks in particular, are in need of repair in many places and are often disconnected from one another.


Mid-street pedestrian warnings and illuminated smart crossings at corners to let motorists know that this is a place of intensive pedestrian activity.

Install trees, pedestrian scaled streetlights and other landscaped areas to enhance the pedestrian scale of the streetscape.

Widen sidewalks to narrow the perceptual width of the roadway.

Bicycle and Pedestrian Connections

BICyCLE ACCESS

Bicyclists suffer many of the same dangers and confusion as pedestrians as they move along riverfront trails and Ridge Avenue. Trail connections are inadequate to serve riders moving from Center City and East Falls north through the Study Area and beyond. In cases where cyclists ride on trails, the trail should be wide enough to accommodate the passing of two bicycles. Where trail connections are not possible, on-road bicycle amenities such as bike lanes, sharrows or a trail are necessary to facilitate connections for cyclists. Global Recommendations

Create trail or on-road connections where there are gaps in the trail system.

Widen trails to accommodate passing cyclists.

Create bike lanes or sharrows to accommodate bicycle traffic on roads; or alternatively, develop a trail along the roadway.

Pedestrian-activated signals and zebra stripes allow pedestrians to cross the street more easily

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Trail too narrow to accommodate passage by two cyclists

Trail too narrow to accommodate passage by two cyclists

No trail by the riverNo trail by the river

Poor connection between sides of the road

Poor connection between sides of the road

No bike lanes on Ridge Avenue, sidewalks too narrow and disjointed

No bike lanes on Ridge Avenue; sidewalks too narrow and disjointed

Sidewalk on bridge too narrow, creates abrupt transition from trail, disconnected from sidewalk on road

Sidewalk on bridge too narrow; creates abrupt transition from trail; disconnected from sidewalk on road

Trails Gap AnalysisTrails Gap Analysis

Wissahickon Trails not clearly signedWissahickon Trails not clearly signed


Ridge Avenue is a busy roadway, distributing traffic among the City Avenue/I-76 access points to the south, Kelly Drive and East Falls access points in the east and the Ridge Avenue-Roxborough bound and Main Street traffic to the north. To further complicate matters, the block between the Lincoln Drive overpass and the Main Street intersection has four driveways - three on the west side and one on the east. There is not sufficient width on Ridge Avenue to segregate left turns into these driveways, so any turning traffic often creates traffic tie-ups.

The recent modernization of the traffic signal at the Wissahickon Transit Center driveways has helped to some degree, with allowances for southbound traffic to stop and clear buses entering the Center. The other two driveways on the west side of the street, which access Duron Paints and the restaurant supply company adjacent to Duron, tend to be more problematic. One possible solution to this is the combination of the two driveways to create a one-way traffic pattern around the building, which would remove one of the left-turn conflicts. This will require further study of the situation and the building operation.

The Ridge Avenue/Main Street intersection presents a tight angle which facilitates some moves but not others. At present, traffic southbound on Ridge Avenue (coming down the hill) cannot turn right onto northbound Main Street, and southbound Main Street traffic cannot turn left onto northbound Ridge Avenue (going up the hill). While this is not a major prohibition, as little traffic wants to make these moves, the opening of the movie theater complex on Main Street a few years ago has created a slightly greater demand for these.

The Department of Streets reviewed proposals in the late 1990s which suggested a revision of the intersection to create more of a 90-degree junction at this location, which would allow all possible movements and assist pedestrian flow at this location. When this was proposed, Main Street would be relocated onto vacant land to the west of the current intersection. Not long after this was considered, the vacant land was developed into the storage operation which presently occupies this area. Any revision of the intersection would require the purchase of this land and removal of the storage company.

A further benefit of the revision of the intersection would allow the movement of the Duron buildings driveway access from Ridge Avenue onto the relocated Main Street. This would greatly enhance traffic movement on Ridge Avenue, as well as promote

Vehicular Movement and Access

Diagram of traffic circulation on Ridge Avenue

Traffic signal

Vehicular access

Left-turn lane

Ridge/Main intersection

three adjacent driveways

better access to riverside lands that may be redeveloped in the future. Pedestrian flow across the realigned Ridge/Main intersection would be improved as one would be able to cross from the west side of Main Street to the east side of Ridge Avenue in a single signal phase, compared with the two phases that this move requires today.

21 Global Issues

Transit Ridership

The Gateway area is home to two important transit stations, both informally going by the name Wissahickon Station. One of these is a bus station, the Wissahickon Transfer Center, located at the junction of Ridge Avenue and the Wissahickon Creek. The other is a rail station, located along the Norristown R6 line. Improvements in the Gateway area should focus on making the experience of accessing and utilizing these transit options a comfortable and desirable option.

With these two stations being located about one-half mile from one another, it is desirable that they are clearly connected and easily accessed from one another. Also, the experience of waiting for the bus or train should be comfortable and interesting. Stations should not only include amenities for waiting passengers such as lighting, seating and trash cans, but they should also relate to the geographic location they

are situated in. The bus station at Ridge Avenue and Wissahickon Creek is currently undergoing a transformation that will improve conditions for waiting passengers. In addition to these amenities, the station should relate to its surroundings in a way that facilitates pleasant experiences for the passengers.

In the long-term, it may be desirable to relocate the Transfer Center further up Ridge Avenue to be a part of potential adjacent development and closer to the Wissahickon Station. Passengers would be able to move more easily between the two transit modes and development could proceed in a transit-oriented manner.


Facilitate safe pedestrian connections between the two stations by widening and improving sidewalks, improving signage and introducing a landscaped edge between pedestrians and vehicles.

In coordination with existing improvements to the bus station, take steps to enhance views for waiting passengers.

Relocate vehicles and remove other hazards from around the location of waiting passengers.

Wissahickon Rail StationWissahickon Rail Station

Wissahickon Transfer CenterWissahickon Transfer Center

Potential Site for Relocation of Transfer Center

Potential Site for Relocation of Transfer Center

Proposed Location of Staircase to Rail StationProposed Location of Staircase to Rail Station

Possible future Redevelopment sitePossible future Redevelopment site

An example of Transit-Oriented Development in South Orange, New Jersey.


Urban Landscape Amenities

PUBLIC REALM IMPROVEMENTS

In the area between the Wissahickon Creek and the Main and Ridge intersection, frontage ownership is clear. At the Gustine Lake Interchange, however, jurisdiction is ambiguous. It is complicated by the fact that streets, roads, rail and roadside land frontage there are controlled by PennDOT, the Fairmount Park Commission or SEPTA- three large institutional owners. With so much of the land under ambiguous jurisdiction or publicly owned, the elements of the public realm, particularly the landscape, are uniformly poorly maintained and unkempt.

Though such lapses in upkeep are typical in most cities, there are good reasons to imagine that more can be accomplished here. First, this is the threshold to three of the citys emerging success story neighborhoods. Second, the urban assets most often cited as key factors in successful urban revitalization initiatives a waterfront location and abundant recreational, entertainment and transportation options - are all right here. A cared-for public realm is a key next step to leverage those assets; both to protect latent value and make the most of public investment in transportation infrastructure.


Future investment in the public landscape should focus on:

Establishing landscape design standards that will guide the aesthetic of landscaping and other public realm interventions.

Establishing jurisdiction for all publicly owned or ambiguous spaces. Assign responsible parties to be in charge of the improvement and maintenance of this land.

Developing maintenance standards for all publicly owned or publicly used spaces.

NATURAL LANDSCAPE FEATURES

This is a site of remarkable natural beauty that unfortunately, is masked by neglect. Here is the confluence of one of the most beautiful watercourses in the country, the Wissahickon, with Philadelphias hidden river, the Schuylkill. Just here, the creek slices through the geologic formation that creates the palisades of the Schuylkill, an outcropping that, geologically speaking, is the end of the Appalachian Mountains and that forms the promontory that gives City Beautiful landmarks Philadelphia Art Museum and Laurel Hill Cemetery their famous prospects. This dramatic landscape should be a place of pride for Philadelphians, a destination and a site to visit even if one is not on the way to other nearby commercial or entertainment venues. There is a story to be told here about Philadelphias history, about the geologic forces that shape the city, and about the watercourses that have shaped human endeavor for a millennia.


Simple interventions can be employed to reveal the dramatic landscape features of this place. Possible interventions include:

The selective removal of some understory shrubs and vines, so that views are revealed. For example, trail users approaching Ridge Avenue from Kelly Drive should glimpse a series of views of river, the creek, the falls at the that provide a sense of continuity and connection with the geographic features that make up the trail experience.

All grassy ramp embankments and road verges should be evaluated to determine which ones will be sufficiently attractive if kept mown and which ones would contribute to the vehicular threshold experience if planted with an enthusiastic gateway planting palate or with one signature plant that could correspond to each of the neighboring communities.

Incorporate best storm water management practices into roadway landscapes.

23 Global Issues

CIVIC INFRASTRUCTURE

Places communicate. The civic infrastructure of a place, including the width of streets, streetscape furnishings and the presence or absence of sidewalks causes impressions for people about the nature of the place that, in turn, informs their behavior. Presently, as noted elsewhere in this report, this area sends the wrong message. Because many elements of the civic infrastructure look poorly maintained, many people disregard this area as lacking civic value.


In addition to improvements related to the natural landscape features noted above, three areas of improvement are recommended that relate to the civic infrastructure of the place.

Civic structures should be updated and celebrated. For example, the bus shelter on the north side of Ridge Avenue, across from the SEPTA Transfer Station, can be made more beautiful so that it serves as a landmark for the area rather than an afterthought. Such efforts increase pride in a place and help transit users to see the area in a positive light.

Bridges in the area can be highlighted and celebrated. For example, the historic R6 rail bridge that crosses the Wissahickon Creek should be lit up at night.

Remnants from the historic fabric of the area can be uncovered and preserved to signal the history and civic beauty of the area. For example, the beautiful nineteenth century railings on the Ridge Avenue Bridge over the Wissahickon should be regularly maintained and painted, and the graffiti and etchings should be removed.

As the Schuylkill Trail is maintained more regularly, it will attract new users and effectively increase safety and security.

The cycling mural at the base of the Wissahickon Rail Station is a typical Philadelphia landmark.

The railing on the bridge over the Wissahickon Creek should be restored.

25

SOLUTIONS FOR PRIORITy AREAS

Deferred maintenance is a phrase often associated with the older structures under the purview of a public entity

such as school buildings or highway bridges. It is a technical way to refer to things that need doing that havent

gotten done yet. Usually it involves an expense that can be postponed without anything catastrophic happening

because things keep working. In this Study Area, the things that need doing that havent gotten done yet are

in the public realm, and, because some of these actions correct conditions that have either stopped working or

never really worked at all, public agencies have found the resources to address them. In particular, making Ridge

Avenue safer for pedestrians and providing better accommodation for cyclists on the stretch between Kelly Drive

and the Wissahickon Creek are two long needed improvements that are moving ahead. Other initiatives described

in this section would require rather modest resources, but it is enlightening to see that, together, they would

make a profound difference in the way this part of the city is experienced.

This chapter deals with specific, on-the-ground project recommendations designed to solve the Global Issues

that were discussed previously. The chapter is organized geographically. Projects are identified according to the

Priority Area they are located in, with projects being referenced on the map at the beginning of each Priority Area

section. Many of the projects are then described in detail, including a discussion of designed considerations and

implementation concerns. At the end of each Priority Area section, an implementation table identifies project

costs, a potential project timeline and the partners that would be involved in the project.


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Ridge to East FallsRidge to East Falls

Constructed in the early 1960s, the Gustine Lake Interchange is located at the

intersection of several busy roads. It ties together the east end of City Avenue, the

west end of Lincoln Drive and the north end of Kelly Drive, with ancillary roadways

to connect these roadways to adjacent Ridge Avenue. It serves as a traffic distributor

among these highways and ties them to I-76 across the Schuylkill River via City

Avenue.

Because of its compact area, it forces drivers to make quick decisions that often

involve multiple lane changes. Currently, it does not meet current standards for

distances between decision points. Additionally, it provides inadequate signage to

direct those who are not familiar with the ramps. Some of the compass directions

given on this signage is not intuitive and does not properly reflect what drivers may

think is the correct direction (e.g. Ridge Avenues directions are shown as east and west,

when the street carries north-south address numbers and has a compass orientation

closer to north-south than east-west).

Nearly all of the 20+ acres in the area between the creek and SEPTA R6 Regional

Rail tracks and Schuylkill River is controlled by PennDOT and is given over to ten

or so highway-type ramps and a few outparcel uses creating a strange, largely vacant,

suburban landscape.

Recommendations


Trail improvements Improve pedestrian safety in the 4800 block of Ridge Ave Streetscape improvements along the Ridge Avenue corridor


Reconfigure the Gustine Lake Interchange

Simplify signage in the Gustine Lake Interchange


Create a more amenable landscape through plantings and site design

Maintain signs and sight lines by trimming vegetation

Install gateway and wayfinding signage at the entry to the East Falls Riverfront Business District

1

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27 Ridge to East Falls

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RECONFIGURE ThE GUSTINE LAKE INTERChANGE

The Gustine Lake Interchange is a complicated cloverleaf interchange that handles traffic from and to City Line Avenue, Martin Luther King Drive, Kelly Drive Avenue, Lincoln Drive and Ridge Avenue. The interchange reads as a mass of ramps and bridges in the landscape. PennDOT has scheduled a replacement of the structures, since they have deteriorated. When this reconstruction occurs, it may be possible to reconfigure the interchange in a way that would reduce the number of ramps and bridges. This reconfiguration could have the effect of slowing traffic down, creating more 90 degree entries into the interchange and lower the roadways to be at grade.Such changes will simplify traffic patterns for drivers and contribute to the parkway environment that exists elsewhere on Kelly Drive. This could create an environment that would be more amenable to cyclists and pedestrians moving through the area.

PennDOT has a programmed project to replace the structures in the Gustine Lake Interchange since they have deteriorated and reached the ends of their serviceable lives. Unfortunately, the mere replacement of these bridges will only allow the confusing nature of the Interchange to remain as is. A more comprehensive effort would fit the Interchange into its context as a busy urban junction in Fairmount Park.

As a result of a meeting with PennDOT, Urban Engineers was able to convince the States engineering staff to re-visit at least one leg of the Interchange, the connection from northbound City Avenue and northbound Kelly Drive to westbound Ridge Avenue. This ramp crosses over Ridge Avenue at present. The suggestion that Urban developed would change this to an at-grade, traffic-signal-controlled intersection, which would be a much better fit into the context of the area. It would also allow traffic headed for Ridge Avenue from City Avenue in either direction to avoid the current roundabout routing via other ramps and Kelly Drive for eastbound Ridge Avenue, resulting in an easier-to-follow path for Ridge Avenue-bound traffic and a slight reduction in the overall confusion of the Interchanges roadways. PennDOT has evaluated this proposal and found it to be feasible.

In conjunction with revisions to the Ridge Avenue ramps to City Avenue being considered by PennDOT (as requested by the design team), the opportunity exists for improved pedestrian/bicycle path crossings of the new ramps. This can be tied into the sidewalk on the northbound City Avenue bridge over the Schuylkill River to allow pedestrian/bicycle access to the City Avenue corridor.The configuration shown

below gives the net effect of a circle/roundabout and could be built with built with a terraced sort of approach on three levels, using the fill/slopes between the levels for landscaping (thus accomplishing the goal of a green gateway). The terracing/landscaping could hide some of the roadways so it doesnt look like a pile of spaghetti. The circle effect calms traffic and allows enough storage space for traffic especially headed toward the signal at the new T at Ridge Avenue. The south end is greatly simplified and, again, contributes some green space.

The Gustine Lake Interchange


existing configuration proposed configuration

This drawing shows the potential changes to the Gustine Lake Interchange.

The Gustine Lake Interchange


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Much of the signage in the Gustine Lake Interchange is confusing and ambiguous. This could be improved by

creating a wayfinding system for the interchange that directs people to important places in the area.

SIMPLIFy SIGNAGE IN ThE GUSTINE LAKE INTERChANGE

Motorists approaching from the east along Kelly Drive encounter signs to Ridge Avenue West. Though technically accurate, it is a street name encountered nowhere else. It would be much clearer to mark the way by indicating familiar place names. Ambiguity and confusion is compounded as one leaves the riverside parkway bearing onto a visibly deteriorating flyover ramp and then merging with north bound traffic from the City Line Avenue bridge which then curves to the west merging into an acute signalized intersection with Ridge Avenue all within the span of 20 seconds.

Lincoln Drive, from the north, is a fast-moving, limited-access, scenic roadway that bears a heavy volume of commuter traffic to and from Center City each day. It follows a winding creek, and though the frequent switchbacks require ones full attention, there is a lot of beautiful scenery to see as well. It is a landscape that should remain pristine, yet it is also important to keep drivers aware of upcoming decisions. The sign to guide northbound motorists to the Ridge Avenue is particularly obscure. It is also located so close to the turn that it can only communicate you just missed it next time remember to be in the right lane.

The following efforts will signal to motorists that this is a gateway area.

Install and maintain themed gateway planting. Distinguish eastbound and westbound movement by plant selection color, seasonal characteristics, texture. For example, roadside slopes along eastbound ramps could feature grasses a reference to East Falls Gateway planting; westbound connecting ramps might be lined by low plantings that have leaves and stems with a similar red cast a theme that could be carried both up Ridge Avenue and down Main Street for a way. Appropriately maintain roadway landscape.

Change or add more familiar destination place names to DOT signs. For example, rather than Ridge Avenue West say Manayunk / Roxborough or Manayunk / Roxborough, Ridge Ave West. This will signal that motorists are entering a new neighborhood.

Install additional signs to indicate upcoming exits 200 feet prior to ramps.


BRIDGE-TO-RIDGE TRAIL IMPROVEMENTS AND MAINTENANCE

Cyclists and pedestrians find the Kelly Drive section between Falls Bridge and the intersection with Ridge Avenue increasingly confusing and inhospitable. Several improvements are planned however, including a resurfacing of the trail, as well s repaving, widening and pedestrian scale lighting. Grading changes, guide rails, retaining walls, landscape improvements and new signs will make it easier to traverse this section of the trail.

The widening of the trail will be a significant improvement for trail riders. These improvements can be strengthened by incorporating some additional measures:

Assure that the appropriate signage is located along the trail at decision points for trail users. (See Bike/Ped Signage from previous section and the East Falls Wayfinding Plan)

Open up views to the Wissahickon Creek and Ridge Avenue from the ramp between Kelly Drive and the Wissahickon Bridge. This can be accomplished through careful pruning back of the understory. Important tree species will be maintained, but exotic underbrush can be trimmed back to reveal views for the trail user. This will make direction-finding much easier for trail users and will remind them that they are riding on a waterside trail.

Designate an authority who will manage the land directly next to the trail to assure that site lines to the creek are maintained and that the trail continues to function as it was designed.

8

New Trail Alignment

The trail will be widened to accommodate the heavy use that occurs there.

Existing Sidewalk4


CREATE A GATEWAy INTO ThE EAST FALLS RIVERFRONT BUSINESS DISTRICT ALONG RIDGE AVENUE

The Ridge Avenue corridor, from the Wissahickon Bridge toward East Falls, is truly a gateway to the East Falls Riverfront Business District. At this time however, the landscape does not convey a welcoming atmosphere to people entering the neighborhood. Much of the area is currently a redeveloping area that presents an unkempt and somewhat abandoned landscape at certain points.

In the segment of the Avenue that is flanked by ramps from the Gustine Lake Interchange, the leftover ground is overlooked and unmaintained. Yet this land could very easily be enhanced through simple landscape improvements. The eroded bank on the south side of Ridge Avenue should be replanted with grasses and trees can be planted to contribute to a pastoral landscape that would mimic the bank on the other side of the street.

As one moves closer to the East Falls Riverfront Business District, the Arthur Ashe Tennis Center and a limousine livery service each occupy significant frontage on opposite sides of the street, which creates a no mans land. Additionally, as a result of recent and ongoing construction, sidewalks, street lighting and landscaping along this stretch are not consistent. Out parcel frontage of the Philadelphia Housing Authoritys ongoing project communicates no viable purpose and is over grown and trash-strewn. A corridor improvement plan should be initiated in this area to strengthen the visual character and create a gateway to the neighborhood. This could occur through the installation of new signage and welcome banners, and gateway plantings that relate to the neighborhood identity and manage stormwater in the roadway.

Currently there are no signs on this stretch of the roadway that indicate arrival in the East Falls Riverfront Business District or proximity to Roxborough and Manayunk. Direction Philadelphia signs should be placed along the roadway to indicate the approach to the East Falls Riverfront Business District if heading east and the approach to Roxborough/Manayunk if heading west. In addition, temporary street banners, which are currently located along the Avenue, should continue to be used in this section of the Avenue. This would emphasize the continuous identity of the neighborhood.

Plantings are another key way to emphasize that this road segment is a gateway into the East Falls Riverfront Business District. These planting might relate to gateway

plantings that are installed as part of the Gustine Lake Interchange. Alternatively, to tie into the neighborhood identity of East Falls, the plant palette could relate to the soon-to-be installed Gateway pedestrian island on Midvale Avenue.

This plant palette can function as more than an aesthetic addition to the streetscape. When designed as part of an infiltration system, these plants can be used to catch and filter stormwater. Stormwater management interventions like this are being implemented throughout the East Falls neighborhood. Through these projects, East Falls Riverfront Business District will become a model community for stormwater management in the region. The installation of stormwater infiltration areas into the East Falls Riverfront Business District gateway in this segment of Ridge Avenue could be an important demonstration project for the neighborhood.

IMPROVE PEDESTRIAN SAFETy IN ThE 4800 BLOCK OF RIDGE AVENUE

In response to several pedestrian accidents, including at least two fatalities in the last two years, the Department of Streets has proposed to implement traffic calming measures on Ridge Avenue between School House Lane and the SEPTA Wissahickon Transfer Center, where operating speeds have consistently measured 10-15 mph above the posted 25 mph limit. These safety measures include the placement of batons to narrow the effective roadway width, the relocation of SEPTA bus stops to prevent pedestrian mid-block crossings, placement of soft rumble strips which provide both an auditory and vibratory alert to drivers, and possible establishment of one or more pedestrian mid-block crossings. The mid-block crossings should be raised which will serve as combination speed tables/pedestrian crossings. The possible allowance of on-street parallel parking north of where the current parking prohibition begins (at the vicinity of the City Avenue ramp overpass) will also help calm traffic, as parked vehicles effectively reduce the perception of lane width.

The suggested removal of the City Avenue northbound ramp to Ridge Avenue and replacement with a surface intersection controlled by a traffic signal (see next section) will effectively reduce the block length between School House Lane and the Wissahickon Transit Center. The new intersection will effectively divide this stretch in half and help to reduce vehicular speeds with the introduction of the new traffic signal. The block length will be reduced to a more manageable and more context-sensitive distance and extend the urban scale along this portion of Ridge Avenue.


before after

The land next to Ridge Avenue between the Wissahickon Creek and the Arthur Ashe Tennis Center has the potential to act as a Gateway between the East Falls Riverfront Business District and Manayunk and Roxborough.

Gateway to East Falls


before after

The land next to Ridge Avenue between the Wissahickon Creek and the Arthur Ashe Tennis Center has the potential to act as a Gateway between the East Falls Riverfront Business District and Manayunk and Roxborough.

Gateway to Manayunk and Roxborough


Implementation of Proposed Projects

Recommendation Global Issue Cost Agency Related Plans Implementation Details1a Bridge to Ridge trail

improvementsBicycle and Ped Connections

$$$ Fairmount Park Upper Schuylkill Master Plan Construction planned for Spring 2008

1b Bridge to Ridge trail maintenance

Bicycle and Ped Connections

$$ Fairmount Park; Schuylkill Project

Upper Schuylkill Master Plan Regular maintenance to occur several times/year

2 Improve pedestrian safety in the 4800 block of Ridge Ave


$$ Streets Dept.

3 Create a gateway along Ridge Ave corridor


$$ EFDC; PennDOT; property owners

Amenities to be added incrementally

4 Simplify the signage system throughout the interchange


$$ PennDOT Installation to occur after interchange redesign and construction

5 Reconfigure the Gustine Lake Interchange


$$$$ PennDOT A scheduled rebuilding of the interchange to occur 2010-2012

6 Install and maintain themed gateway plantings


$$ PennDOT; Schuylkill Project; new Friends Group?

Installation would occur after interchange redesign and construction

7 Maintain signs and sight lines by trimming overgrown vegetation


$ Fairmount Park; Schuylkill Project

Upper Schuylkill Master Plan Trimming could occur 1-2 times/year in spring and summer

The projects described in this section include major capital investments and small, incremental interventions. This suite of improvements will require vision and extraordinary coordination to implement, but the result would be a monumental investment of the century. Some of these improvements are already happening. The trail widening between the East Falls Riverfront Business District and the Wissahickon Creek is expected to break ground this spring. Other projects, like the reconfiguration of the Gustine Lake Interchange would be integrated into plans that are already underway for that area. All of these efforts will require the coordination of public and private institutions and the neighborhoods that they serve.


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REM GatewayREM Gateway

Recommendations


Improve trail approach to Ridge Avenue

Improve ped/bike wayfinding signage

Introduce new pedestrian amenities- signals, crossings, landscaping Develop a long-term vision for new trail connections New ped/bike bridge


Simplify truck access on Ridge Avenue

Transit Ridership

Enhance improvements to SEPTA Transfer Station

Improve accessibility between transit stations

Urban Landscape Amenities Restore railings on bridge

As a crossroads, many different users move through this area for many different

reasons. Because motorists from several roads are funneled into this one segment,

there tends to be a bottleneck effect in this area, with traffic being particularly

congested. This area is also a meeting point for several different trail segments, though

trail amenities are often lacking or nonexistent. To reduce confusion and congestion,

a clear hierarchy of use should be established. Recommendations for this area relate

to enhancing the functionality of the transit stations, streamlining vehicle circulation

patterns, introducing new pedestrian amenities and ensuring trail connections.

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REM GATEWAy

37 Roxborough/East Falls/Manayunk Gateway

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The Pencoyd Bridge is

currently blocked for access to

trails in Montgomery County

Sufficient space exists behond

the movie theater and diner for a

waterfront trail to be introduced.

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Overgrown vegetation and the narrow sidewalk

makes biking and walking on the ramp to Kelly

Drive quite dangerous. This path will soon be

widened by the Fairmount Park Commission.

PECO transformers behind the SEPTA

Transfer Station will make trail placement

behind the SEPTA Station more difficult.

In the self-storage area,

waterfront access is blocked.

Space for a trail on the north side of Ridge Avenue is limited.

With the overgrown vegetation, there is barely enough space

to walk on the sidewalk.

On Ridge Avenue, cyclists te and pedestrians tend to ride/

walk on the sidewalk on the south side of the street, though

the route is harardous.

The trailhead to the Wissahickon, across the street from the SEPTA Transfer Center, is understated and poorly marked.


IMPROVE TRAIL CONNECTIONS IN ThE ShORT TERM

Design and construction of new trail connections and adding the new bikeway span to the bridge will probably take three to ten years to complete. In the meantime, there are a number of smaller interventions that will make the trip safer and more enjoyable. Steps should be taken to answer the two questions that many trail users have on their minds upon arriving here for the first time by bicycle: is this the trail? and then what do I do now?. Part of this will be included in the Citys current plans for the upgrading of the Kelly Drive recreation path north of Falls Bridge.

The following steps can be accomplished in the near-term to allow trail users to move through the area more easily.

Vegetation on the banks of the Wissahickon Creek should be selectively cut back so that trail users can anticipate the turns in the trail more clearly and understand their position in relation to the river, the creek and Ridge Avenue.

The existing bus shelter on the south side of the street should be relocated so that waiting passengers will not block the trail.

The transition between the sidewalk on the bridge and the one on Ridge Avenue should be leveled so that bicycles can ride through more smoothly.

DEVELOP A LONG-TERM VISION FOR TRAIL CONNECTIONS

Recreational cyclists arriving on Ridge Avenue find that there is no dedicated travelway here. Moreover, there is not simply a single missing link rather, there are several gaps: 1) No way for cyclists to cross the Wissahickon Creek without biking on the sidewalk and traveling in the opposite direction of traffic; 2) Crossing the busy bus lane for buses departing the Transfer Station, again, with no indication where to go; 3) Though there is now a ped-actuated signal that will assist cyclists crossing Ridge Avenue on their way to the Wissahickon Trail, the trailhead connection is unmarked; 4) For those proceeding west to Manayunk or Roxborough there is no riverside trail and no dedicated travelway on or along the Avenue. Most choose the sidewalk or parking lot, again, traveling in the opposite direction of traffic; 5) Approaching the Ridge / Main intersection, it is unclear how to cross and start riding in the correct lane.

Opportunities to provide a trail are limited because the level land between the river and the steep hillside parallel to Ridge Avenue is quite narrow. Therefore, any plausible

resolution will occupy easements with the agreement of riverside property owners including the Fairmount Park Commission, the Roxborough Canoe Club, SEPTA, PECO, and the owners to the Duron Paints property. Over the years, potential alignments have been discussed. In fact, SEPTA and PECO have agreed to let a multi-purpose trail cross their properties (with certain provisos). In addition, there is a waterfront access easement in the tenant agreements with the owner of the commercial property (the green trail on the map to the right).

An ideal arrangement would provide a choice of routes. Recreational cyclists would probably prefer a riverfront alignment passing behind the commercial building if the trail were well designed and hospitable. The towpath along the Manayunk Canal is a model for this trail segment. Road cyclists will prefer a more direct route. On Ridge Avenue, a dedicated travelway can be created for trail users. A paved multipurpose path could be created by re-allocating the expanse of pavement in front of Duron paints. A planted verge that distinguishes the bikeway trail from lanes of vehicular traffic could be used to define this path. This roadside alignment can continue to the Ridge/Main intersection where there is an opportunity to cross and start riding in the bike lane on Main Street. Where possible, delineate pedestrian ways from bikeways by a change in material or a painted line on the pavement.


TRAIL OPTIONS A study should be conducted to look in more detail at possible trail alignmnets in the Gateway Area. The following map and simulations represent the three key options that are being discussed.

EXECUTIVE SUMMARY 9

OPtiONS FOr WiSSahicKON GatEWay traiL cONNEctiONS

On roads and sidewalks: Marked crosswalks, smart crossings and sharrows can help to promote ped/bike safety.

On-road trail: Alignment would need to cross the Wissahickon Creek, the SEPTA Transfer Station and several driveways.

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Possible bridge and pathway to bypass the on-road alignment would require a path through or next to the PECO site.

There is plenty of waterfront space to bring a trail behind the movie theater and parking lots.

The waterfront trail and/or on-road connections lead to the Pencoyd Bridge, which connects to trails in Montgomery County.

green Route: Riverfront Trail

Red Route: Ridge Avenue Multi-Purpose Trail

Orange Route: On-Road Ped/Bike Amenities

Cyclists can ride on Ridge Avenue as an alternative link between this area and the Kelly Drive trail downriver.

GuStiNE LaKE

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traiL

PennDOT bridge removal will create safer conditions for pedestrians on Ridge Avenue.

PENcOyD BriDGE

The Self-Storage facility blocks the waterfront trail connection.

Link to Lower Merion Trails.


Green Route: Waterfront Trail

1) Establish new trail connections where possible. Trail widths and materials should be consistent with the rest of the trail system.

2) Trim back overgrown vegetation above and next to trails.

3) Fix crumbling river walls next to the trail.

4) Prevent erosion of river banks through structural reinforcement.

5) Selectively remove vegetation from the river banks so that trail users can see the river.

6) Plant native vegetation on river banks where appropriate.

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Recommended

Guidelines

Pros

This alignment would make a direct visual and physical connection with the Schuylkill River.

This alignment would be

the wissahickon gateway: intersection of east falls, roxborough and manayunk

Documents

wissahickon creek

design professionals

executive director gwen

priority areas

priority sites

big ideas

unfolding landscape

better job