The Wissahickon Gateway: Intersection of East Falls, Roxborough and Manayunk

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the wissahickon gateway

Intersection of East Falls, Roxborough and Manayunk
Prepared by Brown & Keener with Cloud Gehshan Associates Lager Raabe Skafte Urban Engineers
For East Falls Development Corporation Manayunk Development Corporation Roxborough Development Corporation Schuylkill Project
2 THE WISSAHICKON GATEWAY
ACKNOWLEDGEMENTS
Many partners have contributed to this document. Their contributions and insight are greatly appreciated.
Advisory Committee
Alice Ballard | East Falls resident; advocate for in-river swimming Jennifer Barr | Philadelphia Planning Commission Dennis Burton | Schuylkill Center for Environmental Education Stephanie Craighead | Fairmount Park Joanne Dahme | Philadelphia Water Department Tom Digman | Philadelphia Department of Recreation Jane Glenn | Manayunk Neighborhood Council John Grady | East Falls Development Corporation Chris Leswing | Lower Merion Township Terri Loring | Manayunk Development Corporation Matthew McClure | East Falls Development Corporation Dan Neducsin | Manayunk Development Corporation Bob Swarbrick | Manayunk Development Corporation Carolyn Sutton | East Falls Development Corporation Kurt Zwikl | Schuylkill River Heritage Area
Project Partners
East Falls Development Corporation Gina Snyder, Executive Director Manayunk Development Corporation Loree Jones, Executive Director Roxborough Development Corporation Bernard Guet, Executive Director Schuylkill Project Kay Sykora, Executive Director; Gwen Cohen, Education Coordinator Special Thanks to our Project Sponsor
TABLE OF CONTENTS
Introduction
7 15
The Big Ideas

Navigation Pedestrian and Bicycle Connections Vehicular Movement and Access Transit Ridership Urban Landscape Amenities
Solutions for Priority Areas

Ridge to East Falls Roxborough-East Falls-Manayunk Gateway Ridge to Roxborough
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Alternative Futures for Priority Sites
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INTRODUCTION
Manayunk, Roxborough and East Falls are engaged in a remarkable joint design initiative. The focus is Ridge Avenue and the area around the Wissahickon Creek, where the three communities converge. This is remarkable because of the shared tri-community involvement and a fascinating challenge given the convergence of landforms, waterways, systems of conveyance, land uses, public/private interests and overlapping jurisdictions. This multi-faceted place should be more, do more, be safer, look better, and do a better job at letting people know whats next and whats nearby. With such an array of potential destinations and the complexly unfolding landscape- it should be a rich experience, rather than a confusing, somewhat distressing event along the way. Whats missing? What will it take to identify, prioritize, design, fund, approve, build, install and maintain that family of improvements? Until now, the first two missing puzzle-pieces have been the conviction that these efforts are worth doing and the talents needed to operate creatively with the full big-picture civic framework. These two obstacles are now being overcome. On July 11, 2007 a number of key stakeholders met with a team of technical and design professionals to think through possibilities and next steps. At this meeting, the conceptual framework for this plan was established. This plan lays out solutions that have emerged from the latent opportunities and resources of this landmark GATEWAY PLACE. By understanding the needs of users, we can begin to raise the quality of life associated with this place. By looking at the urban landscape, we can try to understand the character of the site. The emergent solutions will help to improve the quality of life for residents, enhance the character of the place, suggest ways to improve existing transportation infrastructure and uncover new redevelopment opportunities in the Gateway Area.
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
Introduction
Study Area
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EAST FALLS LOWER MERION

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Plan Organization
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The Study Area divides into three clear Focus Areas based geographically on road configuration, historical context and prominent land uses. These three areas include the area of the Gustine Lake Intersection, called Ridge to East Falls; the RidgeEast Falls-Manayunk (REM) Gateway; and Ridge Road to the Roxborough Business District. The map to the left shows the lcoation of Focus Areas. In the rest of this chapter, the historical context of these Focus Areas and the Planning Process that led to this document is described. The plan then focuses on analysis of these Focus Areas, recommended strategies for transportation improvements and case study examples of how these recommendations may be applied in certain parts of the Study Area. In Chapter 2, entitled Global Issues, the analysis and recommendations that apply to the entire Study Area are described. These issues include Navigation, overall Bicycle and Pedestrian Connections, Vehicular Movement and Access, Transit Ridership and Urban Landscape Amenities. In Chapter 3, specific, site-based recommendations are offered for each of the three Focus Areas. In many cases, these recommendations provide examples for how some of the Global Issues can be addressed on a site-specific level. This section also includes recommendations for unique issues that are encountered within each particular Focus Area.
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Introduction
History and Context
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.
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.
This photograph, from July of 1954, shows Gustine Lake, a popular local swimming hole. Photo courtesy of Fairmount Park. This photograph shows the present configuration of Ridge Avenue in the REM Gateway area.
ridge to Roxborough
Largely established in the 19th and early 20th centuries, the eight or so blocks between Main and Hermit Streets climb the hill to The Ridge. Since the Avenue was the principal thoroughfare to upriver communities, Roxborough was an important center for commerce with a regional customer base. With the termination of streetcar service in 1955, the completion of the Schuylkill Expressway, and associated system of bridges and ramps, the Avenue became more of a community main street with a much smaller service area. Because of the steep slope and the curves of the street the parcels fronting the Avenue rarely have a regular geometry. As a result, building shapes are irregular and parts of the lots are left over used for parking yards, storage or lawns. Roxboroughs commercial district, between Main Street and Domino Lane, hosts 250 businesses with offerings including eclectic restaurants, home furnishings and photography stores.
This photograph shows the construction of the Ridge Avenue Bridge over the Wissahickon Creek. Photo courtesy of www.phillyhistory.org
This photograph , taken at the northwest corner of Ridge Avenue and Wissahickon/Lincoln Drive shows the approach to the REM Gateway area in 1916. Photo courtesy of www.phillyhistory.org
This photograph, taken in 1934, shows Ridge Avenue from Hermit Lane. The streetcar service was terminated in 1955. Photo courtesy of www.phillyhistory.org
Introduction
11
History and Context
The Noll map of 1890 shows the road configuration and primary landmarks from that time. It shows the pre-interchange configuration of the Gustine Lake area. It also points to a Landing and Riverside Mansion at the confluence of the Wissahickon Creek and the Schuylkill River that existed at the time.
The Sanborn map from 1930-1932 shows the early configuration of Gustine Lake
The Players
This Gateway Place is a transportation junction where roads and rail bring people together from all around. Its a place of overlapping jurisdictions and several landowners. In addition, many neighborhood advocates have a stake in the future of this place. With so many interested parties, it will take a coordinated response to affect positive change here. Many funding streams and management entities must be leveraged to reverse the complicated traffic patterns.
Charrette participants Joanne Dahme Philadelphia Water Department Stephanie Craighead Fairmount Park Commission Jennifer Barr Philadelphia City Planning Commission Mike Pini Philadelphia City Planning Commission Dave Fogel SEPTA Gary Steinberg Property owner Bernard Guet Roxborough Development Corp. Gina Snyder East Falls Development Corporation Kay Sykora The Schuylkill Project Design Team Mark Keener, Brian Carney Brown & Keener Bob Wright Urban Engineers Barbara Schwarzenbach, Greg Prichard Cloud Gehshan Associates Peta Raabe, Leslie Norvell Lager Raabe Skafte STAKEHOLDERS
Roxborough Development Corp Manayunk Development Corp Property Business Owners Tommy Guns (to) Tow Path, Schuylkill Heritage Trail Roxborough RIDGE East Falls Development Corp Art Commission Fairmount Park Planning Commmission Wissahickon Creek Wissahickon Trails
While meaningful change has long been an aspiration for this area, the forum had not been established where all of the interested players that have a stake in this land could come together to develop a unified vision. The planning process described by this document represents a new way of doing business, where representatives from government, private development, utilities and the community are coming together to bring about change to this Gateway Place.
Roxborough Neighborhoods
Private Ownership PECO PennDOT SEPTA Fairmount Park

The area is a remarkable convergence of landforms, waterways, systems of conveyance, land uses, public/ private interests and overlapping jurisdictions.
Manayunk Main Street Duran Paints, Storage - 8 ac. SEPTA Transfer Station City Line + Expressway Bridges and Ramps Schuylkill River Lower Merion
Kelley/ Lincoln Drive connectors
R6 Regional Rail
East Falls Kelly Drive Trail DVRPC PennDOT
Streets Dept
Schuylkill River Heritage Trail
SEPTA
Introduction
13
Planning Process
On July 11, 2007 key stakeholders met for a day-long shopfront charrette convened on the Gateway site. During the event, hosted by Duron Paints, and attended by representatives of key city agencies and principal property owners, a team of professional designers lead a detailed exploration into the way the place is experienced defining sources of disappointment, confusion, and missed opportunity. It became apparent that the convergence of landforms, waterways, systems of conveyance, land uses, public/private interests, and overlapping jurisdictions that converge (and collide) here creates a set of challenges that have made it difficult to implement even the most obvious, needed improvements. During the course of the discussions, the group also focused on specific underlying conditions that make change difficult; especially that PennDOT, SEPTA and PECO priorities will guide many of the decisions, and that big storm events lead to seasonal flooding here. However, everyone acknowledged that this place, at the confluence of two beautiful waterways, where the Kelly Drive trail meets the Wissahickon Trail, at the threshold to three of the citys most vibrant and interesting neighborhoods should be much more of an asset, a regional landmark. Given the array of potential destinations and the complexly folding landscape - it should be a rich experience, rather than a confusing, somewhat distressing event along the way to somewhere else. Over the course of the day, the group was able to prescribe a series of remedies for the near-term as well as innovative design solutions that acknowledge longer-term opportunities.
On a beautiful summer morning a day-long shopfront charrette convened on the Gateway site.
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
Landscape Architect Peta Raabe shares an idea with City Planner Jennifer Barr.
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.
Global Issues
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Navigation
Visual Cues
People are natural pathfinders, if you provide them with simple, clear and consistent information in their journey they will regard that place as enlightened and truly welcoming. This information system, consisting of signs and visual cues, helps people understand the layout of the place and creates mental maps helping them to navigate through it. The Gateway areas identity should celebrate these unique neighborhoods with a consistent graphic language that provides visual continuity throughout the system. The paths should consistently welcome visitors and communicate the uniqueness of the place. Honoring local landmarks and employing a unified look will emphasize the identity of the neighborhoods. This can be established through color, typestyle and form, on signage and other elements. Simple features such as plants and trees, hanging baskets, color schemes and light fixtures will help to establish this visual continuity. In general, an impactful yet understated look is recommended.
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 highlyvisited 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.
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.
Banners can be used to create a sense of visual continuity.
Ped/Bike Wayfinding Signs
Corridor. In the last ten years, vacant storefronts have given way to lively eateries and shops that serve both residents and visitors from across the region. Located only a short walk from the Schuylkill River Trail and Fairmount Park, the neighborhood is wellpositioned to become an outpost for outdoor enthusiasts, as well as an attraction for weekend visitors. creating a wayfinding system for the neighborhood. BK also suggested a location and conceptual design for a landscaped gateway into the neighborhood along Midvale Avenue. Having laid the groundwork for wayfinding in East Falls, BK began identifying appropriate locations for wayfinding elements and developing a message book that illustrates a logical sequence of directions for multiple users and multiple routes. The message book recommends ways to utilize preexisting sign systems.
Butto people Signs to direct cyclists and runners through the section from Kelly Drive the first need to know that the neighborhood exists. Theres not a Wissahickon Bridge, to the Ridge and Main intersection and on to upstream destinations are either absent or are not effective at giving direction tosingle bicyclists and sign that directs visitors to East Falls, nor any pedestrians. When bicyclists arrive in this area they often think the trail ended and that gateways that tell visitors they are in East Falls. Only they made a wrong turn along the way.
Signs are 1) sometimes blocked by foliage, 2) not located at important points of such as the train station, the business destinations Trail blaze transition, 3) too small to read while moving quickly on a bike, 4) display messages district, and the Arthur Ashe Tennis Center. and place names that are irrelevant or confusing. Additionally, a consistent system Pedestrian directional of signage is not present throughout this area and signs are not linked The withEast other Falls Development Corporation (EFDC) Orientation map at trailhead important directional cues.
a few small signs, if any, direct visitors to important
turned to Brown & Keener to plan a wayfinding Direction Philadelphia system for the neighborhood.
Regularly trim foliage
This assignment Signs and other cues are critical to show the way when urban trails move through areas emerged from a a public where the path is ambiguous or confusing. The installation of signs isimprovements also a relatively plan BK crafted to help reconnect Proposed locations for sign types. easy and inexpensive way to ease directional confusion. To make signage most effective East Falls to the river, in which BK recommended for trail users, some steps to take include:
Regularly trim foliage around existing and new signs so that they are visible from a distance of twenty feet. Locate signs at points along the trail where the surroundings signal a transition to a new segment (see diagram to right). Provide marker at Wissahickon trailhead. see Signs. Install trailblazers at appropriate intervals.. Install new wayfinding signs with appropriate place name destinations and distances. Continue to implement the East Falls Wayfinding Plan.
THE PHILADELPHIA BUILDING 1315 WALNUT ST. SUITE 900 PHILADELPHIA PA 19107
T 215-751-1133
WWW.BKURBANDESIGN.COM
Global Issues
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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.
Vehicular directional signs in the area will communicate more effectively with a few adjustments and additions:.
IN D E P E N D E N C E
Trim foliage around existing DOT signs so that the sign is visible by the motorist from a distance 200 feet and readable from no less than 100 feet. Use nomenclature consistently throughout the region Manayunk / Roxborough / East Falls Riverfront Business District.
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Change place name content to more familiar destination names. For example rather than Ridge Avenue West replace with or add Manayunk / Roxborough . Replace existing DOT signs with new DOT signs standards and use consistency in size and placement for access to major roadways (US1-City Ave and 76). Replace existing DOT signs to neighborhoods with new friendlier Direction Philadelphia wayfinding signs and destination markers.
Independence Hall
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MANYUNK ROXBOROUGH
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Atwater-Kent Museum Atwater-Kent Museum Balch Institute Liberty Bell
HISTORIC AREA
WELCOME TO
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Phil adel phia
Independence Hall
Independence Hall
Visitor Center Parking
Philadelphias vehicular sign system Direction Philadelphia provides consistent information to local destinations. When adjoining neighborhoods implement the Direction Philadelphia system they create a comprehensive vehicular wayfinding system and reinforce their connection to their city.
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Trailblazer Directional Sign
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Bicycle and Pedestrian Connections

SS EE IN IN A A H H
N SO ES
Pedestrian Amenities
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Pedestrians are generally unwelcome in most sections of the Study Area. Signalization, roadway markings and the scale and design of the roadway clearly prioritize the movement of vehicular traffic and marginalize pedestrians. In addition to these R R A negative visual cues, the general condition of roadways, bridges and sidewalks is poor. A SS S S A A Sidewalks in particular, are in need of repair in many places and are often disconnected V V from one another.
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SS O LO L A A N K K Bicyclists suffer many of the same dangers and confusion as pedestrians as they move along riverfront trails and Ridge Avenue. Trail connections are inadequate to serve riders moving from Center City and East Falls north through the Study Area and N where cyclists ride on trails, the trail should be wide enough to beyond. In Rcases RN O O B accommodate the passing of two bicycles. Where trail connections are not possible, S SB OO on-road bicycle amenities such as bike lanes, sharrows or a trail are necessary to facilitate connections for cyclists.
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No No trail trail by by the the river river
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Sidewalk Sidewalk on on bridge bridge too too narrow; narrow, creates creates abrupt abrupt transition transition from from trail; trail, disconnected disconnected from from sidewalk sidewalk on on road road
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No No bike bike lanes lanes on on Ridge Ridge Avenue; Avenue, sidewalks too RIDG E narrow narrow and and disjointed disjointed
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Pedestrian-activated signals and zebra stripes allow pedestrians to cross the street more easily
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Mid-street pedestrian warnings and illuminated smart crossings at CR corners to let motorists know that this is a place of intensive pedestrian ES activity. S Install trees, pedestrian scaled streetlights and other landscaped areas to enhance the pedestrian scale of the streetscape. Widen sidewalks to narrow the perceptual width of the roadway.
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LE LE E L H Create trail or on-road connections where there C EL are gaps in the trail system. O CH R O R Widen trails to accommodate passing cyclists.
Create bike lanes or sharrows to accommodate bicycle traffic on roads; or alternatively, develop a trail along the roadway.
Poor Poor connection connection between between sides sides of of the the road road
Wissahickon Wissahickon Trails Trails not not clearly clearly signed signed
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Trail Trail too too narrow narrow to to accommodate accommodate passage passage by by two two cyclists cyclists
Global Issues
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Vehicular Movement and Access
Ridge Avenue is a busy roadway, distributing traffic among the City Avenue/I-76 access points to the south, Kelly Drive and East Falls access points in the east and the Ridge Avenue-Roxborough bound and Main Street traffic to the north. To further complicate matters, the block between the Lincoln Drive overpass and the Main Street intersection has four driveways - three on the west side and one on the east. There is not sufficient width on Ridge Avenue to segregate left turns into these driveways, so any turning traffic often creates traffic tie-ups. The recent modernization of the traffic signal at the Wissahickon Transit Center driveways has helped to some degree, with allowances for southbound traffic to stop and clear buses entering the Center. The other two driveways on the west side of the street, which access Duron Paints and the restaurant supply company adjacent to Duron, tend to be more problematic. One possible solution to this is the combination of the two driveways to create a one-way traffic pattern around the building, which would remove one of the left-turn conflicts. This will require further study of the situation and the building operation. The Ridge Avenue/Main Street intersection presents a tight angle which facilitates some moves but not others. At present, traffic southbound on Ridge Avenue (coming down the hill) cannot turn right onto northbound Main Street, and southbound Main Street traffic cannot turn left onto northbound Ridge Avenue (going up the hill). While this is not a major prohibition, as little traffic wants to make these moves, the opening of the movie theater complex on Main Street a few years ago has created a slightly greater demand for these. The Department of Streets reviewed proposals in the late 1990s which suggested a revision of the intersection to create more of a 90-degree junction at this location, which would allow all possible movements and assist pedestrian flow at this location. When this was proposed, Main Street would be relocated onto vacant land to the west of the current intersection. Not long after this was considered, the vacant land was developed into the storage operation which presently occupies this area. Any revision of the intersection would require the purchase of this land and removal of the storage company. A further benefit of the revision of the intersection would allow the movement of the Duron buildings driveway access from Ridge Avenue onto the relocated Main Street. This would greatly enhance traffic movement on Ridge Avenue, as well as promote
better access to riverside lands that may be redeveloped in the future. Pedestrian flow across the realigned Ridge/Main intersection would be improved as one would be able to cross from the west side of Main Street to the east side of Ridge Avenue in a single signal phase, compared with the two phases that this move requires today.
Ridge/Main intersection
three adjacent driveways
Traffic signal Vehicular access

Diagram of traffic circulation on Ridge Avenue
Left-turn lane
Transit Ridership
The Gateway area is home to two important transit stations, both informally going by the name Wissahickon Station. One of these is a bus station, the Wissahickon Transfer Center, located at the junction of Ridge Avenue and the Wissahickon Creek. The other is a rail station, located along the Norristown R6 line. Improvements in the Gateway area should focus on making the experience of accessing and utilizing these transit options a comfortable and desirable option. With these two stations being located about one-half mile from one another, it is desirable that they are clearly connected and easily accessed from one another. Also, the experience of waiting for the bus or train should be comfortable and interesting. Stations should not only include amenities for waiting passengers such as lighting, seating and trash cans, but they should also relate to the geographic location they
Wissahickon Wissahickon Rail Rail Station Station
are situated in. The bus station at Ridge Avenue and Wissahickon Creek is currently undergoing a transformation that will improve conditions for waiting passengers. In addition to these amenities, the station should relate to its surroundings in a way that facilitates pleasant experiences for the passengers. In the long-term, it may be desirable to relocate the Transfer Center further up Ridge Avenue to be a part of potential adjacent development and closer to the Wissahickon Station. Passengers would be able to move more easily between the two transit modes and development could proceed in a transit-oriented manner.
Facilitate safe pedestrian connections between the two stations by widening and improving sidewalks, improving signage and introducing a landscaped edge between pedestrians and vehicles. In coordination with existing improvements to the bus station, take steps to enhance views for waiting passengers. Relocate vehicles and remove other hazards from around the location of waiting passengers.
Proposed Location Location of of Proposed Staircase to to Rail Rail Station Station Staircase
Potential Potential Site Site for for Relocation Relocation of of Transfer Transfer Center Center Possible Possible future future Redevelopment Redevelopment site site Wissahickon Wissahickon Transfer Transfer Center Center
An example of Transit-Oriented Development in South Orange, New Jersey. Global Issues
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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.
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.
Future investment in the public landscape should focus on: Establishing landscape design standards that will guide the aesthetic of landscaping and other public realm interventions. Establishing jurisdiction for all publicly owned or ambiguous spaces. Assign responsible parties to be in charge of the improvement and maintenance of this land. Developing maintenance standards for all publicly owned or publicly used spaces.
Civic Infrastructure
Places communicate. The civic infrastructure of a place, including the width of streets, streetscape furnishings and the presence or absence of sidewalks causes impressions for people about the nature of the place that, in turn, informs their behavior. Presently, as noted elsewhere in this report, this area sends the wrong message. Because many elements of the civic infrastructure look poorly maintained, many people disregard this area as lacking civic value.
In addition to improvements related to the natural landscape features noted above, three areas of improvement are recommended that relate to the civic infrastructure of the place. Civic structures should be updated and celebrated. For example, the bus shelter on the north side of Ridge Avenue, across from the SEPTA Transfer Station, can be made more beautiful so that it serves as a landmark for the area rather than an afterthought. Such efforts increase pride in a place and help transit users to see the area in a positive light. Bridges in the area can be highlighted and celebrated. For example, the historic R6 rail bridge that crosses the Wissahickon Creek should be lit up at night. Remnants from the historic fabric of the area can be uncovered and preserved to signal the history and civic beauty of the area. For example, the beautiful nineteenth century railings on the Ridge Avenue Bridge over the Wissahickon should be regularly maintained and painted, and the graffiti and etchings should be removed. As the Schuylkill Trail is maintained more regularly, it will attract new users and effectively increase safety and security.
The railing on the bridge over the Wissahickon Creek should be restored.
The cycling mural at the base of the Wissahickon Rail Station is a typical Philadelphia landmark. Global Issues
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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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Constructed in the early 1960s, the Gustine Lake Interchange is located at the intersection of several busy roads. It ties together the east end of City Avenue, the west end of Lincoln Drive and the north end of Kelly Drive, with ancillary roadways to connect these roadways to adjacent Ridge Avenue. It serves as a traffic distributor among these highways and ties them to I-76 across the Schuylkill River via City Avenue. Because of its compact area, it forces drivers to make quick decisions that often involve multiple lane changes. Currently, it does not meet current standards for distances between decision points. Additionally, it provides inadequate signage to direct those who are not familiar with the ramps. Some of the compass directions given on this signage is not intuitive and does not properly reflect what drivers may think is the correct direction (e.g. Ridge Avenues directions are shown as east and west, when the street carries north-south address numbers and has a compass orientation closer to north-south than east-west). Nearly all of the 20+ acres in the area between the creek and SEPTA R6 Regional Rail tracks and Schuylkill River is controlled by PennDOT and is given over to ten or so highway-type ramps and a few outparcel uses creating a strange, largely vacant, suburban landscape.
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Recommendations
1 2 3 4 5

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
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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

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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
The Gustine Lake Interchange
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
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proposed configuration
This drawing shows the potential changes to the Gustine Lake Interchange.
Ridge to East Falls
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Motorists approaching from the east along Kelly Drive encounter signs to Ridge Avenue West. Though technically accurate, it is a street name encountered nowhere else. It would be much clearer to mark the way by indicating familiar place names. Ambiguity and confusion is compounded as one leaves the riverside parkway bearing onto a visibly deteriorating flyover ramp and then merging with north bound traffic from the City Line Avenue bridge which then curves to the west merging into an acute RID GE AVE signalized intersection with Ridge Avenue all within the span of 20 seconds. S
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The following efforts will signal to motorists that this is a gateway area. Install and maintain themed gateway planting. Distinguish eastbound and westbound movement by plant selection color, seasonal characteristics, texture. For example, roadside slopes along eastbound ramps could feature grasses a reference to East Falls Gateway planting; westbound connecting ramps might be lined by low plantings that have leaves and stems with a similar red cast a theme that could be carried both up Ridge Avenue and down Main Street for a way. Appropriately maintain roadway landscape. Change or add more familiar destination place names to DOT signs. For example, rather than Ridge Avenue West say Manayunk / Roxborough SC HU or Manayunk / Roxborough, Ridge Ave West. This will signal that motorists YL KI are entering a new neighborhood. LL Install additional signs to indicate upcoming exits 200 feet prior to ramps.
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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. Existing Sidewalk 4
The trail will be widened to accommodate the heavy use that occurs there.
New Trail Alignment 8

Ridge to East Falls
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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.
Gateway to East Falls
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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.
Ridge to East Falls
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Gateway to Manayunk and Roxborough
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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.
Implementation of Proposed Projects
The projects described in this section include major capital investments and small, incremental interventions. This suite of improvements will require vision and extraordinary coordination to implement, but the result would be a monumental investment of the century. Some of these improvements are already happening. The trail widening between the East Falls Riverfront Business District and the Wissahickon Creek is expected to break ground this spring. Other projects, like the reconfiguration of the Gustine Lake Interchange would be integrated into plans that are already underway for that area. All of these efforts will require the coordination of public and private institutions and the neighborhoods that they serve.
Recommendation
1a 1b 2 3 4 5 6 Bridge to Ridge trail improvements Bridge to Ridge trail maintenance
Global Issue
Bicycle and Ped Connections Bicycle and Ped Connections
Cost Agency
$$$ $$ $$ $$ $$ Fairmount Park Fairmount Park; Schuylkill Project Streets Dept. EFDC; PennDOT; property owners PennDOT
Related Plans
Upper Schuylkill Master Plan Upper Schuylkill Master Plan
Implementation Details
Construction planned for Spring 2008 Regular maintenance to occur several times/year
Improve pedestrian safety in Bicycle and Ped the 4800 block of Ridge Ave Connections Create a gateway along Ridge Ave corridor Bicycle and Ped Connections
Amenities to be added incrementally Installation to occur after interchange redesign and construction A scheduled rebuilding of the interchange to occur 2010-2012 Installation would occur after interchange redesign and construction Upper Schuylkill Master Plan Trimming could occur 1-2 times/year in spring and summer
Simplify the signage system Vehicular Movement and throughout the interchange Access Reconfigure the Gustine Lake Interchange
Vehicular Movement and $$$$ PennDOT Access $$ PennDOT; Schuylkill Project; new Friends Group? Fairmount Park; Schuylkill Project
Install and maintain themed Vehicular Movement and gateway plantings Access Maintain signs and sight lines by trimming overgrown vegetation Urban Landscape Amenities
Ridge to East Falls
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As a crossroads, many different users move through this area for many different reasons. Because motorists from several roads are funneled into this one segment, there tends to be a bottleneck effect in this area, with traffic being particularly congested. This area is also a meeting point for several different trail segments, though trail amenities are often lacking or nonexistent. To reduce confusion and congestion, a clear hierarchy of use should be established. Recommendations for this area relate to enhancing the functionality of the transit stations, streamlining vehicle circulation patterns, introducing new pedestrian amenities and ensuring trail connections.
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Improve trail approach to Ridge Avenue Improve ped/bike wayfinding signage Introduce new pedestrian amenitiessignals, 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

Restore railings on bridge

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Sufficient space exists behond the movie theater and diner for a waterfront trail to be introduced.
The Pencoyd Bridge is currently blocked for access to trails in Montgomery County
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Space for a trail on the north side of Ridge Avenue is limited. With the overgrown vegetation, there is barely enough space to walk on the sidewalk.
On Ridge Avenue, cyclists te and pedestrians tend to ride/ walk on the sidewalk on the south side of the street, though the route is harardous.
The trailhead to the Wissahickon, across the street from the SEPTA Transfer Center, is understated and poorly marked.
Overgrown vegetation and the narrow sidewalk PECO transformers behind the SEPTA In the self-storage area, waterfront access is blocked. Transfer Station will make trail placement behind the SEPTA Station more difficult. makes biking and walking on the ramp to Kelly Drive quite dangerous. This path will soon be widened by the Fairmount Park Commission.
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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.
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.
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
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.
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Link to Lower Merion Trails. The waterfront trail and/or on-road connections lead to the Pencoyd Bridge, which connects to trails in Montgomery County. There is plenty of waterfront space to bring a trail behind the movie theater and parking lots.
On roads and sidewalks: Marked crosswalks, smart crossings and sharrows can help to promote ped/bike safety.
On-road trail: Alignment would need to cross the Wissahickon Creek, the SEPTA Transfer Station and several driveways.
DiNEr mOviE thEatEr SELFStOraGE DurON PaiNtS PEcO
Cyclists can ride on Ridge Avenue as an alternative link between this area and the Kelly Drive trail downriver. SEPta
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The Self-Storage facility blocks the waterfront trail connection.

green Route: Riverfront Trail Red Route: Ridge Avenue Multi-Purpose Trail Orange Route: On-Road Ped/Bike Amenities
Possible bridge and pathway to bypass the on-road alignment would require a path through or next to the PECO site.
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PennDOT bridge removal will create safer conditions for pedestrians on Ridge Avenue.
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Green Route: Waterfront Trail
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Pros
This alignment would make a direct visual and physical connection with the Schuylkill River. This alignment would be a preferred approach of recreational trail users. Public waterfront access has already been negotiated with property owners.
Cons
1) Establish new trail connections where possible. Trail widths and materials should be consistent with the rest of the trail system. Recommended Guidelines 2) Trim back overgrown vegetation above and next to trails. 3) Fix crumbling river walls next to the trail. 4) Prevent erosion of river banks through structural reinforcement. 5) Selectively remove vegetation from the river banks so that trail users can see the river. 6) Plant native vegetation on river banks where appropriate.
Construction could be held up by years of permitting. A path through the PECO or SEPTA site would have to be negotiated to bring people back to the waterfront.
Red Route: Ridge Avenue Multi-Purpose Trail
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before after
Pros
1) Create a dedicated trail on the street that is separated from traffic. Recommended Guidelines 2) Install stripes and symbols to separate bikeway lanes. 3) Create a vegetative barrier between vehicle lanes and the bikeway. 4) Create a vegetative barrier between bikeway and pedestrian mixed use area that can be used to capture and infiltrate stormwater coming off the road. 5) Create a zone for strolling pedestrians in the mixed use area.
This alignment would connect the Kelly Drive Trail with Manayunk without forcing cyclists and pedestrians to cross traffic. This alignment could be installed as part of new potential development on the site. This alignment would be highly visible to anyone passing through the area.
Cons
This alignment crosses the SEPTA Transfer Station as well as several driveways, which would raise ped/bike safety concerns
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Orange Route: Ridge Avenue Bike/Ped Improvements
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Pros
1) Trim back overgrown vegetation Recommended Guidelines 2) Add sharrows, or pavement markings, to remind drivers of the presence of cyclists on the road. 3) Add gateway signage announcing the entrance to Roxborough.
This alignment could be implemented quickly and simply.

Cons
This alignment forces trail users to cross the heavy traffic on Ridge Avenue and then cross again less than a block later if they want to go to Manayunk. There is insufficient space to widen the sidewalkin any way. Space will be tight for accomodating volumes of trail users. Sharrows on the road will help cyclists move Up the Ridge, but will cause safety conflicts for those traveling to Manayunk.
Yellow Route: Ridge Avenue Bike/Ped Improvements

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Gateway to East Falls

1) Add sharrows, or pavement markings, to remind drivers of the presence of cyclists on the road. Eliminate parking on the south side of the road to accommodate cyclists. 2) As a result of planned bridge removal in the Gustine lake Interchange, traffic from the Interchange will meet Ridge Road at a T intersection. 3) Plant and maintain a landscape that is inviting to cyclists, pedestrians and motorists as they enter East Falls. 4) Use banners to signal the gateway into East Falls.
Recommended Guidelines
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create a New Bicycle/Pedestrian Bridge

Plans for a bridge over Wissahickon Creek for pedestrians and bike riders have been on the shelf for years. Conceptual drawings have been prepared for a single span structure with non-bearing elements connecting to the stone abutments on the creek banks. Questions have arisen about whether support should bear on the historic stone abutments (remnant from an 18th century span) in the creek bed just downstream from the present bridge. Though they appear robust, and they have been there for over a century, engineering evaluation concluded that they bear directly on the creek bottom and have no structural foundations. Another complicating issue is that the structural connection at the bank on either side will be difficult because of periodic flooding.
on the south side of Ridge Avenue through this segment find that they need to cross two major thoroughfares in order to walk up Ridge Avenue to the rail station. Cross walk signals maybe used here to allow pedestrians to safely cross the street. In addition to signals and crossings, the streetscape should be modified in this area to signal that this is a pedestrian zone. New landscaped areas should be introduced, including street trees, pedestrian scaled street lights and wider sidewalks. These interventions will narrow the perceptual width of the roadway and allow for safer pedestrian movement through this area.
enhance improvements to the SEPTA Transfer Station

SEPTAs Wissahickon Transfer Center on Ridge Avenue serves nine bus routes active day and night - providing both express and local service to and from Center City. The facility was formerly an electric substation for trolleys and trackless trolleys. A complete overhaul of station operations and appearance is nearing completion. Waiting and boarding is now designed to occur back from the street in a handsome expanded shelter. People however, continue to wait on the sidewalk. In addition to a more accommodating waiting area, other improvements are informational signage, new traffic signal functionality to actuate the stop light for crossing pedestrians and bus turns onto Ridge, as well as new bike racks, lights, trash cans, benches, and ornamental fencing. The project also retained a small masonry structure that houses employee rest rooms and lunchroom and a storage facility for the Regional Rail Divisions Signal Department. In general, the new arrangement reduces congestion and conflicts with through traffic when buses are boarded in the right lane of Ridge Avenue. The improvements make for more efficient vehicular movements and a better, safer boarding experience. However, the presence of the transfer station and the PECO electrical substation behind it create a barrier to enjoyment of the Schuylkill and Wissahickon waterfronts. Though the historic and technical reasons for these utilitarian functions being located at this site may no longer be relevant, the public investment in the supportive infrastructure makes relocation unlikely. In an effort to deal with this land use conflict, a plan should be developed to mitigate the negative impacts of the PECO. transformers on future use of the area.
Improve ped/bike wayfinding signage

As pedestrians and cyclists move in to this area from the Kelly Drive Trail along the river, they must follow along Ridge Avenue in order to reach trail segments further upriver. This segment can be a confusing experience for pedestrians, since the area is poorly signed and changes abruptly from adjacent trail segments. Directional signs should be installed to direct people to destinations up or down the river.
Introduce new Pedestrian AmenitiesSignals, Crossings, landscaping

Until quite recently pedestrians felt unwelcome on this section of Ridge Avenue. There was, for example, little accommodation for crossing; both signalization and roadway markings clearly prioritized the movement of vehicular traffic and marginalized pedestrians. Two recently implemented accommodations have made the pedestrian experience more comfortable: crosswalks at the intersection of Ridge and Main ana ped-actuated traffic signal at the bus transfer station (just west of the Wissahickon Bridge). This enables transit riders to cross Ridge Avenue to get to the west-bound bus shelter, as well as the stairway to the R6 train station. Other mid-street pedestrian warnings and/or illuminated smart crossings may need to be installed at points along Ridge Avenue to let motorists know that this is a place of intensive pedestrian activity. One place where this may be appropriate is at the fork in the road between Main Street and Ridge Avenue. Pedestrians who have been walking
simplify Truck Access on Ridge Avenue

There are several commercial operations on the south side of Ridge Avenue. The eight+ acre site is privately owned and hosts several land-intensive types of businesses - a self-storage facility, a paint store with a mostly contractor clientele, and a specialized warehouse and distribution business that supplies restaurants with perishable food items. Delivery and loading activities for these operations generate a significant amount of truck traffic. Large tractor trailers arrive throughout the day and night for the distributor, and a constant stream of small trucks arrive in the mornings between eigh and eleven am as contractors stop by for materials needed for the job-of-the-day. Turning movements are complicated because of the short distances between curb cuts, the intensity of bus operations, passengers crossing the Avenue between boarding areas, and because of the acute angles of intersecting roadways. Traffic flow and turning movements are further encumbered during the operating hours of the take-out foodery across the street. Overall, the frontage operates like an industrial work yard. Within 600 of the bridge there are six driveways.
Alternative A | Make the one-way movement of tractor trailers through the site more conspicuous so that truck drivers always enter the western-most entrance Alternative B | Make the western-most entrance the only access to the loading docks.. Create a more accommodating parking lay-by arrangement for the retail frontage that includes a generous ROW for a multipurpose sidewalk/trail. Alternative C | A longer-term resolution that could become viable as uses change is to realign the Ridge/Main intersection through the revision of the Main Street approach to curve through the current storage facility site and intersect Ridge Avenue at a 90degree angle. The driveway access to the complex would then be relocated to the new Main Street alignment, removing two busy driveways from the Ridge Avenue frontage. This would provide direct access to the site as well as allow for approaching east bound traffic on Ridge to turn right to Manayunk and for vehicles traveling east on Main to turn left to Roxborough. This scenario is encumbent upon the consolidation of ownership.
improve Transit Station Accessibility

The Wissahickon Transfer Center and the R6 Wissahickon Rail Station are relatively far apart from one another and the connection is difficult, requiring a steep climb up a very long flight of stairs and a long walk along a narrow sidewalk pressed uncomfortably between an overgrown embankment and fast-moving traffic. This walking connection should be improved to enable a smoother transfer between bus and rail. Overgrown foliage on the north side of Ridge Avenue should be pruned back. Pedestrians will be more comfortable walking along that sidewalk when they do not feel pressed to the curb and the traffic by foliage. Finally, through improvements to the Wissahickon Transfer Center have recently been completed, it would be worth reconsidering its long-term location. The redevelopment of the Duron Paints site will open up the possibility for relocation of the existing facility up the road to relate more closely with the rail station. The new development can become a Transit Oriented Development.
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Dedicated driveway for trucks
Existing Driveways
Driveways into Duron Paints
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Implementation Steps
Implementation of most of the initiatives in the immediate Gateway area must be pursued in a coordinated way by Fairmount Park, PennDOT, PECO, and SEPTA all organizations for whom it is difficult to allocate staff time and resources for complicated, place-specific projects that may appear to support their primary mission in only a tangential way. One of the main purposes of this document is to illustrate the remarkable outcomes that can be accomplished by that collaboration, to acknowledge the complexities, and to frame a process for moving forward in a logical, incremental way.
Recommendation
1 2 3 4 Improve trail approach to Ridge Avenue Improve ped/bike wayfinding signage Introduction of new pedestrian amenities Establish new trail connections New ped/bike bridge
Global Issue
Bicycle and Ped Connections Bicycle and Ped Connections Bicycle and Ped Connections Bicycle and Ped Connections Bicycle and Ped Connections
Cost Agency
$ $ $$ $$$ Fairmount Park, SP; SEPTA; PennDOT Fairmount Park; SRNSHA; SP PennDOT; SP Fairmount Park; PECO; SEPTA; private developer PennDOT; Fairmount Park; SP; Canoe Club PennDOT
Related Plans
Upper Schuylkill Master Plan
Maintenance of vegetation on creek banks to occur 2x/year Coordinate with SRNSHA and Fairmount Park in order to install directional signage Installation of amenities to be coordinated with new trail connections
Upper Schuylkill Master Plan
Development of new trail connections to be coordinated with future development Plans for bridge construction must be coordinated with new trail connections Change in traffic pattern can occur immediately with drivers being alerted by new signs or pavement markings
5 6
$$$ $$
Urban Engineers Feasibility Study
Improve truck circulation on Vehicular Movement Ridge Avenue and Access SEPTA Transfer Station improvements Transit Ridership
$$$$ SEPTA; PECO; SP
Construction plan for new station
Most improvements have occurred already; Follow-up to assess that all changes have occurred New connections to occur through streetscape improvements, signs, crossings and potential relocation of Wissahickon Transfer Center
Improve R6 Wissahickon Rail Transit Ridership Station accessibility
$$
PennDOT; SP
Restore railings on Ridge Avenue Bridge

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Improve graphic identity at the fork in the road Define the Roxborough district through a system of visual cues
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stable residential neighborhoods lie along this corridor, along with transportation
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amenities, neighborhood businesses and historic remnants of the urban fabric. This
section of Ridge Avenue however, does not give the impression of a place where people live and work but instead reads as a throughway for traffic. Simple physical changes can be made to the Avenue to improve conditions there.
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Improve Graphic Identity at the Fork in the Road

The quote, attributed to Yogi Berra when you come to a fork in the road, take it is so comically quixotic because you must ask yeah, but which way Yogi? how could you possibly know in the absence of more information? The fork-in-the-road intersection at Ridge and Main is like that. The way down to the left welcomes you to Manayunk with a grandly retro hello. What about up to the right? The presence of Roxboroughs Ridge Avenue is absolutely invisible at its own front door. One would presume that Roxborough residents and business owners preferred the Ridge to remain secret, but of course that isnt the case. More information is needed. This is an important, not-to-be-lost opportunity to present Roxboroughs commercial district as a destination. Given nearby activities, surroundings, and roadway geometries, drivers already encounter an abundance of signage graphics and decisions to make, so the message must be presented in an elegant, legible way. Positioning a Welcome to Roxborough message alongside Main Streets welcome does that and resolves the curious, confusing ambiguity when a singular destination is offered at an obvious fork in the road. The monumental Welcome to Main Street Manayunk sign armature could hold both the: to MAIN STREET MANAYUNK message, and (on the Ridge Ave. side) also mark the threshold to Roxborough. Drawings, discussions and alternatives will eventually lead to an agreed-to approach, and adequate confidence about costs ready to move forward with design development, engineering, PennDOT approvals, funding, management and maintenance commitments, and then on to fabrication and installation.
Moving downtown can become simpler and more pleasurable. When key points along the way offer direction, arrival to the district is clearly celebrated, and potential destinations and parking are attractively signed, geographical distance becomes less of an obstacle. This system of wayfinding and welcoming is also essential for radio, print and web-based promotion to be effective. There are several key intersections along the length of Ridge Avenue between Main and Hermit Streets. These include Main and Ridge, Osborn and Ridge, and the Hermit, Pechin, and Manayunk intersections. Concentrating improvements at these intersections will maximize their impact while increasing the continuity of the districts identity. Clear identification of the district at the fork in the road between Ridge Avenue and Main Street is critical. The opportunity also exists for further reinforcement of the district threshold at the Hermit Street and Ridge Avenue intersection. Also, the pedestrian corridors to and from the local transit stations, if improved and maintained, will heighten the feeling of welcome for people who arrive to the district via mass transit. Interventions to mark the edges of the Roxborough neighborhood should be of a scale to match the width of the road and vehicle speed. A combination of pedestrian scale directional signs and larger graphics oriented towards vehicular traffic will contribute to an attractive and distinctive place for all users. Signage intended for vehicles can indicate destinations further up the Ridge and beyond. Signage should celebrate the Roxborough neighborhood as a destination and also a gateway to communities beyond. Defining a place may be achieved in a variety of ways. Recognizing a critical mass of destinations and interests through signage and banners increases awareness of what the district has to offer to those passing through. A consistent quality of signage and furnishings can help to define the district in a positive way. Distinctive visual elements, such as murals, brightly colored infrastructure, or masses of a signature plant type serve as orientation devices and definers of the neighborhood edges. The Roxborough neighborhood can gain identity as a consistent pedestrian commercial corridor, lined with street trees and punctuated with attractive graphics and street furnishings, with a celebrated entry and clearly defined edges.
Define the Roxborough District through a System of Visual Cues and Signage
The identity and gateway system introducing the presence of Roxboroughs commercial district needs to operate across a broader geography not just at the Ridge/Main intersection. These identity elements, different from those available in the disbanded Direction Philadelphia program or Fairmount Parks sign system, will welcome and direct the visitor to the hill. A gateway sign at the top of the hill will announce your arrival to Roxborough center. This should be a unique gateway similar to East Falls and Manayunk but may be as simple as a Direction Philadelphia district marker.
Signage at the Ridge Avenue/Main Street Fork
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Signage at the fork in the road between Main Street and Ridge Road should emphasize the choices for motorists and use familiar place names to show direction.
Ridge to Roxborough
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Improve the Ridge Avenue Streetscape Environment

From the intersection of Ridge and Main it is a half-mile up a steep hill to Roxboroughs downtown. This section of the Avenue runs at a diagonal to surrounding blocks. Many of the buildings face the street at an angle and the intersections seem too wide. Though the curving street alignment sets up some interesting views terminated by handsome facades, the overall impression is dominated by jersey barriers, telephone lines, unremarkable buildings, parking lots and an expanse of asphalt. Along this ascending roadway are two modest indications that something is going on. Plastic flowers in plastic baskets hanging from vehicular scaled light fixtures and small, pale banners periodically line the street. A pronounced gateway, which could be largely horticultural, at the Ridge/Osborn intersection right after the initial ascent should be followed by better banners, pedestrian scaled light fixtures, SEPTA bus shelters, and street trees where there is adequate dimension. These amenities will diminish the sense of the distance up (or down) the hill and create the kind of convivial streetscape that will make people feel welcome, even if they are not quite sure where they are yet. Clearly designated crosswalks and widened sidewalks could further improve the pedestrian character of the streetscape. Selected street tree species should become substantial enough to mediate between the large scale of the street and the smaller scaled houses along it. A streetscape plan prepared in the fall of 2004 for the Roxboroughs entire two-andone-half mile commercial corridor from Domino Lane to Main Street includes specific recommendations for improvements to the Down the Ridge streetscape. Most of the project cost is allocated to replacing the Jersey barriers and sidewalk and crossing improvements to make for a more comfortable, convenient and safe pedestrian environment. If implemented, these improvements would also present a cared-for, welcoming public realm that would create a positive impression on visitors traveling further up the corridor to the commercial district. The 2004 plan does not address the appearance, identity, or gateway issues for the section of Ridge below Osborn to the Ridge Main intersection. Specific improvements recommended in the plan include: New banners, street signage, landscaping and ornamental fences New gateway feature at Ridge and Osborn traffic island
The current streetscape environment on Ridge Avenue toward Roxborough.
New sidewalks and curbs from Wissahickon Station to Osborn Sidewalk widening from SEPTA bridge to Osborn Curb bump-outs at Pensdale, Walnut, Markle, Hermit, Pechin, Manayunk Crosswalks at Mitchell, Pechin, Salaignac, Manayunk, Terrace, Vasser, Osborn, Kalas, and Sumac Mid-block crossings at Pensdale, Markle, and Osborn New trash cans between Walnut/Hermit and between Manayunk/Osborn New bus shelters at Walnut, Manayunk, Osborn based on Transit First Bollards to replace the Jersey barrier between Osborn and Main
The issue of bumpouts and mid-block crossings has not received much attention from the Streets Department so far. Because this has been a major stumbling block in the past, it may be necessary to pursue such an intervention in just a few places to start. For example, bumpouts at Hermit, Walnut and Manayunk will be more difficult to construct since almost all of the cartway space is in use at these intersections. A redesign of Walnut Lane to narrow the east approach is probably more appropriate. Ridge Avenue opens to add a second westbound travel lane just north of the Main Street intersection as it climbs the hill near Wissahickon Station. This lane ends just south of the Rochelle Avenue intersection. Ostensibly, its purpose is to allow slower-
moving trucks and buses on the upgrade to move out of the way of other traffic. It is used quite frequently by SEPTA buses as it allows them to make service stops at the Wissahickon Station and Rochelle Avenue and pull out of the traffic flow for these stops. The lane can be used by automobiles exiting the Wissahickon Station parking lot headed north on Ridge Avenue as well. The lane could be removed if desired to allow the cartway and lane widths to be narrowed. If this is desired, it would be prudent to retain portions of the lane at the Station and Rochelle Avenue to be used by buses making their service stops. The current concrete barrier in the area of the railroad bridge should be reconsidered. While some of this barrier is needed because of the severe drop off on the west side of the bridge, a more aesthetically-considered barrier would be useful.
plant street trees on targeted blocks of Ridge avenue

The streetscape along Ridge Avenue toward Roxborough can be improved not solely for pedestrian connectivity, but also for the overall aesthetic quality of the street and the experience of moving along it. A feasible mechanism for doing this is to plant street trees in those blocks that lack this type of civilizing treatment. Blocks that should be targeted for street trees include Manayunk Avenue to Lauriston Street, Pechin Street to Mitchel Street and Mitchell Street to Hermit Street. Many of the existing street trees that are planted along Ridge Avenue include pears and Japanese zelkova, which have a dense canopy and cast a dark shadow. Fairmount Park approved street trees that might be more appropriate in this location include the Golden Raintree, Koelreuteria paniculata, the thornless honey locust, Gleditsia triacanthos, or even the American redbud, Cercis canadensis. Each of these species has a fairly open canopy and grows well in urban conditions like Ridge Avenue.
The road in front of the Wissahickon Rail Station could be narrowed.
introduce landscaping to important sites along ridge Avenue

In addition to landscaping, certain sites along Ridge Avenue could be improved through simple landscaping treatments. Simple grass buffer strips and tree planting can do a lot to make a business more inviting and a street much more pleasing to walk along.
The concrete barrier could be redesigned to be more aesthetically pleasing. Ridge to Roxborough
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Street Trees on Ridge Avenue
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Certain blocks of Ridge Avenue are in need of simple landscape amenities to enhance the pedestrian experience. The block between Pechin Street and Mitchell Street is on of the segments that could be improved with street trees.
Landscaping at Area Businesses
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The environment along Ridge Avenue could be greatly improved through simple landscape enhancements to businesses that people visit regularly.
Ridge to Roxborough
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highlight important landmarks

To signal the entry into Roxborough, important landmarks should be highlighted to act as series of gateways into the neighborhood. For example, on the retaining wall below the R6 Wissahickon Station is one landmark that signals the entry into Roxborough. This is the monumental mural Manayunk Views: depicting racing cyclists against a tromp loeil background of the historic Reading Rail bridge over the creek. Completed in 1997 by artist Tish Ingersoll, it was commissioned by CoreStates Bank as a way of promoting the famous annual competition. After a decade, it may be time to refresh its message perhaps with contemporary gateway themes related to the river, commerce, and the tri-community destinations that surround this place. Moving further into Roxborough, the tall historic smokestack that occupies much of the windshield-view skyline as you approach the first turn belongs to the Wilde Yarns. Built in 1884, the facility continues to produce wool yarn for industry and individual purchase on Ebay. The high wire transmission tower, also prominent at the approach to the first turn, is one of many following the original PG&N rail lines through Manayunk. Designed during an era of innovation in both transportation and power generation, the upper part of the structures deliver high voltage power from auxiliary generating stations for the Philadelphia Electric Company, while the lower portions carry wires to electrify the trains. Today this track serves the SEPTA R6 regional line to Norristown. Here, the Jersey barriers and cell tower could be painted an unusual, unforgettable color to indicate that something wonderful is going on here. Refreshing the historic 1884 date markings on the chimney could also be refreshed.
The mural at the Wissahickon Rail Station
Establish a true gateway into roxborough at Hermit street and ridge avenue
The intersection at Hermit Street and Ridge Avenue should be designed to serve as a true gateway into Roxborough the topography finally flattens out, the roadway aligns with the neighborhood grid, and the motorist can attend to something other than just navigating the road. A prominent sign could be used to signal this official gateway into the neighborhood. Plantings on both sides of the street should be used to frame the view of the intersecion and what lies beyond. In addition, a more prominent land use should be developed on the lot where an abandoned gas station currenty sits.
The historic smoke stack at Wilde Yarns
New Buildings on Vacant Lots
before
after
Because the intersection at Hermit Street and Ridge Avenue acts as a clear gateway into Roxborough, it is important that the vacant gas station parcel be converted to a more prominent use. Future development on this site fit in with the urban context of Roxborough rather than exhibiting a suburban form. Any future building should fully utilize the corner, be sited close to the road and integrate features such as awnings to engage pedestrians walking by.
Ridge to Roxborough
57
Implementation Steps
In the fall of 2007 the Citys Commerce Department, the Philadelphia Industrial Development Corporation (PIDC) launched a project, ReStore Philadelphia, that will bring millions of dollars to improve many of the citys neighborhood commercial corridors. Of this amount, up to $500,000 is dedicated for Ridge Avenue. Decisions about how to allocate the funding among public realm elements such as lighting, crosswalks, street trees, and sidewalks should take into account that the 2004 plan for the corridor projected that to bring the normal elements of a hospitable outdoor retailing environment would (adjusted for inflation ) take about five times the $500,000 available from the ReStore Project.
Recommendation
1 2 Improve graphic identity at the fork in the road Define the Roxborough district through a system of visual cues and signage
Global Issue
Navigation Navigation
Cost Agency
$ $$ RDC; MDC RDC; PennDOT
Related Plans
Sign design and implementation to be guided by the Roxborough and Manayunk communities Design and content of wayfinding signage should be guided by the approaches used in East Falls by the EFDC- this approach combines signage designed developed by the Direction Philadelphia program, as well as Fairmount Park and PennDOT
3 4
Improve the Ridge Avenue streetscape environment Plant street trees on targeted blocks of Ridge Avenue Introduce landscaping to important sites along Ridge Avenue Highlight important landmarks Establish a true gateway into Roxborough
Bicycle and Ped Connections Urban Landscape Amenities Urban Landscape Amenities Urban Landscape Amenities Urban Landscape Amenities
$$ $
RDC; PennDOT RDC; property owners; Fairmount Park; Streets Dept. RDC; property owners
2004 Streetscape Plan
RDC to coordinate imrprovements along the Avenue Tree plantings must be coordinated with property owners and local tree tenders group to assure long-term viability of plantings
6 7
$ $$
RDC; SEPTA; PennDOT; Mural Arts RDC 2004 Streetscape Plan Gateway to be reinforced through coordinated tree plantings and redevelopment of the vacant site at Hermit and Ridge
ALTERNATIVE FUTURES FOR THE WATERFRONT
It is anticipated that the initiatives related to specific improvement projects for signs, streetscapes, roadways, landscape, and trails will be taken up by the public agencies and organizations that are typically responsible for these activities. Where resources are not available, they could be funded and implemented by some other interested entity. There is however, a critically important longer-term, big-picture initiative that will determine the overall destiny of the area. The 5000 Block of Ridge Avenue is an 8 acre waterfront site that is presently occupied by a building supply store, a self storage facility, and a distribution warehouse operation. Though all allowable uses under the present G2 zoning classification, there has been a growing anticipation that riverfront industrial-type uses are likely to be displaced, especially in locations where the river is not used to transport materials or product. This has usually been a welcome change in city neighborhoods with public transit assets that can support mixed use development and where investors perceive a ready market demand. What would a the new waterfront place look like and how should present development regulations respond to allow and encourage that to happen?
Alternative Futures
59
Alternative Futures for the Waterfront
Existing Conditions
No access to the waterfront currently exists in the area between the Wissahickon Creek and the Manayunk Canal Towpath. The high amount of trucks that use the current site takes away from pedestrian friendliness, even on the sidewalk. No landmark buildings exist on the site, giving a suburban feeling to these warehouse style buildings.
Top: The view of Ridge Avenue looking toward Manayunk. Bottom: The right of way between PECO property and the waterfront site.
Option 1: Conventional development

Self-contained, residential community The waterfront area is preserved for community use, but no breakthroughs exist for people to move through the community to get to the water The waterfront space may or may not be publicly accessed along the riverfront Limited retail will be included in this mostly residential community
Alternative Futures
61
Alternative Futures for the Waterfront
Option Two: Promenade Place

The organizing feature of this community is the promenade through the community The promenade is based on a strong sight line between the bikeway on Ridge Avenue and the river The promenade area presents an opportunity to incorporate anchor retail into the community
Option Three: River Village

Pedestrian scale walking paths extend through the community Several walking paths connect the bikeway on Ridge with the waterfront Access to water happens at the end of these paths at small overlooks Small retail area near bus station and in the green mall area caters to specialty retail Village character
Alternative Futures
63
Alternative Futures for the Gustine Lake Interchange

Louisville waterfront park
Major reclamation of large waterfront space Offers large civic event spaces as well many private event spaces. Attracts several types of people and activities Relinks downtown to water, and to other recreational destinations
24.5 acres (19 football fields)
MILLENIUM PARK, Chicago

Reuse of railroad yard linking Grant Park and waterfront Large civic ammenities & architectural details Park has apprecialted the area socially and economically greatly
Olympic park, seattle

Connects 3 industrial sites into 1 waterfront green space. Also doubles as an outdoor extension to art museum Strategically traverses major traffic lanes as well as a major frieght train line Large public greenspaces including a beach and sculpture garden. The site offers an ecologically diverse outdoor area for the downtown
GORGAS PARK
Large public space for a community with little public land Activities for sports, children, concerts, & relaxing Joins nieghbors from Roxborough amd Manayunk
21 acres (16 football fields)
RITTENHOUSE SQUARE
Situated between very populated residential & buisness districts Urban oasis boosting plenty of seating, trees, and community integrity Extremely safe and well populated at all hours of the day
5.73 acres (4.4 football fields)
Gustine Lake Interchange
37 acres (28.5 football fields)
Situated between three prominant neighborhoods and Fairmount Park. Located at the mouth of the Wissahickon Creek Much unused land exists in the form of freeway ramps
Could it be more?
Alternative Futures
65
Summary Project Chart Priority Next Steps

In the fall of 2008 the Schuylkill Project Steering Committee evaulated and prioritized plan recommentations. It was agreed that making walkable, bikeable connections between Kelly Drive, Ridge Avenue, and Main Street should be pursued and implemented before other important initiatives. The three potential alignments are now being evaluated in greater detail. Funding is either being pursued or is already committed for some of the elements common to each approach. Implementation updates will be available on www.destinationschuylkillriver.org
Trail Route
Cost
Project Partners
$1.6 million for trail plus regular maintenance costs Green Route Riverfront Trail $2 million for bridge and trail connection around PECO site $200,000 Engineering Assessment
Fairmount Park; Schuylkill Project; PA Department of Conservation and Natural Resources; Canoe Club; Philadelphia City Planning Commission; PECO; SEPTA; private property owners
Priority New Trail Connections

Red Route Ridge Avenue Multi-Purpose Trail
$1 million plus regular maintenance costs $2 million for bridge and trail connection around PECO site $200,000 Engineering Assessment Philadelphia Streets Department; Schuylkill Project; Philadelphia City Planning Commission; SEPTA; private property owners
Orange Route Ridge Avenue Pedestrian and Bicycle Amenities

$20,000 - $100,000 plus regular maintenance costs
Philadelphia Streets Department; Schuylkill Project; Philadelphia City Planning Commission
Related Actions
- Work with the state eto obtain necessary permits and licenses
- New ped/bike bridge over Wissahickon Creek would need to be built - New ped/bike wayfinding signage to be installed
- Negotiate easement with property owners will be necessary - Engineering studies will be required to look at slope stability and potential for trail flooding - Private property owners to move self-storage facility structures - Negotiate with PECO, Canoe Slub and SEPTA to establish route between sites - Work with Streets Dept. and private property owner to negotiate ROW - Work with private property owners and Streets Dept. to consolidate driveways - SEPTA to coordinate bus movement patterns with the trail - Streets Dept. to redo road striping
- New ped/bike bridge over Wissahickon Creek might need to be built - SEPTA Transfer Center waiting location to be altered - Truck circulation on Ridge Avenue to be altered - New ped/bike wayfinding signage to be installed
- New ped/bike wayfinding signage to be installed - Must be coordinated with improvements on Ridge Avenue to East Falls - Installation of signals, crossings
- Streets Dept. to add bike lanes or sharrows - Streets Dept. to add smart crossings to improve ped/bike safety in intersections - Coordination with Gustine Lake bridge removal and new landscaping there
67

The Wissahickon Gateway: Intersection of East Falls, Roxborough and Manayunk

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The Wissahickon Gateway: Intersection of East Falls, Roxborough and Manayunk

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the wissahickon gateway

2 THE WISSAHICKON GATEWAY

4 THE WISSAHICKON GATEWAY

The Big Ideas

Solutions for Priority Areas

Alternative Futures for Priority Sites

6 THE WISSAHICKON GATEWAY

the big ideas

EAST FALLS LOWER MERION

8 THE WISSAHICKON GATEWAY

Ridge to East Falls

HOS OCH L O O HO L USH EO

History and Context

Ridge to east falls

The Roxborough-East Falls-Manayunk gateway

10 THE WISSAHICKON GATEWAY

History and Context

12 THE WISSAHICKON GATEWAY

Private Ownership PECO PennDOT SEPTA Fairmount Park

Kelley/ Lincoln Drive connectors

East Falls Kelly Drive Trail DVRPC PennDOT

Schuylkill River Heritage Trail

NEAR TERM REMEDIES

14 THE WISSAHICKON GATEWAY

THE BIG IDEAS

The Wayfinding System

Banners can be used to create a sense of visual continuity.

16 THE WISSAHICKON GATEWAY

Ped/Bike Wayfinding Signs

a few small signs, if any, direct visitors to important

vehicular Wayfinding Signs

RIDGE AVENUE WEST

RIDGE AVENUE WEST

Atwater-Kent Museum Atwater-Kent Museum Balch Institute Liberty Bell

Visitor Center Parking

Trailblazer Directional Sign

18 THE WISSAHICKON GATEWAY

Bicycle and Pedestrian Connections

No No trail trail by by the the river river

Trails Gap Analysis

Vehicular Movement and Access

three adjacent driveways

Traffic signal Vehicular access

20 THE WISSAHICKON GATEWAY

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

Urban Landscape Amenities

Public Realm Improvements

Natural Landscape Features

22 THE WISSAHICKON GATEWAY

24 THE WISSAHICKON GATEWAY

SOLUTIONS FOR PRIORITY AREAS

ridge to east falls

ON ON RIST RIST LAU LAU

Ridge to East Falls

SC HOS OCH L O O HO L USH EOU

SIS GENE SIS

Vehicular Movement and Access

Urban Landscape Amenities

Ridge to East Falls

reconfigure THE GUSTINE LAKE INTERCHANGE

The Gustine Lake Interchange

Ridge to East Falls

O N Simplify signage in the gustine lake interchange