Eastwick Trails Feasibility Study

The Eastwick Trails Feasibility Study
Linking:
The SEPTA Eastwick Rail Station,
The John Heinz National Wildlife Refuge,
The Eastwick Community of Philadelphia,
The East Coast Greenway &
The Circuit of Greater Philadelphia
Prepared for:
The Keystone Conservation Trust
Ross Pilling, Principal
336 King of Prussia Rd., Radnor, Pennsylvania
December 10, 2015
Prepared by:
In association with:
Campbell Thomas & Company

Trail Architects and Planners
1504 South Street, Philadelphia, PA 19146
Robert P. Thomas, AIA Partner in Charge
Phone: 215 985 4354
E-mail: rthomas@campbellthomas.com
Michael Nairn, ASLA

Urban Studies Program
University of Pennsylvania
Philadelphia, PA
This study was made possible through the generous support of the William Penn
Foundation.
The Eastwick Trails Feasibility Study Philadelphia, Pennsylvania
Table of Contents
I.
Executive Summary
E-1
II. Introduction
A.
Study Sponsors and Partners
Funding Partners
Study Sponsors and Participants
Consultant Team
B.
Background
Current Conditions and Opportunities

A Brief History of Development in Eastwick
C.
Study Scope
Purposes, Goals and Objectives

Study Scope of Work
Delineation of Study Limits
III. Recommendations
A.
Summary of Recommendations
General Summary
Benefits to The Circuit and the Greater Philadelphia Region
Benefits to the Eastwick Community
B.
Trail Types
Types of Trails Proposed for Eastwick

Trail Characteristics
C.
Trail Connectivity Recommendations
11
Commercial Services
Community Services
Major Employment Centers
Schools
Airport Hotels
Regional Transportation
Recreational Resources
D.
Removing Barriers in Pedestrian and Bicycle Circulation Systems
14
Road and Rail Barriers that Separate Eastwick

E.
Trail Alignment Recommendations
15
Recommended Trail Segments

Segment 1 86th Street Trail - John Heinz NWR to Eastwick Station (SEPTA)
Segment 2 Chester Short Line Trolley Trail - John Heinz NWR to Lester/Essington
Segment 3 Airport Connector Bridge Philadelphia Airport to John Heinz NWR
Segment 4 Chester Short Line Trolley Trail 86th Street to John Heinz NWR
Segment 5 Mario Lanza Boulevard Side Path to Lindbergh Blvd.
Segment 6 Bartram Avenue Side Path Eastwick Station to Gateway Business Center
Segment 7 Bartram Avenue Side Path Eastwick Station to Philadelphia Airport (PA 291)
Segment 8 Penrose Plaza to Island Avenue Path and Grade Crossing
Segment 9 Cobbs Creek Connector Trail 84th Street to John Heinz NWR
Segment 10 Penrose Plaza Access Trail 80th St. and Lyons Ave. to 77th St. Pathway
December, 2015 - Page T-1

F.
Intersections Requiring Improvements
26
Intersection 1 Lindbergh Boulevard and Island Ave

Intersection 2 Lindbergh Boulevard at Penrose Plaza
Intersection 3 Lindbergh Boulevard and Mario Lanza Boulevard
Intersection 4 Lindbergh Boulevard and 80th Street
Intersection 5 Lindbergh Boulevard and 82nd Street
Intersection 6 Lindbergh Boulevard and 84th Street
G.
Encouraging Use of Pedestrian and Bicycle Modes
30
Complete Streets
Intersection and Crossing Elements
Managing Safety
Compatable Economic Development
Public Transit and Gateways
Trail & Bicycle Businesses, Services, Amenities, and Support
H.
Early Implementation Recommendation
36
Linking John Heinz National Wildlife Refuge and the Cusano Environmental Education
Center to Transportation Nodes
IV. Proposed Implementation Plan

A.
Phasing Plan
37
Phase 1 Segment 1, Intersection 6 and Gateways 1, 2 and 3

Phase 2 Segments 3 through 8
Phase 3 Segment 10 and Intersections 1 through 5
B.
Opinion of Probable Cost of Development
41
C.
Potential Funding Sources
42
Federal Funding
State Funding
Foundation Grants and other Private Funding
V. Inventory and Study Methodology

A.
Summary Review of Existing Plans and Reports
50
B.
Field Survey / Existing Conditions
50
C.
Public Process
50
Public Meetings
Stakeholder Interviews
Public Walks
D.
Legal Feasibility - Land Ownership and Rights of Way Analysis
51
Appendix A Full Size Maps and Illustrations

Appendix B Phasing Maps
Appendix C Meeting Minutes and Project Record Documentation
December, 2015 - Page T-2
I. EXECUTIVE SUMMARY
A. Background
A little over 50 years ago, much of what is now
Eastwick functioned as a walkable, transit
oriented community with shopping, schools
and other services closely integrated with the
residential neighborhood. It was known as the
Meadows then, a community that had its
beginnings in the early 19th century and grew
to be one of the most ethnically diverse
neighborhoods in the City of Philadelphia. Its
relatively continuous, conventional street grid,
with sidewalks and low trafficked, walkable
roadways, facilitated access to neighborhood
services and especially the trolley network that
afforded additional access to the neighborhood
and the surrounding region. In the 1960s
The Meadows in the 1950s
Eastwick became the focus of the largest Urban
Renewal project in the country and much of the existing neighborhood was condemned and
demolished. The planning for the redevelopment focused heavily on accommodating the automobile,
eliminating the continuous, pedestrian experience and reducing the extent of the trolley service. Even
after delays in implementation, the new development was never fully completed and some believe it
created more problems than it solved, including issues resulting from poorly engineered/placed fill and
exacerbated flooding in the low lying areas.
Current travel by foot and bicycle in the area of Eastwick and the John Heinz National Wildlife Refuge
ranges from the delightful, on some existing trails, to the dangerous or impossible, for other key
destinations. There are prime opportunities to link rail, trolley, bus and air transit terminals, commercial
and employment areas, schools and other institutions in an accessible local network that can also serve
the City, Regional and National trail network opportunities. These opportunities form key elements of
green, comprehensive planning for the Eastwick Community. The Eastwick Regional Rail Station and
the areas bus and trolley lines have remarkable potential to serve as a true gateway to the John Heinz
National Wildlife Refuge and to the residential and business community in the larger 19153 Eastwick
area. Comprehensive planning for this area is essential to assure that necessary greenway corridors link
all elements of transportation and the community at large. Similarly, the walking and bicycling links from
the East Coast Greenway and the Cobbs Creek Trail must directly access the schools, shopping and
residential communities with the vast open spaces of the Refuge and be integrated as well into a green,
human-scaled community.
B. Funding Partners, Study Sponsors and the Study Team
Funding Partners - This study was fully funded by a grant from the William Penn Foundation awarded to
the Keystone Conservation Trust in June of 2013 for the purposes of research, planning, technical
assistance and community outreach to advance the design and implementation of trails in The Circuit
trail network of the Greater Philadelphia region that will connect SEPTAs Eastwick Regional Rail Station,
the John Heinz National Wildlife Refuge, and the East Coast Greenway.
December, 2015 Page E-1

Study Sponsors and Participants - This study was sponsored and directed by the Keystone Conservation
Trust represented by Mr. Ross Pilling, Principal. Mr. Pilling coordinated the work of the consultants, the
study team and managed the project for the Trust.
A study advisory committee of city, public and community agency and organization representatives was
assembled to assist with the review of data and recommendations developed. Members of the study
committee included:
Steve Cobb, Councilman Kenyatta Johnsons Office (2nd District), City of Philadelphia
Jeanette Brugger, AICP, South Philadelphia & Transportation Planner, Phila. Planning Commission
Rob Armstrong, Preservation & Development Specialist, Philadelphia Parks & Recreation
Chris Linn, AICP, Senior Environmental Planner, Delaware Valley Regional Planning Commission
Karen Holm, Environmental Planning Manager, The Delaware County Planning Commission
Raymond Scheinfeld, Airport Planner, Philadelphia International Airport
Carolyn Mosely, Eastwick Action Committee (EAC)
Debbie Beer, Eastwick Friends & Neighbors Coalition / Friends of Heinz Refuge (FOHR)
Terry Williams, Eastwick Friends & Neighbors Coalition (EFNC)
Nick Rodgers, Transportation Coordinator, the Clean Air Council
Sarah Clark Stuart, Deputy Director, the Bicycle Coalition of Greater Philadelphia
John Haigis, Resident and local advocate, The Friends of the Blue Bell/Darby Creek Valley Assoc.
Additional participants in the study, in an advisory capacity through group and individual meetings at
various stages, included representatives from the City of Philadelphia and various local and regional
public agencies and entities as listed below:
The City of Philadelphia
Charles Carmalt, Mayors Office of Transportation & Utilities
Martine Decamp, University City and Southwest Planner, PPC
Tinicum Township
David Screiber, Township Manager
Southeastern Pennsylvania Transportation Authority (SEPTA)
Byron Comati, Director of Strategic Planning
John Heinz Wildlife Refuge
Lamar Gore, Refuge Manager
Mariana Bergerson, Deputy Manager
Gary Stolz, Former Manager
Philadelphia International Airport (PHL)
Mary Ann Mahoney, Office of Public Affairs

Consultant Team: The Keystone Conservation Trust retained and coordinated the work of two consulting
firms as one team to advance the work of this study. Michael Nairn, ASLA of the Urban Studies
Program at the University of Pennsylvania was retained for his expertise in Community and
Environmental Planning. Campbell Thomas and Company (CTC), led by Robert P. Thomas, AIA, was
retained for their expertise in trails, greenways, pedestrian and transportation planning. Campbell
Thomas & Company is the primary consultant for the work represented by this study.
Consultant Contact information:
Robert P. Thomas, AIA
1504 South Street
Philadelphia, PA 19146
Phone: 215-985-4354
Email: rthomas@campbellthomas.com
C. Study Scope Purpose, Goals & Objectives
The Eastwick Trails planning effort is part of a much larger regional strategy called The Circuit.
Sponsored by the William Penn Foundation, the goal of The Circuit is to develop a 750 mile, multicounty network of major trails that provide mobility and access for bicyclists and pedestrians to the
Delaware Valleys regional recreational assets. The East Coast Greenway, which passes through Eastwick
and the National Wildlife Refuge, is part of The Circuit. Connecting special places, the planning in
Eastwick is focused on connecting the John Heinz National Wildlife Refuge to other regional assets.
Additionally, a goal of the planning is to help make Eastwick more walkable and better linked to the
regional transit system.
Study Scope of Work
The work of the study includes inventory and analysis; development of schematic designs; and
development of phased implementation strategies for proposed work in the defined study area. Specific
tasks of the study included:
Survey and inventory existing conditions throughout the study area.

Determination of how conducive the study area is to trail development.
Assessment of alternative alignments around problem areas.
Identification of obstacles to trail proposals.
Developing recommendations for the most practical trail alignments including a trail concept plan.
Analysis of potentially required rights-of-way acquisitions, including the interests of specific property
owners whose cooperation would be necessary for the trails development.
Identification of and development of recommendations for addressing obstacles and barriers
impacting pedestrian ways within the community.
Developing alternatives for crossing major highways such as I-95 and Route 291, including a
crosswalk, a bridge or a tunnel.
Developing recommendations for compatible economic development and trail services and for
promoting bicycle and pedestrian use.
Developing design requirements for final design preparation.
Developing recommendations for a phased implementation strategy including statements of probable
costs of development/implementation and priorities for construction and development.
Stakeholder involvement was solicited in all parts of this process. This process included public and
private meetings and interviews with public and private entities and groups within the community and
surrounding area.
Study Limits: The specific area that is the focus of this study is the westerly portion of the Eastwick
Redevelopment area in Southwest Philadelphia, generally bounded to the north and west by Darby
Creek and the John Heinz National Wildlife refuge; to the east by Island Avenue; and the south by
Interstate Route 95, the Delaware Expressway.

D. Summary of the Analysis
The consultant team reviewed current existing plans and reports impacting the study area appropriate for
the context of the study and performed historical research including review of numerous articles,
mappings, aerial photography, and proposed redevelopment plans extending back to the early part of the
20th century, to gain an understanding of the history, development and redevelopment of the study area.
These research efforts included coordination with the planning efforts for The Circuit, the East Coast
Greenway and a number of other regional trail networks in development. In addition the consultant
team preformed a number of on-site field views/walks during the course of 2013 and 2014 to become
intimately familiar with the study area and document existing conditions.
From 2013 to 2014, efforts were made to solicit and actively encourage public sector and community
input, involvement and support. These efforts included three Study Committee meetings; a formal
presentation to the Eastwick Friends and Neighbors Coalition; representing and offering testimony on
behalf of the community and the study efforts at a Philadelphia City Council hearing in 2012; and
stakeholder meetings with SEPTA, PennDOT and the Philadelphia Department of Streets. In addition
Eastwick Friends & Neighbors Coalition scheduled a public walk inviting community residents and the
consultant team to participate to review conditions in the field and the concerns of local residents.
E.
Summary of the Recommendations

The recommendations are intended to further development of the planning goals of both the Circuit
regional multi-use trail network and the Eastwick community as a whole. They focus on the following:
Improving links to the John Heinz National Wildlife Refuge from both the Circuit and the SEPTA
Improving pedestrian and regional trail links to the SEPTA regional transit system within the Eastwick
community.
Improving trail and pedestrian links to businesses, neighborhoods and other resources within the
Eastwick community.
Adding/completing off-road trail components that will both become part of the Circuit and help
implement the above noted links.
Eliminating/reducing the impact of barriers within the pedestrian circulation network within the
Eastwick community.
Adding features that improve, facilitate, and encourage walkability within the Eastwick
community.
The recommendations identify ten potential trail segments/connections to develop, six intersections that
should receive pedestrian improvements and three gateways that should be developed. The gateways
recommended in this report are strategic locations where pedestrians, trail users and visitors to the area
can quickly find important information about the area and its resources. Nicely designed kiosk areas with
seating and location maps and other information should be suitable solutions. For implementation the
recommendations are grouped into three phases as follows:
Phase I Link the John Heinz National Wildlife refuge to the regional rail network.
Trail Segment 1 86th Street Trail from John Heinz National Wildlife Refuge to SEPTAs Eastwick
Regional Rail Station.
Intersection 6, 84th Street and Lindbergh Boulevard Pedestrian Intersection Improvements.
Gateway 1 Located at 84th and Lindbergh Boulevard.
Gateway 2 Located at Lindbergh Boulevard entrance to John Heinz National Wildlife Refuge.
Gateway 3 Located at SEPTAs Eastwick Regional Rail Station on Mario Lanza Boulevard.
Phase II Interconnections within the Eastwick/John Heinz National Wildlife Refuge area that in turn
link both to the East Coast Greenway and The Circuit.
Trail Segment 3 Airport Connector Bridge from Philadelphia Airport to John Heinz National
Wildlife Refuge

Trail Segment 4 Chester Short Line Trolley Trail from Mario Lanza Blvd./86th St. to John Heinz
National Wildlife Refuge.
Trail Segment 5 Mario Lanza Boulevard Side Path from 86th St. to Lindbergh Boulevard
Trail Segment 6 Eastwick Train Station to the Gateway Business Center (Bartram Avenue Side Path)
Trail Segment 7 Eastwick Train Station to Philadelphia Airport/PA 291(Bartram Avenue Side Path)
Trail Segment 8 Penrose Plaza to Island Avenue Path and Grade Crossing
Phase III Eliminate pedestrian barriers within the Eastwick community and facilitate links to the Cobbs
Creek Trail.
Trail Segment 10 - Penrose Plaza Access Trail (80th Street and Lyons Ave to 77th Street pathway)
Intersections 1 thru 5, along Lindbergh Boulevard at Island Ave., Penrose Plaza, Mario Lanza Blvd.,
80th Street and 82nd Street Pedestrian Intersection Improvements.
Trail Segments already in the planning stages There are two remaining trail segments noted in the
study that are already in the planning stages through the efforts of the Clean Air Council that should be
implemented in the near future.
Trail Segment 2 The Chester Short Line Trolley Trail from John Heinz National Wildlife Refuge to
Lester/Essington.
Trail Segment 9 Cobbs Creek Connector Trail. Side Path along Lindbergh Boulevard from 84th
Street to John Heinz National Wildlife Refuge. This segment is under development through the
efforts of the Clean Air Council.
The Visitor Center at the

John Heinz National Wildlife
Refuge is less than a mile walk
or ride from the Eastwick
Regional Rail Station
when 86th Street is reconnected.
SEPTA Regional Rail at Eastwick Station
Visitor Center, John Heinz National Wildlife Refuge

Summary of Probable Cost of Development
Element Total
$15 3500
Trail Acessories /
Amenities Cost
LF
Unit
Unit cost
$82,800
AMENITIES
Pavement Marking
& Sign Cost
Unit
LF $90
PM&S
Trail Cost
920
Unit cost
Unit
Responsibility
Approx. Length
Network Element
Trail Type /
Work Type
TRAIL WORK
Quantity
F.
PHASE 1 - Linking JHWR and SEPTA Regional Rail

1a
Segment 1 - Trail/Linear Park

Eastwick Sta. to JHNWR (86th St.)
Paved Trail /
Marking
1b
Gateway 1 & Intersection Improvements

84th & Lindergh Blvd.
Info. Kiosk /
Amenities
Signage &
Crosswalks
1c
Gateway 2 - Eastwick Regional Rail Station

85th & Mario Lanza Blvd.
1d
Gateway 3 - JHNWR Entry

86th & Lindbergh Blvd.
$52,500 Allow $16,560
$151,860
$105,000
LS
$20,000
$125,000
Info. Kiosk /
Amenities
LS
$20,000
$20,000
Info. Kiosk /
Amenities
LS
$20,000
$20,000
LF $150 700
Phase 1 Total
$316,860
PHASE 2 - Links - Trolley Trail Links

Segment 3 - Airport Connector
JHWR to Tincum Island Rd.
2a
Tinicum Island Road
Intersection Improvements
Bridge, Trail &

Grade
Crossing
500
LF $90
$45,000
Signage &
Crosswalks
LF
LS
$350,000
$447,500
$15 3500
$52,500
LF $150 150
$22,500
$22,500
LF
$5
3500
$17,500 Allow $24,500
$287,000
2b
Segment 4 - CSL Trolley Trail

JHNWR to 86th & Eastwick/Mario Lanza
2c
Segment 5 - Mario Lanza Side Trail

86th St. to Lindbergh
Paved Trail
5,000 LF $90 $450,000
LF
$10 5000
$50,000 Allow $112,500
$612,500
2d
Segment 6 - Bartram Ave. Side Trail (North)

Eastwick Sta. to Gateway Bus. Ctr.
Paved Trail
4,700 LF $90 $423,000
LF
$10 4700
$47,000 Allow $65,988
$535,988
2e
Segment 7 - Bartram Ave. Side Trail (South)

Paved Trail
8,500 LF $90 $765,000
LF
$10 8500
$85,000 Allow $119,340
$969,340
2f
Link - Pennrose Plaza to Island Ave

Grade Crossing
RR Grade
Crossing &
Trail
LF
$10
$7,500
$225,000
Cr. Stone Trail 3,500 LF $70 $245,000
750
LF $90
$67,500
750
Allow $150,000
Phase 2 Total
$3,099,828
PHASE 3 - Eastwick Community Network

3a
Segment 10 - Pennrose Plaza Access Trail

84th St. to Pennrose Pl. along Lyons
3b
$60,000 Allow $12,600
$135,600
Intersection 1 Improvements
Island & Lindbergh Blvd.
LF $150 1000 $150,000 Allow $20,000
$170,000
3c
Pennrose Pl. & Lindbergh Blvd.
LF $150 200
$30,000
$30,000
3d
Mario Lanza & Lindbergh Blvd.
LF $150 450
$67,500
$67,500
3e
LF $150 500
$75,000
$75,000
3f
LF $150 500
$75,000
$75,000
Phase 3 Total
TOTAL - ALL PHASES
700
LF $90
$63,000
LF
$10 6000
$553,100
$3,969,788
II. INTRODUCTION
A. Study Sponsors and Partners
Funding Partners - This study was fully funded by a grant from the William Penn Foundation, Two
Logan Square, Philadelphia, PA, awarded to the Keystone Conservation Trust in June of 2013 for the
purposes of research, planning, technical assistance and community outreach to advance the design and
implementation of trails in The Circuit trail network of the Greater Philadelphia region that will
connect SEPTAs Eastwick Regional Rail Station, the John Heinz National Wildlife Refuge, and the East
Coast Greenway.
Study Sponsors and Participants - This study was sponsored and directed by the Keystone Conservation
Trust represented by Mr. Ross Pilling, Principal. Mr. Pilling coordinated the work of the consultants, the
study team and managed the project for the Trust.
A study advisory committee of city, public and community agency and organization representatives was
assembled to assist with review of the data and recommendations developed through the course of the
study. Members of the study committee included:
Steve Cobb, Councilman Kenyatta Johnsons Office (2nd District), City of Philadelphia
Jeanette Brugger, AICP, South Philadelphia & Transportation Planner, Phila. Planning Commission
Rob Armstrong, Preservation & Development Specialist, Philadelphia Parks & Recreation
Chris Linn, AICP, Senior Environmental Planner, Delaware Valley Regional Planning Commission
Karen Holm, Environmental Planning Manager, The Delaware County Planning Commission
Raymond Scheinfeld, Airport Planner, Philadelphia International Airport
Carolyn Mosely, Eastwick Action Committee (EAC)
Debbie Beer, Eastwick Friends & Neighbors Coalition / Friends of Heinz Refuge (FOHR)
Terry Williams, Eastwick Friends & Neighbors Coalition (EFNC)
Nick Rodgers, Transportation Coordinator, The Clean Air Council
Sarah Clark Stuart, Deputy Director, The Bicycle Coalition of Greater Philadelphia
John Haigis, Resident and local advocate, The Friends of the Blue Bell/Darby Creek Valley Assoc.
Additional participants in the study, in an advisory capacity through group and individual meetings at
various stages, included representatives from the City of Philadelphia and various local and regional
public agencies and entities as listed below:
The City of Philadelphia
Charles Carmalt, Mayors Office of Transportation & Utilities
Martine Decamp, University City and Southwest Planner, PPC
Tinicum Township
David Screiber, Township Manager
Southeastern Pennsylvania Transportation Authority (SEPTA)
Byron Comati, Director of Strategic Planning
John Heinz Wildlife Refuge
Lamar Gore, Refuge Manager
Mariana Bergerson, Deputy Manager
Gary Stolz, Former Manager
December, 2015 - Page 1

Philadelphia International Airport (PHL)
Mary Ann Mahoney, Office of Public Affairs
Consultant Team: The Keystone Conservation Trust retained and coordinated the work of two consulting
firms as one team to advance the work of this study and intimately related planning efforts in the
Eastwick community of Philadelphia that is served by the SEPTAs Eastwick Regional Rail Station and
borders the John Heinz National Wildlife Refuge. Michael Nairn, ASLA of the Urban Studies Program at
the University of Pennsylvania was retained for his expertise in Community and Environmental Planning.
Mr. Narin was retained to review environmental issues presently impacting the community and future
development, such as flooding and wetlands issues, in addition to coordinating the overall efforts of the
study team and steering committee. Campbell Thomas and Company (CTC), led by Robert P. Thomas,
AIA, was retained for their expertise in trails, greenways, pedestrian and transportation planning.
Campbell Thomas & Company is the primary consultant for the work represented by this study.
Members of the CTC staff that participated in this study and development of the final report are:
Consultant Contact information:
Robert P. Thomas, AIA Partner in Charge
Harry S. Murray, NCARB Architect & Planner
Michael S. Szilagyi GIS, Mapping & Trail Planner
Doug Maisey Planning Intern
Robert P. Thomas, AIA

1504 South Street
Philadelphia, PA 19146
Phone: 215-985-4354
Email: rthomas@campbellthomas.com
B. Background
Current travel by foot and bicycle in the area of Eastwick and the John Heinz National Wildlife Refuge
ranges from the delightful on some existing trails to the dangerous or impossible for reaching some key
destinations. There are prime opportunities to link rail and air transit terminals, commercial and
employment areas, and schools and other institutions in a local network that also can serve Regional and
National trail linkage opportunities.
Excellent pedestrian and bicycle improvement opportunities that directly connect to public
transportation nodes are key elements of green comprehensive planning for the Eastwick Community.
The Eastwick Regional Rail Station and the areas bus and trolley lines have remarkable potential to serve
as a true gateway to the John Heinz National Wildlife Refuge and to the residential and business
community in the larger 19153 Eastwick area. Comprehensive planning for this area is essential to assure
that necessary greenway corridors link all elements of transportation and the community at large.
Similarly, the walking and bicycling links from the East Coast Greenway and the Cobbs Creek Trail must
directly access the schools, shopping and residential communities, link to the vast open spaces of the
Refuge and be integrated as well into a green, human-scaled community.
Walking and bicycling must be planned so that it is as attractive and convenient as driving by motor
vehicle, if not more so. Moreover such a trail, path and sidewalk system, if implemented, will have a
major impact on the communitys health by providing trails and bike routes for active transportation.
The Eastwick community has identified these potential trail linkages as a priority goal to help fight locally
high rates of obesity and diabetes.
While the primary focus of this feasibility study are making important links and connecting the Eastwick
Regional Rail Station, the John Heinz Refuge and the East Coast Greenway, a historical perspective on
the surrounding community these connections travel through is important to understanding the extent
and even context of some of the problems.

A Brief History of Development in the Eastwick Community
Some Family Memories from Harry Murray of Campbell Thomas & Co. No, I didnt live there, but
the first 8 years of my life were spent on Guyer Avenue, in Elmwood Park. I was born in 56 and lived in
the house my father grew up in. When the first section of Eastwick started construction in the 60s, I
recall the parents in the neighborhood marveling, How could they possibly be building down there? Its
swamps! Of course it wasnt swamps, but thats what they called it. Much of it was still watershed
lowlands with a very rural character and from the end of 72nd Street, in those days, one couldnt see
much but those fields and lowlands between us and the construction off in the distance but before
that
It was all fields and lowlands between Guyer and Island Avenues. My aunt seems to recall handsome
German POWs in a camp in that field, my dad, a little younger, mostly talked about exploring the fields
and testing homemade fireworks! But his future was to the west, just across Island Avenue.
West, across Island Avenue was the Meadows, or in Philly speak the Meddahs. Thats where my
mother spent most of her childhood, on what was then the 7900 block of Suffolk Avenue. It was an
ethnically diverse neighborhood of English, Irish, Germans, Italians, Poles and African Americans.
Everyone seemed to get along, and although they werent completely ignored, differences didnt seem to
be the big issue. For the most part they had one thing in common, recovering from the Great
Depression. Working people, working hard to get by how ever they could.
My mothers memories are of the big house her dad
rented for their family; mom, pop, the six sisters, a
brother, plus an aunt and a grandmother for a bit. It
had indoor plumbing, but no indoor toilet. Yup, they
had an outhouse. She said it was like living in the
country. Everyone had a bit of yard, but it was for
practical things like vegetable growing, and chickens
and ducks for eggs and eating some folks had even
bigger animals, pigs, lambs, turkey most eventually
ending up on a table for supper one evening. The six
sisters made up most of a baseball team and played
ball on rough diamonds in the fields. And of course
there were the mudgutters, open sewers. Sounds like
everyone fell in at least once it was just part of life in
the Meadows. If you were better-off or owned your
house, you might have been lucky enough to have
yours covered over.
Island Road 1929

(Today known as Island Avenue)
You walked just about everywhere. Most didnt own cars, most couldnt afford them and didnt need
them, really. The sisters walked to 81st and Lyons to go to the George Wolf School. Mom went to Wolf
from first to 8th grade and missed it when she had leave for Tilden, another historic Irwin T. Catherine
school building. If you needed something, you just walked. Most basics and more could be found on
Eastwick Avenue; local grocers, a pharmacy, barbers, a hardware store, dry goods and of course places
for refreshment and entertainment. My mother tells a great story of how she and a sister got in an
argument about whos turn it was to pull the grocery wagon home so they left it in the middle of
the street. Yes, two little girls walking a few blocks to pick up a grocery order with no adult
accompanying them. The order had been pinned to one of their jackets. And of course after they got
home and received a good lickin the wagon of groceries was still there when they had to go back and
get it. And it was still two little girls, walking along, with no adult accompanying them, but with a
complete attitude adjustment.
Eastwick Ave. 1950s
If you needed to go further than your own two feet

could take you you used them to Hop the
Trolley. The local street grid then ran to Eastwick
Avenue and Island Road. A short walk and there it
was, the old Route 36 Elmwood Avenue line, or
you could take the route 37 into Chester. You could
Hop the trolley to go to work at the Navy Yard,
the Bell Tell, G.E., later Westinghouse, or
Downtown; or to go shopping on Elmwood
Avenue, 69th Street, Market Street or Center City.
Hop the Trolley even started a family outing to
Riverview Beach in New Jersey. The Route 36 went
all the way to Front and Market Streets in those days
and from there it was a short walk to the Riverview
Beach Ferry.
Thats what Eastwick was a walkable, transit oriented community but that was the 30s & 40s.
What Happened? The community of those memories survived the Depression, WWII and the Korean
War, but within the next decade, much of it was gone. Ideas started forming in the 40s, but in the 50s
the lands on each side of Island Road, viewed as predominantly open land by city planners, became
the target for Urban Renewal, including that older community called the Meadows, parts of which had
been there since the early 19th century; a community of about 19,000 residents, over 70% of whom
owned their homes by then. The social, economic and political forces behind the destruction of this
community are harsh, the reasoning ascribed to them maybe even worse. Their importance to this study
however, is that they set the stage for what happened next.
In 1958 Eastwick was declared the largest Urban Renewal site in the country, with plans to replace the
poorly maintained and blighted homes with new, suburban-type development through the 1960s and
70s. What followed was eminent domain, demolition, more vacant fields and promised redevelopment
that was started and never completed. One can stand on the cracking remnants of what was supposed to
be a cluster housing parking area and see little
but wetlands species of plants eight feet or
more tall. There are remnants of trolley tracks
that just disappear into the lush green of
nature.
Modern suburban and development patterns
born in the 1950s centered on the freedom
of the automobile. In new suburbs this meant
large tracts of land dedicated to single uses.
Industry sought lands for expansions and new
facilities that people drove to, requiring vast
areas for parking. Nearby housing was
Island & Lindbergh - Today
planned in large, single use areas that allowed
plenty of room for roads and parking. Commerce and shopping were consolidated into centers that
people could drive to and find everything in one location and of course more parking. This type of
planning and thought was applied directly to the redevelopment in Eastwick with the odd assumption
that essentially no one would have the need or desire to walk anywhere and furthermore everyone
would own an automobile. In a tour through Eastwick today one quickly realizes just how intently these
principles were followed. Pedestrian ways and access are mostly discontinuous and best serve the
parking areas. Proposed new development shows intent to continue this same pattern. That same tour

seems to clearly demonstrate, along with the many other issues in Eastwick, just how badly those
planning concepts failed. Its hoped that the recommendations in this study will not only develop the
links specified as part of this study, but at least begin to address some of these problems. However, they
really are just a beginning for the Eastwick Community.
C. Study Scope
Purpose, Goals & Objectives
The Eastwick Trails planning effort is part of a much larger regional strategy called The Circuit.
Sponsored by the William Penn Foundation, the goal of The Circuit is to develop a 750 mile, multicounty network of major trails that provide mobility and access for bicyclists and pedestrians to the
Delaware Valleys regional recreational assets. The East Coast Greenway, which passes through Eastwick
and the Refuge is part of The Circuit. Connecting special places, the planning in Eastwick is focused on
connecting the John Heinz National Wildlife Refuge to other regional assets. Eastwick residents will
benefit by gaining recreational access to other special places in the region. Eastwick businesses will
benefit by the addition of one more user group, regional trail users, to the neighborhood. Additionally, a
goal of the planning is to help make Eastwick more walkable and better linked to the regional transit
system.
There are prime opportunities to link the Wildlife Refuge with pedestrian ways and trail assets; rail, bus,
trolley and even air transit terminals at Phildelphia International Airport; commercial and employment
centers; and finally schools and other local institutions and resources. The purpose of this study is to
identify and evaluate those opportunities. This multi-modal planning approach and the improved
network it can help develop will also serve City, Regional and National trail and greenway linkage
opportunities.
Study Scope of Work
The work of the study includes inventory and analysis; development of schematic designs; and
development of phased implementation strategies for proposed work in the defined study area. Specific
tasks of the study included:
Survey and inventory of existing conditions throughout the study area.
Determination of how conducive the study area is to trail development.
Assessment of alternative alignments around problem areas.
Identification of obstacles to trail proposals.
Development of recommendations for the most practical trail alignments and trail concept plan.
Analysis of potentially required rights-of-way acquisitions, including the interests of specific property
owners whose cooperation would be necessary for the trails development.
Identification of and development of recommendations for addressing obstacles and barriers
impacting pedestrian ways within the community.
Developing alternatives for crossing major highways such as I-95 and Route 291, including a
crosswalk, a bridge or a tunnel.
Developing recommendations for compatible economic development and trail services and for
promoting bicycle and pedestrian use.
Developing design requirements for final design preparation.
Developing recommendations for a phased implementation strategy including statements of probable
costs of development/implementation and priorities for construction and development.
Stakeholder involvement was solicited in all parts of this process. This process included public and
private meetings and interviews with public and private entities and groups within the community and
surrounding area. CTC worked with the Keystone Conservation Trust and Michael Nairn to establish the

format of the public involvement process, and who should be included. The Keystone Conservaton Trust
arranged meeting locations and invited attendees to the meetings.
Delineation of Study Limits
The specific area that is the focus of this study is the westerly portion of the Eastwick Redevelopment
area in Southwest Philadelphia, generally bounded to the north and west by Darby Creek and the John
Heinz National Wildlife Refuge; to the east by Island Avenue; and the south by Interstate Route 95, the
Delaware Expressway.
General Limits of the Study Area
III. Recommendations
A. Summary of Recommendations
General Summary The recommendations are intended to further development of the planning goals of
both the Circuit regional multi-use trail network and the Eastwick community as a whole. They focus on
the following:
Improving links to the John Heinz National Wildlife Refuge from both the Circuit and the SEPTA
Improving pedestrian and regional trail links to the SEPTA regional transit system within the
Eastwick community.
Improving trail and pedestrian links to businesses, neighborhoods and other resources within the
Eastwick community.
Adding/completing off-road trail components that will both become part of the Circuit and help
implement the above noted links.
Eliminating/reducing the impact of barriers within the pedestrian circulation network within the
Eastwick community.
Adding features that improve, facilitate, and encourage walkability within the Eastwick
community.
Benefits to the Circuit and the Greater Philadelphia Region The primary trail resources in the
immediate vicinity of the study area are the Cobbs Creek Trail, The East Coast Greenway (ECG), the
September 11th National Memorial Trail, the Washington Rochambeau Revolutionary Route and the trail
network through the John Heinz National Wildlife Refuge. These in turn connect to other Circuit
network trails west of the Schuylkill River, both existing and in planning, including the Schuylkill River
Trail and the Forge to Refuge Trail and of course the trails they in turn link to. Within the study area
there are on-road bike routes (mostly bike lanes), some of which form alternative or temporary routes for
the ECG. Unfortunately, the lack continuity of these bike routes along with the lack of a uninterrupted
sidewalk networks, cause these routes to be lacking as part of a the true, multi-use trail network and, in
some areas, are genuine safety issues. The off-road portion of the Cobbs Creek Trail now effectively ends
at 70th Street and the Cobbs Creek Parkway. From that point south, and through much of Eastwick, an
extension is in planned to connect to 86th Street, but presently the trail becomes an on-road bike route
with a short section of off-road path from 78th Street to about 82nd that is not sufficiently wide or well
maintained. The following recommendations include extensions of the off-road trails, creation of new
trails and development of side trails that will form a network through the study area that will:
Provide off-road alternatives for the current, unsafe on-road bike routes in the Circuit.
Further develop primarily off-road, multi-use trail links between the East Coast Greenway and
the Cobbs Creek Trail.
Re-establish the continuity of 86th Street as a multi-use pedestrian and bicycle route connecting
both the National Wildlife refuge and SEPTAs Eastwick Regional Rail Station to both the Cobbs
Creek Trail and the Eastcoast Greenway thus fully integrating these resources into the Circuit.
And, of course, take another step in adding new route alternatives to the Circuit that offer more
continuity.
One day someone living near Fairmount Park may take a bike ride, much of it through city park land, to
the John Heinz National Wildlife Refuge, enjoy the day, then either ride through the refuge or take a
short ride down 86th Street to the SEPTA Regional Rail Station and enjoy a relaxing train ride back home
without ever leaving the city and most importantly without the need for a car.
Benefits to the Community Many of the benefits of these recommendations to the Eastwick
Community as a whole are the same as those for the Circuit. The recommended trail extensions, links,

new trails and side trails, in addition to linking the surrounding community to important regional
resources, such as The National Wildlife Refuge and SEPTA Regional Rail, will further integrate the
Eastwick Community into the Circuit Network. This will help bring access to regional resources the
Circuit has to offer and open both recreational AND alternative transportation opportunities to the
residents of Eastwick. In addition, the multi-use trail network created within the community starts to
open up options for access to local community resources, such as shopping, schools and businesses that
are currently accessible mainly by automobile. New trail routes also offer opportunities to create
exemplary urban trails that become assets to the local community in the form of greenways and linear
parks.
The primary benefit to the Eastwick Community is that the trail and barrier elimination recommendations
represent a first step in undoing one of the biggest mistakes of past planning efforts. In the 1950s, one
of the stated re-planning goals was to create residential planning zones that would create a character of
community and small towns within the larger city. Anyone even vaguely familiar with pre-1960s
Eastwick will recall, in many ways, thats exactly what it was. Unfortunately, what was eventually
delivered was a 20th Century suburban concept based on life in the age of automobiles. By improving
and creating encouraging opportunities for pedestrian and non-automobile travel and eliminating
barriers to them, local automobile usage can be reduced which can subsequently reduce local
congestion, help improve the air quality and reduce pollution. In addition to community and regional
connectivity that the trail network offers, there is also the documented economic development that is
often stimulated by connecting neighborhoods to regional trail networks. These networks help support
and generate additional business for existing industries as well as develop potential opportunities for
new businesses. Combined, these factors improve overall health of the neighborhood and residents,
resulting in a more sustainable community and environment.
B. Trail Types
Types of Trails Proposed for Eastwick:
Multi-use: Asphalt pavement or crushed stone surface suitable for walking and bicycling. Usually
8 to 12 feet wide, plus two to four feet wide shoulders. These trails typically require professional
maintenance. This type of trail is often placed along an abandoned rail bed, along a utility right of
way, or along other existing public rights of way where the grading and much of the subsurface
work already exists and right(s) of way are readily available. They can also be constructed along
newly established rights of way acquired for the specific trail or network and clearing, grubbing,
regrading and base construction become additional cost factors in their implementation.
On-Road: Utilization by cyclists, and in some conditions walkers, of a road that is open to motor
vehicle traffic. Signage and pavement markings encourage all users to share the road.
Maintenance is usually accomplished as part of regular road maintenance. Separation of the users
and safety issues to be considered.
Trail Characteristics
This section describes various trail types that may be
recommended in the study area. Depending on the context and
the volume and travel mode of expected trail users, various trail
widths and surfaces may be recommended.
Gravel and Stone Trails
Fine crushed stone, or crushed stone mixed with fines, typically
lime-stone, are sustainable trail surfaces favored by hikers and
many bicyclists who do not ride narrow, high pressure tires.
Some types are suitable for equestrian use. Crushed stone
surface trails are an option where the terrain is minimally
sloped and where the trail alignment does not traverse a known
floodway. An added benefit of a crushed stone surface is the
fact that such surfaces are more permeable than most paved
Example of a Gravel Trail

surface and minimize the impact of additional
stormwater runoff created by the trail construction.
Asphalt Trails
An Asphalt Multi-Use Trail
Paved trails are predominantly asphalt, set on a base of

crushed stone. In the case of abandoned railroads, a
well compacted subbase of crushed stone may already
be in place. Designed for light use by maintenance
and emergency vehicles, the asphalt surface is favored
by trail users with disabilities and by cyclists riding
narrow, high pressure tires. A parallel earth or crushed
stone surface path may be designated for use by
joggers and equestrians. An alternative to traditional
asphalt is the use of porous asphalt which provides the
benefits of a sturdy trail surface while providing for
enhanced stormwater management.
Concrete and Unit Paver Trails
Trails of poured-in-place concrete are common near
urban areas, typically set on a drainage base of
crushed stone. Abandoned railroads provide a readymade subbase in the form of well-compacted ballast
stone. Trail users accustomed to sidewalks are
sometimes more comfortable with this type of paving,
and the light color of the material can be cooler
underfoot, especially on a hot sunny day. Joints can be
an issue, expansion and control joints are required at
regular intervals. In urban parks, unit pavers are also
quite prevalent. With pavers, a stable, wellcompacted, well-drained subbase is of critical
importance to long term performance. Unit pavers are
often set on concrete or asphalt beds in high traffic
areas.
A Concrete Path
Side Paths
One method of providing pedestrians and cyclists with
an option safer than sharing the road with motor
vehicle traffic is to construct a side path, such as
segments 6 and 7 being recommended along Bartram
Avenue in Eastwick. Constructed within or just outside
the public right-of-way, side paths may be soft or hard
surface, although most are hard (asphalt or concrete).
Widths vary from six feet (suitable for pedestrians
only) to eight, ten, or twelve feet (for multi-use:
cyclists and pedestrians).
A Typical Side Path
When designing side paths, careful consideration

needs to be given to intersections and driveway
entrances. Turning motor vehicles pose a particular
hazard to trail users at these points. Two commonly
used techniques are (1) traffic signals that stop all
motor vehicle movements (including turns) while trail
users have a green light, and/or (2) moving the trail
away from the parallel street so that trail users cross
the side road or driveway farther away from the
intersection. If the existing right-of-way is of

insufficient width to accommodate a side path, it may be necessary to negotiate easements or purchase
strips of land parallel to the right-of-way for the side path to be built.
Specialized Trails
Unusual conditions sometimes call for specialized treatments. Areas in Eastwick located in the
marshlands or the 100 year flood plain could use specialized trail in sensitive wetlands and flood prone
areas:
Typical Boardwalks
1) Raised wooden walkways or boardwalks are one suitable option for sensitive wetland areas and allow
access while protecting the resource.
2) Wood Chip Trails blend well with most
natural surroundings and are quiet and
comfortable to walk on. They do not require a
crushed stone base, but do not provide a surface
that is firm enough for bicycle or special needs
trails. Wood chip trails are suitable for
pedestrians connections through forested or
heavily foliaged areas, allowing water to infiltrate
naturally. Wood chip trails require continued
maintenance and are often used for temporary
improvements.
Typical Wood Chip Trail

C. Trail Connectivity Recommendations
Trail segments within Eastwick have been strategically identified to break through barriers that exist to
pedestrian and bicycle circulation systems and bring access to regional transportation options, cultural
and recreational resources, and the multitude of services within the Eastwick community.
Available Eastwick Community Services, Transportation Options, and Recreational Resources
Commercial Services:
The intersection of Island Avenue and Lindbergh Boulevard is the commercial center of Eastwick.
Situated along Bus Route 37 and Trolley Route 36, this intersection supports Penrose Plaza Shopping
Center to the south-west, Penrose Park Shopping Center to the north-east, and Lindbergh Plaza to the
south-east. Anchor establishments in Penrose Plaza include Dress Barn, Shop-Rite, and Dollar Tree.
Other establishments in the main building include G+G and Avenue fashions, Blockbuster Video, and
Wachovia Bank. Along the eastern edge of the property several fast food restaurants, that include Burger
King, Wendys, Taco Bell, and Pizza Hut, front Island Avenue. Across from Penrose Plaza Penrose Park
Shopping Center contains Rite Aid Pharmacy, Bottom Dollar Foods, and Dunkin Donuts. Lindbergh
Plaza also has Pepboys Auto, J Buffet Sushi Grill, and T Mobile.
Community Services:
Located on the north-eastern corner of Bartram Avenue and Island Avenue, the Eastwick Community
Garden is an eight acre community garden home to over 100 garden plots. Community gardeners from
Eastwick utilize the garden as not only a place to grow organic vegetables, but as an educational
resource for middle and high school students and groups such as the Rebel Gardeners; a group of
former Pepper Middle School students who have become advocates of community gardening and
nutrition education throughout the Philadelphia school system.
Located on Island Avenue to the north of Lindbergh Boulevard, Eastwicks local branch of The Free
Library of Philadelphia is a community service within walking distance from the Route 36 Trolley, Bus
Route 37, Penrose Park, and Penrose Shopping Center.
Major Employment Centers:
Eastwick is within walking distance of a number of large Employment Centers. Philadelphia Airport,
which supports more than 200 businesses, employs more than 141,000 workers and has a
$14.4 billion economic impact on the region (Philadelphia International Airport Fast Facts). The
U.S. Postal Service processing facility is located at the south-east corner of Lindbergh Boulevard and
Island Avenue. Holstein Avenue, to the north-east of Bartram Avenue and Island Avenue, supports a
number of employment centers such as the Gateway Business Center. Tinicum Boulevard is also home
to the PNC Bank Operations Center.
Schools:
Eastwick was formerly home to the George W. Pepper Middle School and the Communications
Technology High School at Lyons Avenue and 84th Street. At the completion of the 2012/2013 school
year, both schools were shut down and sold to the Philadelphia Housing Authority. The school grounds
are still home to athletic fields and open space and there is a residential development proposed for the
space. John Bartram High School (grades 9-12) is now the local public high school for Eastwick
residents and is located at Elmwood Avenue and 67th street and accessible via trolley 36 and buses 37
and 108. The public elementary and middle school (k-8 grade) is Penrose Elementary School, located at
78th Street and Buist Avenue. Other schools in the Eastwick vicinity include Patterson Elementary and
Tilden Middle School, which are located near John Bartram High School on Elmwood Avenue.
Airport Hotels:
Tinicum Boulevard Airport Hotels: Several airport hotels, PNC Bank, Extended Stay America, and a few
restaurants are located along Tinicum Boulevard, just southeast of Eastwick Regional Rail Station. This
clientele is within walking/cycling distance of Eastwicks John Heinz NWR, the ECG, Penrose Plaza, and
public transit that connects to the Philadelphia Airport and downtown Philadelphia.

Stevens Drive/Industrial Highway Airport Hotels: Along the Industrial Highway on the south-western
side of the Philadelphia Airport, hotels including the Renaissance and the Quality Inn are currently
separated from John Heinz NWR, the trail network and the Eastwick community to the north-west. The
abandoned Route 36 Trolley Line offers a potential pedestrian and bicycle connection that could
reestablish a link to these local resources.
Regional Transportation:
Eastwick is uniquely situated along multiple
modes of transportation. Eastwick Regional Rail
Train Station has direct access to downtown
Philadelphias transportation network and the
Philadelphia International Airport. The Route 36
Subway-Surface Trolley line which terminates at
Penrose Plaza provides direct access to Elmwood
Avenue, Bartrams Garden, University City, and
Philadelphias Subway system at 13th and Market
Street. Bus Routes 37, 108, 115, and 68 also run
through
Eastwick,
providing
access
to
communities in Chester, Milbourne, West Chester
Pike, and South Philadelphia. With so many public
transportation options and with future trail plans
connecting to regional and national trail systems,
Eastwick has the opportunity to promote itself as a
transit hub and walkable urban community.
Northbound Platform at Eastwick Train Station
Recreational Resources:
Eastwick, being home to John Heinz National
Wildlife Refuge and Cusano Environmental
Education Center, has served as one of
Philadelphias most precious natural resources and
recreational asset. Situated near the intersection of
Darby Creek and Cobbs Creek, John Heinz NWR
is a National Natural Landmark focused on
preserving, restoring, and developing the
natural area known as Tinicum Marsh, to
promote environmental education, and to
afford visitors an opportunity to study wildlife
in its natural habitat (US Fish and WildlifeJohn Heinz at Tinicum).
Natural Setting along Darby Creek
The East Coast Greenway (ECG), a developing trail system that extends from Key West, Florida to
Canada, runs through John Heinz NWR and extends north to the Cobbs Creek trail. Although this
segment is currently on-road, the ECG will ultimately be comprised of a multi-use off-road trail that
extends the length of Eastwick from John Heinz NWR to Cobbs Creek Trail at 70th street. This trail
segment will serve as a major connection to the Circuit, a planned 750 mile trail network that extends
throughout the Philadelphia region and collocates with the East Coast Greenway in Eastwick.
Another important developing trail network in the area also collocates with the ECG and routes of the
Circuit, the September 11 National Memorial Trail. It is a pilgrimage trail that links the three national
memorials to those lost in the tragic events of September 11, 2001; the World Trade Center Memorial in
New York City, the Pentagon Memorial in Washington D.C., and the United Airlines Flight 93 Memorial
near Shanksville, Pennsylvania. In addition to linking the National Memorials, the long term plan is to
link cities, towns and communities along the way that are home to local memorials and significant sites
that reflect that spirit of American patriotism, resilience and perseverance that brought the nation back
from the tragic events of the day and forged the great nation that we see today. The conceptual corridor
for the trail development is roughly 1000 miles long and links a large region passing through four states.

In addition to the off-road, multi-use trail component being planned, a parallel on road route for motor
vehicles is also being identified.
Crossing both the Darby and Cobbs Creeks in this area, the Washington-Rochambeau Revolutionary
Route is a National Historic Trail that follows the roads and ways along the 680 mile route, through ten
states, along which General Washington and General Rochambeau marched their allied Colonial and
French Armies to the siege of Yorktown and final victory against the British Army in 1781. Near Eastwick
the route passes to the north of the John Heinz NWR, collocates at points with the ECG and the
Schuylkill River Trail, and will cross the Cobbs Creek Trail once the extension of the Cobbs Creek Trail is
completed.
The potential impact of these last two trails, The September 11th National Memorial Trail and the
Washington-Rochambeau Revolutionary Route, is very important to note as they are more than
recreational resources. Both their national status and commemorative natures increase their ability and
potential for tourism interest and tourist related travel. The economic benefit of being located along such
routes has been proven and Eastwick will be essentially encircled by these trail assets.
Eastwick is home to a number of community parks and playgrounds. Eastwick Park and Playground at
80th Street and Mars Place, Cibotti Park at 77th Street and Elmwood Avenue, Penrose Park at Lindbergh
Boulevard and 74th, and the former George W. Pepper School Playground at 84th and Lyons Avenue
offer activities from tennis and basketball courts, to baseball diamonds, open green space, and
playground areas.
Winter at John Heinz National Wildlife Refuge

D. Removing Barriers in Pedestrian and Bicycle Circulation Systems
In analyzing barriers throughout the Easwick community, it became evident that a number of physical
obstacles divide the auto dependent community and discourage walking and biking. These physical
barriers include linear road and rail barriers, as well as troublesome intersections.
Road and Rail Barriers that Separate Eastwick:
Conrail Shared Assets Freight Line and SEPTA Airport Line This railroad runs along the eastern edge
of Eastwick, providing connections from the Eastwick Station to the Philadelphia Airport, University City,
and Center City. Unfortunately, from a pedestrian standpoint, the two track rail creates a separation
between Eastwick to the west and employments centers/airport hotels to the east. Crossing the two track
rail can be difficult; In fact, there are only three feasible crossings in the study area. Pedestrians can
either cross the tracks at the Eastwick Station platform, on an overgrown walkway and interrupted
sidewalk on the Island Ave Bridge, or at the 84th Street Bridge. Both 84th Street and Island Avenue are
major transit corridors, but neither bridge crossing has a complete or well-maintained sidewalk
infrastructure. Ultimately, crossing the railroad can be both difficult and unsafe for pedestrians and
cyclists, creating a separated community and inconvenient pedestrian and bicycle circulation system. A
pedestrian crossing of the railroad at Island Avenue could provide safe pedestrian connection between
the Gateway Business Center at Holstein Avenue, the Eastwick Community Garden, Penrose Plaza, and
Trolley Route 36.
Bartram Avenue- Paralleling the SEPTA Airport Line railroad tracks; Bartram Avenue adds a second
separation between Eastwick and the employment centers/airport hotels at Tinicum Boulevard to the
east. Although Bartram Avenue has implemented bike lanes to the south of 84th Street, there are very few
utilized pedestrian crossings of the major transit corridor.
Island Avenue and Trolley Route 36 - Pedestrian crossings of Island Avenue are virtually non-existent
throughout Eastwick. Portions of this road are up to 10 traffic lanes wide and include fenced-in trolley
lines that obstruct the road between Mario Lanza Boulevard and Elmwood Avenue. Although Island
Avenue is home to public transit and a multitude of commercial, residential, and employment centers,
the separation between the establishments to the east and west creates a difficult and unfriendly
environment for pedestrians. The intersection of Lindbergh Avenue and Island Ave could be improved
significantly to promote accessibility and safety along this road.
84th Street- Another major transit corridor that runs through Eastwick from the East to the West is 84th
Street. Similar to Lindbergh Boulevard, portions of this road are up to 8 traffic lanes wide and provide
service to Bus Routes 37, 108, and 115. 84th Street has already incorporated bicycle lanes between
Lindbergh Boulevard and Bartram Avenue.
Penrose Plaza on Mario Lanza Boulevard This major commercial establishment is virtually
inaccessible by foot from the west. The plaza is built to attract automobile traffic from Lindbergh
Boulevard and Island Avenue and pedestrians
from the Trolley Route 36, but unfortunately the
building turns its back towards Mario Lanza
Boulevard
and
its
adjacent
residential
communities. For approximately 0.4 miles, the
plaza structure creates a wall of service
entrances and loading docks that is inaccessible
for residents along Mario Lanza Boulevard. The
existing plaza design neglects the community
that once embraced a walkable, transit oriented,
and
booming
commercial
district.
By
reconnecting the plaza to its community and
recreational assets, and by promoting a walkable
Penrose Plaza shopping center along
environment, Penrose Plaza can serve as the
Mario Lanza Boulevard
central hub of community development.
Lindbergh Boulevard - Servicing John Heinz National Wildlife Refuge at 86th Street and providing access
to the residential communities between 78th and 86th street, Lindberg Boulevard cuts through the center

of Eastwick from the north-east to the south-west before terminating at John Heinz NWR Cusano
Environmental Education Center. SEPTA Bus Route 37 and 108 are also accessible along Lindbergh
Boulevard. Potentially the most important asset of Lindbergh Boulevard is its connection to a major
regional and national trail route. A proposed off-road trail along Lindbergh Boulevard will ultimately
connect John Heinz NWR to the Cobbs Creek Trail co-locating in Eastwick as the East Coast Greenway,
Forge to Refuge Trail, and the Circuit trail routes. Although Lindbergh Boulevard has public transit and
numerous community and recreational assets, portions of this road are up to 8 traffic lanes wide with
limited pedestrian crosswalks. By strategically incorporating trail, bike, and simple pedestrian
improvements, Eastwick can utilize these assets and help to revive pedestrian activity within its
community.
E.
Trail Alignment Recommendations

Eastwick is located at the juncture of two key
regional and local trail systems; the 2900 mile
long East Coast Greenway (ECG) route from
Maine to Florida and planned 750 mile
Philadelphia regional trail network named the
Circuit. These planned and existing trail
systems pass along the western edge of
Eastwick, currently existing as a single on-road
route. This trail will make up the main spine
of the proposed trail system in Eastwick. The
development of an off-road trail will create a
critical link for both the ECG and the Circuit
and will further connect to an abundance of
Existing East Coast Greenway Route through John
trails throughout the Delaware Valley. The
Heinz National Wildlife Refuge
Eastwick section of the ECG and the Circuit is
known as The Cobbs Creek Connector Trail,
which is part of a proposed 18 mile long trail pathway to connect the John Heinz National Wildlife
Refuge (NWR) with Valley Forge National Historic Park. By implementing the plan to create an entirely
off-road route through this segment, the Cobbs Creek Connector Trail will extend from the existing
Cobbs Creek Trail at the intersection of 70th Street and the Cobbs Creek Parkway, to the John Heinz
NWR entrance at the Intersection of Lindbergh Boulevard and 86th Street. The Cobbs Creek Connector
Trail has been addressed as a high priority trail by the 2013 Philadelphia Trail Master Plan and its
feasibility and preliminary design has already been studied:
A Feasibility Study for the Cobbs Creek Connector Trail (Campbell Thomas & Company for The
Clean Air Council, 2007)
Alternatives Analysis and Conceptual Design Report (Urban Engineers for The Clean Air
Council, 2012)
Adjacent to Eastwick is the John Heinz National Wildlife Refuge (NWR) which hosts over ten miles of
trails, three miles of which are part of the official ECG off-road trail route from Wanamaker Avenue to
86th Street. These trails are contained within Pennsylvania largest fresh water marsh, offering
Philadelphia residents a respite from the often monotonous urban setting and providing critical wildlife
habitat to a number of native species. Trail access to John Heinz NWR was preliminarily assessed in
2007:
A Feasibility Study for Improving Pedestrian and Bicycle Access to the John Heinz National
Wildlife Refuge (Campbell Thomas & Company for The Clean Air Council, 2007)
With so many existing and planned trail, recreation and transportation resources in the area, the Eastwick
community and visitors alike have an opportunity benefit from these trail investments.

Recommended Trail Segments
A number of trail segments throughout Eastwick have been identified as walking and biking connections
for residents and visitors alike. These connections can promote access to John Heinz NWR, Cobbs and
Darby Creek, the East Coast Greenway, the Circuit, Philadelphia Airport, and Eastwicks public
transportation and community services. Each of these trail segments has been strategically identified to
breakthrough barriers that exist to pedestrian and bicycle circulation systems, bringing access to the
multitude of resources the surrounding community has to offer.
Proposed Trail Segments that have been identified:
1
2
3
4
5
6
7
8
9
10
86th Street Trail from John Heinz NWR to Eastwick Train Station
Chester Short Line Trolley Trail from John Heinz NWR to Lester/Essington
Airport Connector Bridge from Philadelphia Airport to John Heinz NWR
Chester Short Line Trolley Trail from Mario Lanza Blvd./86th St. to John Heinz NWR
Mario Lanza Boulevard/86th St. Side Path to Lindbergh Boulevard
Eastwick Train Station to the Gateway Business Center (Bartram Avenue Side Path)
Eastwick Train Station to Philadelphia Airport/PA 291(Bartram Avenue Side Path)
Penrose Plaza to Island Avenue Path and Grade Crossing
Cobbs Creek Connector Trail (84th Street to Heinz NWR)
Penrose Plaza Access Trail (80th Street and Lyons Ave to 77th Street Pathway)
(top left) East Coast Greenway Route through John Heinz NWR; (top right) View of Center City, across
marsh, from John Heinz NWR; (bottom left) Directional Sign at 84th and Lindbergh Blvd., (bottom right)
Trolley Platform at Lindbergh Blvd and Island Avenue.
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"Specific alignments of trails/bike lanes/etc. will be determined during the various project phase design development stage."
Existing Bike Lane

Existing Trail
Proposed Trail Segment
Suggested Intersection
Improvements
Philadelphia Bike & Ped. Plan

Recommendations
Trolley 36
Proposed Penrose
Plaza Alterations
Existing Cobbs Creek
Connector Street Route
Pedestrian Railroad
Crossing Improvements
SEPTA Bus Rotes
Existing Transit Stop
Eastwick
Transit/Trail
Improvements
Map: DRAFT
Keystone Conservation Trust
336 King of Prussia Road Radnor, PA 19087 215-885-8313

Campbell Thomas & Company 1504 South Street Philadelphia, PA 19146 215-545-1076

Segment 1- A proposed connection from the SEPTA Eastwick Station to the John Heinz NWR via 86th
Street. This trail would create an east-west pedestrian connection by utilizing local streets, sidewalks,
and vacant land between the Eastwick Train Station at Mario Lanza Blvd. and the John Heinz NWR
entrance at Lindbergh Blvd. Pedestrian sidewalks and a residential roadway presently exist along 86th
street between Lindbergh Boulevard and Cratin Place, but a 1/8th mile long gap in the 86th road network
exists between Cratin Place and Luther Place. From
Luther Place to the Eastwick Train Station the street
network is continued, but pedestrian sidewalks, bike
sharrow road markings and trail signage should be
established to enhance the Eastwick station
connection.
Coordinating with the Philadelphia Redevelopment
Authority to develop a connection through the 1/8th
mile off-road portion of the trail will need to occur
before designing this section of trail. Creating a 10-12
wide crushed stone surface multiuse trail connection
in this segment and improving the pedestrian and
bicycle infrastructure on the on-road portions between
Eastwick Station and John Heinz NWR with trail
signage, extended sidewalk and bike sharrows would
provide a safe, transit friendly, pedestrian connection
to John Heinz. This trail improvement would
ultimately bring SEPTA Airport Line customers within
a short walk from the Eastwick Station to the Cusano
Environmental Education Center at John Heinz NWR,
the future Cobbs Creek Connector Trail, and other
Eastwick services.
(86th and Luther Place - Top)

(86th and Cratin Place - Bottom)
The Eastwick Train Station platform provides one of the few existing east-west pedestrian connections
across the at-grade railroad. A trail along 86th street would not only provide access from John Heinz
NWR to the west, but would allow for residential communities, hotels, and employment centers to the
east on Bartram Avenue access to recreation and community resources at the refuge.
Segment 1 Connecting Johan Heinz NWR to Eastwick Station along 86th Street
(See full size Drawing H in Appendix A)

Segment 2 - The Chester Short Line Trolley
Trail (South) section would connect the
John Heinz National Wildlife Refuge with
Governor Printz Boulevard and the
communities of Lester and Essington
located to the south-west of the Refuge.
Although John Heinz NWR is open for the
public to enjoy, its Eastern edge abuts
Interstate 95 and the SEPTA Regional Rail
Line. This interruption of public land
creates a disjointed community with little
or no pedestrian access from the south-east.
A trail connection can be created by
utilizing the former Chester Short Line
trolley bed which once extended from the
current Trolley 36 terminus at Penrose
Plaza, all the way to Chester.
The abandoned trolley route already makes
up part of the Heinz NWR trail system and
the ECG route as a crushed stone surface
trail. There is an opportunity to extend the
Trolley Trail along an existing Refuge
service road that passes beneath elevated
sections of Interstate 95 and PA 291. On
the south-western side of Interstate 95 the
abandoned trolley bed, having been raised
above the surrounding grades and non-tidal
wetlands, could accommodate a trail
connection to Essington and Lester by way
Abandoned Route 37 Trolley once extended beyond John
of the Renaissance Plaza Hotels parking
Heinz NWR to Chester- 1940s (top) and 2007 (bottom)
lot, which appears to occupy apportion of
the abandoned trolley right-of-way. To avoid a conflict with the hotel parking lot, it appears possible to
displace the trail to the south, allowing for a connection around the parking lot, to a another raised
portion of the existing trolley bed that exists beyond the hotel property leading to the trolleys former
route along Powhatten Avenue.
This link would provide a
convenient and high quality trail
link for guests of the Renaissance
Plaza Hotel and residents of the
Lester and Essington communities.
This trail connection is to be
designed and constructed by the
Clean Air Council and will
become
a
vital
off-road
connection for the East Coast
Greenway, amplifying John Heinz
NWR as an accessible recreational
amenity and natural resource for
the communities of Essington,
Lester, Tinicum, and Chester. A
crushed stone surface trail atop the
existing subbase is recommended
for the extent of this segment.
Segment 2: Abandoned Portion of Trolley Line Connecting to

Renaissance Plaza Hotel
Segment 3: Proposed Airport Connector Bridge (See full size Drawing I in Appendix A)
(Schematic plan only - Not intended for Design or Construction)
Segment 3 - The Airport Connector Bridge is a

proposed connection that would extend from
Tinicum Island Road and North Access Road to
the existing service road to John Heinz NWR
beneath PA 291 and I-95 where the proposed
Chester Short Line Trolley Trail will connect. The
eastern end of John Heinz NWR is located less
than a mile from the Philadelphia International
Airport, but there are no convenient or safe
pedestrian connections available. A bridge would
link the Airport and numerous employment
centers along Tinicum Island Road with John
Heinz National Wildlife Refuge and adjacent
community resources. As depicted in Segment
Existing Service Road under PA 291 & I95
Map I in Appendix A, this connection consists of
a short segment of multiuse trail that extends across Tinicum Island Road as a thermoplastic continental
crosswalk before crossing the Conrail Shared Assets active freight railway at-grade which is shared with
the SEPTA Airport Rail Line. Directly adjacent to the rail line, a small body of water in the non-tidal
marshlands must also be crossed using a bridge of boardwalk structure to provide access between
Tinicum Island Road and John Heinz NWR.

Segment 4 - The Chester Short Line Trolley Trail (Middle) section from Mario Lanza Boulevard to John
Heinz NWR will create a north-south link between the John Heinz National Wildlife Refuge trail, the
SEPTA Eastwick Train Station, and the community resources made available via the Mario Lanza
Boulevard bike lanes and/or the proposed trail segment 5. By utilizing the old Chester Short Line Trolley
route that once extended from 86th Street into the John Heinz NWR, this trail will not only provide
direct access to public transportation, but will create a sort, direct, and uninterrupted trail connection
that would link the Eastwick Station with the John Heinz NWR the airport connector bridge and the
communities of Essington and Lester along segment 2, the South section of the Chester Short Line Trolley
Trail. A crushed stone surface trail is recommended for this segment.
Segment 4 - Mario Lanza Boulevard to John Heinz NWR Trail &

Segment 7 Eastwick Train Station to Philadelphia Airport (Bartram Ave)
(See full size Drawing J in Appendix A)
Segment 5- The Chester Short Line Trolley Trail (North) from Mario Lanza Boulevard to Lindbergh
Boulevard will complete the Chester Short Line Trail Route as a continuation of segment 4 northerly
towards Penrose Plaza and the Trolley Route 36 Terminus as a buffered side path to Lindbergh
Boulevard. Although there are existing bike lanes along Mario Lanza Boulevard, there are currently no
pedestrian sidewalks to accommodate the adjacent community. By implementing a road diet and
narrowing the excessively wide driving lanes along Mario Lanza Boulevard, there is ample space to
accommodate a vegetative buffer and a raised 12 wide side path along the roads western edge, without
negatively effecting the existing driving and parking lanes.
Segment 5 would join directly to segment 4, segment 1, and segment 6, creating an additional linkage to
the network of trails accessible from John Heinz NWR and the Eastwick Train Station. By narrowing the
impervious road surface along Mario Lanza Boulevard and installing a vegetative buffer, this trail would
not only create a safe, continuous, and delightful experience for its users, but it would reduce the
amount of impermeable roadway surface and help improve drainage in this flood prone area of Eastwick.
Additionally, by creating a north-south trail connection, visitors and residents can utilize the Penrose
Plaza Shopping Center, the bus, trolley and regional rail transportation network, and the John Heinz
NWR without the need to drive. A 10-12 wide raised asphalt side path is recommended for this
segment.

Segment 6 - On the eastern side of the SEPTA Airport Line railroad tracks, trail segment 6 would extend
north from the Eastwick Train Station to the Gateway Business Center at Holstein Avenue and Island
Avenue. Starting from the existing Eastwick Station platform and pedestrian crossing, the trail extends
along the station driveway using existing sidewalk to Bartram Avenue before continuing north along the
north-western edge of Bartram Avenue as a side path, crossing the intersection at 84th and Bartram
Avenue as a signalized crosswalk
An alternative route for this section would parallel the eastern edge of the SEPTA railroad, passing under
the 84th Street Bridge within the Railroad Right-Of-Way. Once north of the 84th Street Bridge, the trail
segment would turn south-east to parallel 84th Street and connect out to the intersection of 84th Street
and Bartram Avenue.
Segment 5 Mario Lanza Boulevard to Lindbergh Boulevard,

Segment 6 - Eastwick Train Station to the Gateway Business Center,
& Segment 8 Penrose Plaza to Island Avenue Railroad Crossing
(See full size Drawing K in Appendix A)
From the north-western corner of 84th and Bartram Avenue, the side path will continue past Hertz RentA-Car and Eastwick Community Garden to the south-western corner of Island Avenue access road and
Bartram Avenue. Depending on available right-of-way, a trail easement may be required along this
portion of Bartram Avenue. Turning north the trail will parallel the Island Avenue access road, crossing
as a continental crosswalk before passing beneath the Island Avenue Bridge as a separated side path.
Upon passing beneath Island Avenue, the trail would connect to the Gateway Business Center at
Holstein Avenue via another continental crosswalk.
An easement through the railroad right-of-way would need to be obtained in order to connect beneath
the 84th Street Bridge in alternative 6A. An asphalt trail surface is recommended for the entirety of this
segment.

Segment 7 - Extending south from the Eastwick Station as a continuation of the Segment 6 side path
along the northwestern edge of Bartram Avenue, this trail segment acts as an alternative route to
segments 3 and 4 which also connect Eastwick Train Station to Philadelphia International Airport at the
Industrial Highway and Scott Way. Segment 7 would provide more direct trail service to a number of
Philadelphia Airport hotels, Airport Parking, and the PNC Bank Operations Center via an existing
pedestrian crosswalk at Tinicum Boulevard and Bartram Avenue, but offers a less direct connection to
John Heinz NWR from the Airport. It is also recommended that Segments 2, 3, and 7 are all developed,
as each route provides a different user experience; one catering to the recreational client and the other
more transportation and service focused. For segment 7 a 10-12 wide asphalt side path trail is
recommended.
Segment 8 Connecting to Segment 6 at the Island Avenue access road, this railroad crossing would
connect to the Penrose Plaza Shopping Center and the terminus of Trolley Route 36. Limited bike lane,
sidewalk and pedestrian crossing infrastructure along Island Avenue creates a dangerous walking and
biking environment between fragmented community services on either side of the Conrail Shared Assets
Railway. An at-grade pedestrian railroad crossing that connects to the trail at the Island Avenue access
road could bring valuable community resources within walking distance of employment centers to the
east of the tracks. Similar at-grade railroad crossings have been installed along the Schuylkill Banks Trail,
the Chester Valley Trail, and the Pennypack Trail.
An at grade railroad crossing could connect Penrose Plaza and SEPTA Trolley Route 36
with the Gateway Business Center and Eastwick Community Garden.
(Example crossing installed at Locust Street on Schuylkill River Trail)
On the north-western side of the railroad tracks, a trail connection would extend along the southern
edge of the Penrose Plaza access road to connect to the segment 5 side path along Mario Lanza
Boulevard. This pedestrian crossing will create much safer and convenient pedestrian connections
between commercial and transportation services at Penrose Plaza and the employment and community
services at Gateway Business Center and Eastwick Community Garden.

Segment 9 - The Cobbs Creek Connector Trail segment is part of a much larger trail plan to connect
Valley Forge National Historic Park with the John Heinz National Wildlife Refuge and the Greater
Philadelphia region. In Eastwick, portions of this proposed trail corridor currently exist as a narrow path
behind the Eastwick Park Playground between Angelo Place to Saturn Place. A 12 wide multiuse trail
has been proposed along this section as part of the Cobbs Creek Connector Trail, extending from John
Heinz NWR to 70th Street and the Cobbs Creek Parkway.
Segment 9 Cobbs Creek Connector Trail (See full size Drawing L in Appendix A)
The Cobbs Creek Connector Trail currently exists as an on-road route through residential streets,
bypassing the section of pathway behind Eastwick Park Playground. An off-road trail connection has
been studied within an Alternatives Analysis and Conceptual Design Report that Urban Engineers
conducted for the Clean Air Council in 2012. The report breaks the trail into four sections:
Section 1 70th Street to Woodland Avenue

Section 2 Woodland Avenue to 77th Street
Section 3 77th Street to 84th Street
Section 4 84th Street to the John Heinz National Wildlife Refuge
Section 3 and Section 4 of the Cobbs Creek Connector Trail would exist within Eastwick's western edge.
For section 4, a road diet along Lindbergh Boulevard between John Heinz NWR and 84th Street would
accommodate a 12 side path, creating a gateway trail to the Refuge. Crossing the western side of 84th
Street, Section 3 of the trail would continue west, along 84th Street as a multiuse side path before
resuming north as both an on-road route and multiuse asphalt trail The trail will pass behind the closed
Clearview Landfill to connect to Penrose Elementary School and Motivation High school at 77th Street
before heading to Island Avenue and ultimately connecting to the Cobbs Creek Trail at 70th Street.
Section 3 is currently under review by the US Environmental Protection Agency due to its close
proximity to the Superfund Site at Clearview Landfill, but upon remediation, an off-road pedestrian and
bicycle connection could be created. Ultimately, this connection will join to Valley Forge and Center
City Philadelphia via the 58th Street Greenway and Bertrams Garden, and will become an integral part
of the Circuit and East Coast Greenway regional and national trail networks.

Segment 10 - The Penrose Plaza Access Trail is proposed as a trail connection from Lyons Avenue,
through Ingles Gardens and Penrose Plaza, to link to the existing pedestrian pathway that extends from
Lindbergh Boulevard to the park trails at 77th Street and Buist Avenue and Penrose Elementary school at
Elmwood Avenue. The residential area that extends along Lyons Avenue would exist as existing
sidewalks and directional trail route signage from the former George Wharton Pepper Middle School and
Communications Technology High School where the Philadelphia Redevelopment Authority has plans
for residential development. From Lyons Avenue and 80th Street, the trail would proceed as an off-road
route behind Ingles Gardens to connect to Mario Lanza Boulevard. Crossing Mario Lanza Boulevard as a
continental crosswalk, the asphalt could provide access to the rear of Penrose Plaza Shopping Center.
Vision for Segment 10 Penrose Plaza Access Trail cutting through Penrose Plaza Shopping Center
(Includes removal of a section of plaza and reorientation of trail friendly stores to accommodate trail access)
(See full size Drawing M in Appendix A)
(Schematic plan only - Not intended for Design or Construction)
Presently, a separation exists between residential communities to the West of Mario Lanza Boulevard
and the commercial establishments, employment centers, and public transportation options to the east at
Penrose Plaza Shopping Center and Island Ave. The Penrose Plaza building fronts Island Avenue and
turns its back towards Mario Lanza Boulevard, creating a continuous 0.4 mile wall with no pedestrian
access from the west. A re-design of portions of the Penrose Plaza building could include a concrete
pedestrian pathway through the plazas vacant property. This re-design could accommodate a 10-12
trail and help embrace walkability to and from adjacent residential populations. By providing trail access
through Penrose Plaza and connecting to existing plaza sidewalks and the 77th street concrete
pedestrian pathway, a link can be created between Penrose Elementary School and Mario Lanza
Boulevard. The existing 77th Street pathway from Penrose Elementary would receive additional
directional signage as part of this segment.
Additionally, a Penrose Plaza redesign could incorporate new public facing trail and bicycle relevant
businesses, services and amenities to support the increased trail activity that would come from the trail
activity throughout the Eastwick community.

F.
Intersections Requiring Improvements

Drawing 1: Lindbergh Boulevard and Island Ave and Route 36 Trolley
The Philadelphia Pedestrian and Bicycle Plan outlines the intersection at Lindbergh Boulevard and Island
Avenue as one of only forty-eight pedestrian network focus areas in Philadelphia where pedestrian
improvements are needed (p59 Table 17, Philadelphia Pedestrian and Bicycle Plan). In addition to
the 8-10 lanes of vehicular traffic, the Route 36 SEPTA Trolley runs down the center of Island Avenue,
creating an interrupted pedestrian environment with limited pedestrian crossings. Wide turning radii
enable automobiles to turn at high rates of speed, leading to hazardous conflict areas for pedestrians,
cyclists, trolleys, buses and cars.
With the existing crosswalk restrictions, a pedestrian exiting the southbound 36 trolley at this
intersection must cross a total of 27 vehicular traffic lanes in order to access to the retail and business
establishments on the south-eastern side of the street. By increasing sidewalk space, narrowing the
turning radii where possible to decrease crossing distance, and adding continental crosswalks along
Island Avenues northbound lanes, an individual would be able to make the same trip by crossing only 9
traffic lanes. The Philadelphia Pedestrian and Bicycle Plan recommends bike lane improvements along
Lindbergh Boulevard and Island Avenue. The Plan also calls for a side path to be installed along Island
Avenue between Lindbergh Boulevard and the existing Cobbs Creek Trail. Improving the pedestrian
environment at this major intersection creates a vital link between segmented residential communities,
employment centers, Penrose Plaza, and public transportation.
Intersection 1: Lindbergh Boulevard and Island Avenue

Drawing 2: Lindbergh Boulevard at Penrose Plaza entrance/77th Street Pathway
This intersection is of great pedestrian importance as it provides direct access to the existing 77th Street
Concrete Pathway and Penrose Elementary School to the north, as well as to Penrose Plaza and Trolley
Route 36. The exiting 77th street concrete pathway currently extends as a crosswalk across Lindbergh
Boulevard before terminating on sidewalks at Penrose Plaza. Defining this intersection as a trail crossing that
uses decorative crosswalk applications and trial signage could help heighten visibility of the trail and
encourage pedestrian and bicycle use to the Island Avenue Trolley 36 and to Penrose Plaza. The proposed
Segment 10 Penrose Plaza Access would provide a safe, walkable and bikeable trail that could extend
through Penrose Plaza to communities to the south-east.
Drawing 3: Lindbergh Boulevard and Mario Lanza Boulevard
At this intersection, bike lanes exist along Mario Lanza Boulevard to the south, connecting to the Eastwick
Train Station. Direct access to Bus 108 and Bus 37 can also be made at this intersection. The Philadelphia
Pedestrian Bike Plan calls for bike sharrows along 78th Street to the north, as well as bike lanes along
Lindbergh Boulevard. We are also recommending a road diet on Mario Lanza Boulevard to accommodate a
side path, rather than bike lanes, connecting down to Eastwick Train Station and John Heinz NWR. By
incorporating these improvements and improving pedestrian crossings with thermoplastic continental
crossings and pedestrian refuge islands, Eastwick can better provide safe and easy access to public
transportation and residential areas to the north and west.
Intersections 2 & 3: Lindbergh Boulevard at Penrose Plaza and Mario Lanza Boulevard

Drawing 4: Lindbergh Boulevard and 80th Street &
Drawing 5: Lindbergh Boulevard and 82nd Street
Lindberg Boulevard at the intersections of 80th and 82nd Street require similar improvements. Faded
sidewalks that are virtually non-existent to automobiles create unsafe intersections that are unsupportive of a
walkable environment. Crossing Lindbergh Boulevard by foot requires traversing 7 lanes of uninterrupted
traffic in an under defined pedestrian area. Although medians exist adjacent to the crosswalks, pedestrian
refuge islands are unutilized and insufficient. By utilizing the median refuges, realigning and re-painting
thermoplastic continental striped crosswalks, completing the sidewalk network, and incorporating bike lanes,
the intersections at 80th and 82nd Street can better support pedestrians and improve Eastwicks walkability
and bikeability.
Intersections 4 & 5: Lindbergh Boulevard at 80th &82nd Street

Drawing 6: Lindbergh Boulevard and 84th Street
The intersection at Lindbergh and 84th Street has a number of faded crosswalks and limited sidewalk
infrastructure. Uniquely located along bus routes 115, 108, and 37, and at the primary entrance to the John
Heinz National Wildlife Refuge and the proposed off-road East Coast Greenway trail route, this intersection
has the potential of being a huge asset to the Eastwick Community. By creating an East Coast Greenway and
Cobbs Creek Connector trail entrance and gateway that promotes the John Heinz National Wildlife Refuge
and other recreational and commercial services in the area, Eastwick can promote itself as both a recreational
hub and pedestrian friendly community. Enabling visitors and residents to easily and conveniently access
community services, recreational assets, and public transportation can substantially improve Eastwick from
an economic development standpoint.
Recommendations include extending sidewalk infrastructure and incorporating bike lanes to connect with
adjacent neighborhoods and bus stops. The intersection should utilize pedestrian refuge islands in the
sidewalk and crosswalks should be repainted with either thermoplastic continental striping or a decorative
crosswalk application that heighten visibility of a trail crossing at this intersection. Eastwick has an
opportunity to emphasize a connection to the unique community asset that is John Heinz. Additionally, a
Gateway structure or shelter with signage, kiosk information regarding Eastwick businesses, and trailhead
amenities are encouraged for this location.
Intersection / Gateway 6 - Lindbergh Boulevard at 84th Street

G. Encouraging Use of Pedestrian and Bicycle Modes
Complete Streets
Eastwicks transportation system is focused towards the convenience of automobile users. By
encouraging an even distribution between the multiple transportation modes, Eastwick will develop a
more complete street network that encourages a safe and friendly environment for all modes including
walking, biking, driving, and public transportation. The National Complete Streets Coalition defines
complete streets as streets for everyone.
They are designed and operated to enable safe access for all users. People of all ages and
abilities are able to safely move along and across streets in a community, regardless of how
they are traveling. Complete Streets make it easy to cross the street, walk to shops, and
bicycle to work. They allow buses to run on time and make it safe for people to walk to and
from train stations. (National Complete Streets Coalition)
Within Eastwick, we have identified community, regional transportation, and recreational resources that
are divided by barriers in the pedestrian and bicycle circulation system. Through implementing trail
segments and intersection improvements within Eastwick, a more complete streets system can be
obtained.
The Philadelphia Complete Streets Design Handbook was developed by the Mayors Office of
Transportation and Utilities in response from Mayor Michael Nutters executive order to ensure that the
Citys streets would accommodate all users of the transportation system; be they pedestrians, bicyclists,
public transit users, or motor vehicle drivers.
Eastwick has the opportunity to apply some of the recommendations addressed in the Philadelphia
Complete Streets Design Handbook. The Design Handbook establishes street classification based on
land use characteristics, development density, and pedestrian activity levels and has identified Eastwicks
major barriers of Island Avenue, Lindbergh Boulevard, 84th Street, and Bartram Avenue as urban
arterials.
Urban arterials are major and minor arterials that carry high through traffic volumes. These
streets usually have surface transit routes and must provide adequate pedestrian facilities to
allow safe and comfortable access and waiting areas for transit users. Urban Arterials generally
have more travel lanes and higher speeds, compared to City Neighborhood Streets. They may
have commercial uses, but are not as pedestrian-friendly as Walkable Commercial
Corridors.(Philadelphia Complete Streets Design Handbook)
Complete Street Example

Design Treatments for Urban Arterials include:
Design Treatments for Urban Arterials as outlined in the

(Philadelphia Complete Streets Urban Design Handbook, p48-49)
Beyond trail improvements, design elements that are recommended to improve the pedestrian and
bicycle circulation system in Eastwick beyond those required by the City of Philadelphia include:
6+ Sidewalk Width
ADA Curb Ramps
Bicycle Parking
Lighting
Street Trees
Benches
Bike Lanes/ Marked Shared Lanes
Bike Route Signs
Shared-Use Paths
Transit Stops/Shelters
On-Street Parking
10-11 Lane Width
Medians
Stormwater Management
Existing Intersection at Lindbergh Boulevard and Island Avenue

Does Not Accommodate All Transportation Modes
Intersection & Crossing Elements

Intersections are prone to conflicts between pedestrians and other modes of transportation. Using
specific design techniques in Eastwick can help minimize conflicts and accommodate all users. Design
treatments and crossing improvements that are recommended for the identified intersections in Eastwick
include:
Marked Crosswalks at Controlled Intersections:
A number of intersections along Lindbergh
Boulevard
have
faded
or
nonexistent
crosswalks. These painted crosswalks should be
re-painted and installed where necessary at
signalized traffic controlled intersections.
Crosswalks should be at least the width of the
adjacent sidewalk (10-15) and should extend as
close to perpendicular from the sidewalk, for
best visibility. Pedestrian crossing distance
should be minimized and refuge islands should
be utilized wherever possible. ADA Curb Ramps
must be paired with crosswalks per ADA
guidelines.
Thermoplastic
Continental
striping
is
recommended to increase visibility of sidewalks
along Lindbergh Boulevard. Another option is
decorative crosswalks that can be uses to
increase neighborhood interest and contribute its
character. Decorative sidewalks could also help
define trail crossings such as that of the Cobbs
Creek Connector Trail crossing at the entrance to
John Heinz National Wildlife Refuge at 84th
Street and Lindbergh Boulevard.
84th Street and Lindbergh Boulevard Faded

Crosswalks
Decorative crosswalk Example

Curb/Corner Radii:
Curb and corner radii impacts the speed of turning
vehicles, as well as the crossing distances for
pedestrians. A larger radius allows vehicles to turn
at a faster rate and lengthens the crossing distance
for pedestrians, whereas shorter radii force vehicles
to turn at a slower rate and decreases the crossing
distance for pedestrians. Larger turning radii are
needed for larger vehicles such as SEPTA buses and
trucks, but Philadelphia recommends the smallest
turning radius that still accommodates these
vehicles. Wherever possible, without impacting
turning ability of trucks and SEPTA buses, Eastwick
should create shorter turning radii to help slow
vehicular traffic and provide a safer crossing
environment for pedestrians.
Pedestrian Refuge Islands
Boulevards provide ideal situations to create
pedestrian refuge islands. Eastwicks Lindbergh
Boulevard has medians that are often underutilized
at crosswalks and has an opportunity to extend
medians and refuge islands into the crosswalk, to
create pedestrian refuge islands that break up the
crossing distance and provide are safe refuges from
vehicular traffic. Pedestrian refuge islands are ideal
for high volume intersections with four or more
lanes. This situation applies to countless
intersections in Eastwick where the pedestrian
refuge island design treatment could greatly
improve pedestrian safety in the crosswalk.
Pedestrian refuges also provide ideal waiting areas
and could accommodate public transportation
shelters.
Curb Radii and Crossing Distances (FHWA)
Signal and Timing Operations

With so many transportation modes crossing in a
single location, intersection signalization, phasing,
and timing operations are essential. Well planned
signals can help reduce congestion, improve traffic
flow and coordination, and provide a safe,
comfortable, and convenient crossing environment
for all. Eastwick has a number of signal controlled
intersections, but the addition of proposed bike
lanes and trails within Eastwick would require
supplementary signalization. Leading pedestrian
intervals (LPI) can also be utilized to provide
pedestrians with a head start when crossing
intersections with multiple traffic lanes. In addition
to signalization, signage for all intersection
stakeholders will help communicate crossing
conflict areas and ensure that all modes of
transportation are addressed in a safe and equal
manner.
Pedestrian Refuge Island Example
Infrared-actuated trail crossing warning signal

Managing Safety
Physical Barriers that make pedestrian and bicycle transportation difficult can create truly unsafe
environments, as well as a perceived unsafe environments, that discourages use of bicycle and
pedestrian modes. In addition to intersection improvements that provide safe pedestrian and bicycle
transportation across high traffic streets, specific safety measures can be taken to encourage use and
provide a comfortable environment on trails.
Most trail users today carry cellular phones, thus allowing for quick and direct contact with 911
operators. Call boxes may be installed in those isolated areas where trails are outside of cell phone
coverage. Location signs at each intersection and bridge help callers to relay their precise location to 911
operators. Long stretches of trail that lack intersections or recognizable landmarks may have mile
markers installed, for this reason. Mile markers may also include geo-coded locator numbers, again to
assist with relaying precise location information.
Compatible Economic Development
Intersection and proposed trail segment improvements that link the Eastwick community with
recreational resources and public transit, provide an opportunity to promote Compatible Economic
Development. By marketing Eastwick as a recreational transit hub with access to John Heinz NWR and
the regional trail network, more tourist traffic may occur. Enhancing and expanding the user experience
with branded gateways, site furnishings, and signage will encourage use and promote pedestrian and
bicycle modes. Encouraging growth of compatible businesses and services will help serve visitors and
residents alike.
Public Transit Gateways
As discussed in the Trail Connectivity Recommendations section of this plan, Eastwick is home to
numerous public transportation options that include the Eastwick Regional Train Station, Trolley Route
36 on Island Avenue, and Bus Routes 37, 108, 115, and 68. By enhancing connections from these
transportation resources to Eastwicks recreational and environmental resources and community and
economic services, there is an opportunity for Eastwick to promote use.
Trailheads and Gateways
In order to attract visitors to the trail system,
appropriate support facilities need to be
provided. Trailheads and gateways should be
accessible by automobile and/or public
transportation.
Potential amenities include parking, rest rooms, a
drinking fountain, a map of the trail and a list of
community services in the area, interpretation of
the ecology, geology or history of the
surrounding area, handout maps and guides, and
possibly vending machines for drinks and snacks.
Trailhead Gateway Example with Information Kiosk,

Shelter and Public Restrooms
Three Major Gateways have been identified in Eastwick:
Gateway 1 ECG & Cobbs Creek Connector Trail at 84th Street and Lindbergh Boulevard
Gateway 2 The Eastwick Train Station
Gateway 3 The Entrance To John Heinz at 86th Street and Lindbergh Boulevard
Promoting these gateways to John Heinz NWR, the East Coast Greenway, Cobbs and Darby Creek,
and Eastwick Services, would encourage access to these resources and stimulate Eastwick as a transit hub
and walkable community. Eastwick Train Station provides access to the Philadelphia International
Airport, as well as Center City Philadelphia and the regional rail network. Lindbergh Boulevard provides
access to numerous local populations via SEPTA bus routes 37,108, and 115 that utilize this intersection.

Landscaping, site furnishing, directional and way-finding, and trailhead services and amenities at these
gateways can help bring visibility to these community resources and drive public transit traffic to John
Heinz and Eastwicks trails.
Landscaping and Site Furnishings
Ensuring easy and safe access from public transportation is essential. In addition to developing trail
connections, trail gateways can be promoted through various amenities, site furnishing, and landscaping.
Providing resource information, directional signage and distance markers, and in some cases supplying
restroom facilities and drinking water can increase visibility and promote walking and biking. Picnic
tables, seating, lighting, covered transit refuges and information kiosks may also be used to increase
visibility and encourage use.
Directional and Way-finding Systems
In general, four types of signage are appropriate with bikeway and pedestrian improvements.
Directional - These signs help with navigation, particularly at crossroads or trail junctions. Pathfinder signs located on roadways can point the way to trail-heads or trail access points.
Safety - Safety signs alert users to hazards.

Mile markers along trails that include locator
codes are a very useful way to pinpoint
ones location, when calling 911 to report
an emergency.
Information - Business location kiosks

inform trail users of nearby amenities such
as cafes, bike shops, and taxi services.
Community billboards and kiosks may be
erected at trailheads and at locations where
trails intersect with local streets and roads.
Interpretive - Such signs explain historical

and natural features to trail users, deepening
their understanding of the trail and its
setting.
Trail users may find local services with a

directory map like this one.
Trail & Bicycle Businesses, Services, Amenities, and Support

As a community, local businesses and services that support the trail and bicycle resources should be
encouraged. Providing services and amenities that are convenient, well signposted, and supportive of the
trail and bicycle infrastructure such as the John Heinz NWR and the trail network will help encourage
use. These amenities might include bike/running shops, cafs and restaurants, hotels and hostels,
equipment rental stores, or Bikeshare Pods. By providing services and amenities that support Eastwicks
trails, visitors and residents are more likely to plan a trip to John Heinz NWR or stop along the trail to
utilize all that the Eastwick community has to offer.
Compatible trail businesses support residents

and visitors alike

H. Early Implementation Recommendation
Linking John Heinz National Wildlife Refuge and the Cusano Environmental Education Center to
Transportation Nodes
As previously noted in the report, the John Heinz National Wildlife Refuge is just a short distance from
the major transportation networks in the Eastwick area, the SEPTA trolley station at Lindbergh Boulevard
and Island Avenue, the SEPTA Regional Rail Station on Mario Lanza Boulevard, SEPTA bus routes
stopping at 84th Street and Lindbergh boulevard and the Philadelphia International Airport. Once the trail
and pedestrian improvements recommendations of this study are implemented most of these transit stops
will be linked with a more pleasant and even relatively short walk or bicycle ride. Until that time other
and possibly even long term options were discussed regarding development of a last mile concept.
The potential for diverting bus services into John Heinz NWR and bring access to the Cusano Center was
discussed with SEPTA. However, this does not seem feasible to SEPTA. They believe too many riders on
their way to work may be inconvenienced. SEPTA was also concerned about the large size of their
busses on these routes, although a change could be made in the refuge driveway to accommodate larger
vehicles.
Representatives of John Heinz NWR noted that they are actively working to obtain funding for bike-share
stations at Eastwick Train Station, the Cusano Center, and a few other locations in Eastwick. This will
offer another resource to connect the refuge with the urban community.
The most exciting option discussed was using UBER or creating an UBER-like service within the Eastwick
community that could not only provide an on-demand resource for transit users to get to the refuge,
but could also promote local economic development. This service would offer additional income
opportunity for local residents to use their vehicles to provide on-demand shuttle services to transit users
from the various transit locations to the refuge. It was noted that a number of National Parks and federal
facilities already offer affordable shuttle services that pay local residents to operate as shuttle drivers to
bring trail and park users from one location to another.
In the discussions it was noted that grant funding could provide a subsidy for transit users connecting to
Heinz NWR using such a network. This subsidy could bring down the cost of transportation for residents
utilizing public transportation to get to Heinz NWR. This could also become an attractive incentive for
urban residents without access to a car to travel to Heinz NWR. There is a high level of confidence that
long-term funding is available for this type of transportation service for visitors which would also provide
an economic opportunity for the residents of Eastwick. It was also noted that there was an existing and
strong network group in the community that might be interested in organizing such a concept, the
Eastwick Friends and Neighbors Coalition.
IV. PROPOSED IMPLEMENTATION PLAN

A. Phasing Plan
Prioritization of Trail and Connectivity Development
In developing the recommended implementation plan for trail development, the advisory group and
consulting team took into account such factors as:
The ability of each segment of construction to stand on its own, i.e., that each phase will
receive significant use, even if other segments of trail remain to be constructed.
New sections of trail that serve, where possible, as extensions of existing sections of trail.
Topography
Public or institutional ownership of land.
Feasibility of acquiring easements or rights-of-way.
Feasibility and expense of construction.
Planned construction projects that may affect the trail
It should be stressed that the placement of projects in later phases does not mean that no action should
be taken toward their implementation until all other phases are complete. Rather, assigning a project to a
later phase is a recognition that these facilities may require more time and effort to complete and will
likely be among the last segments completed. Nonetheless, opportunities relating to these projects
should be pursued whenever they present themselves.
It should be noted that certain trail segment recommendations in this report are to be designed and
constructed in partnership with or under the responsibility of Philadelphia Parks and Recreation and the
Clean Air Council. The Responsibilities Map found in Appendix B of this report depicts these
commitments. These segments will not be outlined in specific phases of this study, but they are no less
important.
Re-connecting Endpoints
Prior to the 1960s, 86th Street was
continuous from Dicks Ave. south to
beyond Eastwick Ave. Phase I proposes
to reestablish that continuity, between
the turn-around at International Park (top
photo) and its dead-end at Luther Place
(bottom photo), for pedestrians and other
trail users. This will effectively link the
John Heinz National Wildlife Refuge, at
86th and Lindbergh, to SEPTAS Eastwick
Station on Mario Lanza Blvd., near 85th
Street.
In
addition
it
offers
an
opportunity to create a park like
setting along the route that is about
three to four blocks in length.
The Eastwick Trails Feasibility Study

Proposed Phasing Plan
PHASE
SEGMENT NAME & NUMBER
ELEMENTS / AMMENITIES
PHASE 1
1a
1b
1c
1d
Segment 1 - 86th Street Trail from Heinz to Eastwick Train

Station
Sidewalk Extension/Sharrow Markings /10'-12' Crushed Stone Trail/Trail Signage
GATEWAY - Kiosk with Directional Map and Signage/Seating, INTERSECTION Gateway1 / Intersection 6 - Cobbs Creek Connector Trail at Improved Thermoplastic Continental Crosswalk and Decorative Crosswalk to
Lindbergh Blvd. and 84th St.
Define Trail Crossing/Bus Shelter Improvements/Sidewalk
Improvements/Expanded Pedestrian Islands
Gateway 2 - Eastwick Train Station
Kiosk with Directional Map and Signage/Bike Parking
Gateway 3 - Heinz NWR
Directional Map and Signage/John Heinz NWR Entry
PHASE 2
2a
Segment 3 - Airport Connector Bridge
10'-12' Asphalt Trail/Thermoplastic Continental Crosswalk (x1)/At-Grade Railroad

Crossing/Safety Fencing with Automated Gates and Active Warning
Devices/Bridge /Trail Signage
2b
Segment 4 - Chester Short Line Trolley Trail from Mario

Lanza Blvd./86th to Heinz
10'-12' Crushed Stone Trail/Trail Signage
2c
Segment 5 - Mario Lanza Blvd. Sidepath to Lindbergh Blvd.
Road Diet/Vegetative Buffer with Stormwater Improvements/10'-12' raised

Asphalt Sidepath/Trail Signage
2d
Segment 6 - Eastwick Train Station to Gateway Business

Center (Bartram Avenue Sidepath)
10'-12' Asphalt Trail and Sidepath/Thermoplastic Continental Crosswalk (x2)/Trail

Signage
2e
2f
Segment 7 - Eastwick Train Station to Philadelphia Airport

10'-12' Asphalt Sidepath/Trail Signage
(Bartram Avenue Sidepath)
Segment 8 - Penrose Plaza to Island Ave. Path and Grade
10'-12' Asphalt Trail/At-Grade Railroad Crossing/Safety Fencing with Automated
Crossing
Gates and Active Warning Devices/Trail Signage
PHASE 3
3a
Segment 10 - Penrose Plaza Access Trail
3b
Intersection 1 - Lindbergh Blvd. and Island Ave.
3c
Intersection 2 - Lindbergh Blvd. and Penrose Plaza
3d
Intersection 3 - Lindbergh Blvd. and Mario Lanza Blvd.
3e
Intersection 4 - Lindbergh Blvd. and 80th St.
3f
Intersection 5 - Lindbergh Blvd. and 82nd St.
10'-12' Asphalt Trail/ Thermoplastic Continental Crosswalk/Trail Signage/Penrose

Plaza Re-Design to Accommodate Trail and Pedestrian Improvements
Expanded Pedestrian Islands/Narrowing of Turning Radii with Curb
Extensions/Additional Thermoplastic Continental Crosswalks with
Signalization/Bus & Trolley Platform Improvements
Improved Thermoplastic Decorative Crosswalk to Define Trail Crossing/Trail and
Directional Signage
Expanded Pedestrian Islands/Improved Thermoplastic Continental
Crosswalks/Bus Shelter Improvements
Crosswalks/Bus Shelter Improvements/Sidewalk Improvements
Crosswalks/Bus Shelter Improvements/Sidewalk Improvements
SEPARATE PROJECTS BY OTHERS

Segment 2 - Chester Short Line Trolley Trail from Essington
to Heinz
Segment 9 - Cobbs Creek Connector Trail Sidepath from
84th Street to Heinz
10'-12' Crushed Stone Trail/Fencing Along Portions of Raised Trolley Bed/Trail

Signage
Road Diet/Vegetative Buffer with Stormwater Improvements/10'-12' raised
Asphalt Sidepath/Trail Signage
Segment Phasing is outlined in Phasing Maps P1, P2, and P3 in Appendix B.

Additional information for each of these trail segments, project gateways, and intersection
improvements can be found in the Recommendations section of this report.
For trail alignment information please refer to Trail and Transit Improvements Map G and Segment
Maps H, I, J, K, L, and M which can be found in Appendix A.

PHASE 1:
Phase 1 includes a trail connection between Eastwick Train Station and Cusiano environmental
Education Center at the John Heinz National Wildlife Refuge. This trail connection will be developed in
partnership with the Clean Air Council and will provide a safe and convenient connection across a 0.17
mile section of land that currently separates two sections of 86th Street. This trail improvement will bring
the entrance of John Heinz NWR within walking distance of the Eastwick Train Station only 0.68 miles
away. Part of this section of trail is within Philadelphia Redevelopment Authority land and would require
coordination.
Phase 1 also includes the development of three Gateways; one at the Eastwick Train Station, one at 84th
and Lindbergh Boulevard, and the third at the entrance to John Heinz NWR at 86th and Lindbergh. Each
gateway will incorporate trailhead amenities that promote access to John Heinz NWR and Eastwick
community resources from public transportation options.
Destinations served by Phase 1:
John Heinz National Wildlife Refuge

The Cusiano Environmental Education Center
SEPTA Regional Train Network via Eastwick Train Station
SEPTA Bus Routes
o 37: service to Chester, Essington, Darby, Elmwood, and South Philadelphia
o 108: service to Upper Darby, East Lansdowne, Yeadon, Elmwood, PHL Airport, and
Tinicum
o 115: service to Broomall, Havertown, Upper Darby, Lansdowne, Darby, Glenolden,
Norwood, Folcroft, and PHL Airport
Direct Trail Connections: East Coast Greenway, Proposed Cobbs Creek Connector Trail, John
Heinz NWR Trails
PHASE 2:
Phase 2 includes five trail segments to create connections between Eastwick and Public Transportation
services, the Philadelphia International Airport, John Heinz NWR, and numerous adjacent Community,
Commercial, and Employment Centers. Segments 3, 4, 5, 6, 7, and 8, as depicted in the
recommendations section of this report, build off of existing and proposed trails by breaking through
barriers in the pedestrian and bicycle circulation system and connecting community, transportation, and
recreational resources that currently exist.
PHL International Airport, Long Term Parking, Employee Parking

SEPTA Regional Train Network via Eastwick Train Station
Tinicum Boulevard Hotels
PNC Bank
WaWa
Hertz Rent-a-Car
Eastwick Community Garden
The Gateway Business Center
Penrose Plaza Shopping Center
SEPTA Trolley Route 36: Center City Philadelphia, University City, West Philadelphia Bartrams
Garden, and Elmwood
SEPTA Bus Routes
Tinicum
Direct Trail Connections: East Coast Greenway, John Heinz NWR Trails, Proposed Chester Short
Line Trolley Trail (South)

PHASE 3:
Phase 3 includes a trail connection from Ingles Gardens Apartments at Lyons Avenue, through Penrose
Plaza, to the existing 77th Street concrete pathway, which connects to Penrose Elementary School and
the proposed Cobbs Creek Connector Trail. Directional trail signage shall extend north along the 77th
Street concrete pathway and south along Lyons Avenue to service the Pepper School Playground and a
proposed Philadelphia Redevelopment Authority residential development at the former Pepper Middle
School and Communications Technology High School. To pass through the barrier created by Penrose
Plaza Shopping Center, a pedestrian walkway and plaza redesign would accommodate pedestrians and
cyclists from adjacent residential communities, commercial establishments, public schools, and
transportation services. This redesign would require coordination with Korman Commercial Properties,
the owner of Penrose Plaza.
Phase 3 also includes work at five major intersections that require pedestrian crossing improvements
along Lindbergh Boulevard. These include Lindbergh Boulevard at Island Avenue, the 77ths street
pathway and Penrose Plaza, Mario Lanza Boulevard, 80th Street, and 82nd Street. These improvements
should incorporate complete streets design and crossing elements as outlined in the Recommendations
section of this report. Intersection improvements along this corridor will break through barriers and
promote walkability from divided residential populations to numerous commercial and employment
opportunities across Island Avenue, bus and trolley transportation options, and cultural and recreational
resources in Eastwick.
Penrose Plaza Shopping Center

Penrose Park Shopping Center
Lindbergh Plaza
Eastwick Branch Free Public Library of Philadelphia
Penrose Park, Cibotti Park, and Pepper School Playground
Penrose Elementary School and Motivation High School
The former Pepper Middle School and Communications Technology High School (Proposed
Residential Development)
SEPTA Trolley Route 36: Center City Philadelphia, University City, West Philadelphia Bartram
Gardens, and Elmwood
SEPTA Bus Routes
Tinicum
Direct Trail Connections: East Coast Greenway, Proposed Cobbs Creek Connector Trail,
Proposed Mario Lanza Boulevard to Lindbergh Boulevard Trail.
Continuity
Much of the work that will
benefit the Eastwick community
most are the opportunities to
reestablish pedestrian friendly
continuity, such as the one
linking Lyons Ave., at 80th Street
(lower left), to Mario Lanza
Blvd. (right side) as
recommended in Phase II. Lyons
was once a typical neighborhood
street that was continuous to
what was then known as Island
Road and the Trolley.

B. Opinion of Probable Costs of Development
Element Total
Trail Acessories /
Amenities Cost
$15 3500
Unit
LF
AMENITIES
Pavement Marking
& Sign Cost
Unit cost
$82,800
Quantity
Unit
LF $90
PM&S
Trail Cost
920
Unit cost
Unit
Responsibility
Approx. Length
Network Element
Trail Type /
Work Type
TRAIL WORK
PHASE 1 - Linking JHWR and SEPTA Regional Rail

1a
Segment 1 - Trail/Linear Park

Eastwick Sta. to JHNWR (86th St.)
Paved Trail /
Marking
1b
Gateway 1 & Intersection Improvements

84th & Lindergh Blvd.
Info. Kiosk /
Amenities
Signage &
Crosswalks
1c
Gateway 2 - Eastwick Regional Rail Station

85th & Mario Lanza Blvd.
1d
Gateway 3 - JHNWR Entry

$52,500 Allow $16,560
$151,860
$105,000
LS
$20,000
$125,000
Info. Kiosk /
Amenities
LS
$20,000
$20,000
Info. Kiosk /
Amenities
LS
$20,000
$20,000
LF $150 700
Phase 1 Total
$316,860
PHASE 2 - Links - Trolley Trail Links

Segment 3 - Airport Connector
JHWR to Tincum Island Rd.
2a
Tinicum Island Road
Intersection Improvements
Bridge, Trail &

Grade
Crossing
500
LF $90
$45,000
Signage &
Crosswalks
LF
LS
$350,000
$447,500
$15 3500
$52,500
LF $150 150
$22,500
$22,500
LF
$5
3500
$17,500 Allow $24,500
$287,000
2b
Segment 4 - CSL Trolley Trail

JHNWR to 86th & Eastwick/Mario Lanza
2c
Segment 5 - Mario Lanza Side Trail

86th St. to Lindbergh
Paved Trail
5,000 LF $90 $450,000
LF
$10 5000
$50,000 Allow $112,500
$612,500
2d
Segment 6 - Bartram Ave. Side Trail (North)

Paved Trail
4,700 LF $90 $423,000
LF
$10 4700
$47,000 Allow $65,988
$535,988
2e
Segment 7 - Bartram Ave. Side Trail (South)

Paved Trail
8,500 LF $90 $765,000
LF
$10 8500
$85,000 Allow $119,340
$969,340
2f
Link - Pennrose Plaza to Island Ave

Grade Crossing
RR Grade
Crossing &
Trail
LF
$10
$7,500
$225,000
Cr. Stone Trail 3,500 LF $70 $245,000
750
LF $90
$67,500
750
Allow $150,000
Phase 2 Total
$3,099,828
PHASE 3 - Eastwick Community Network

3a
Segment 10 - Pennrose Plaza Access Trail

84th St. to Pennrose Pl. along Lyons
3b
$60,000 Allow $12,600
$135,600
Island & Lindbergh Blvd.
LF $150 1000 $150,000 Allow $20,000
$170,000
3c
Pennrose Pl. & Lindbergh Blvd.
LF $150 200
$30,000
$30,000
3d
Mario Lanza & Lindbergh Blvd.
LF $150 450
$67,500
$67,500
3e
LF $150 500
$75,000
$75,000
3f
LF $150 500
$75,000
$75,000
Phase 3 Total
TOTAL - ALL PHASES
700
LF $90
$63,000
LF
$10 6000
$553,100
$3,969,788

C. Potential Funding Sources
Funding for the design and construction of Eastwick trail connectivity development and
pedestrian/bicycle circulation system improvements can come from a variety of sources that include
federal, state, local, private sources, and foundation grants.
FEDERAL FUNDING
Bicycle and pedestrian projects are broadly eligible for funding from almost all major federal-aid
highway, transit, safety, and other programs. Bicycle projects must be principally for transportation,
rather than recreation purposes and must be designed and located pursuant to the transportation plans
required of states and Metropolitan Planning Organizations (MPOs). Additional federal funding sources
not directly related to transportation can be used creatively to enhance and restore open space,
wetlands, and wildlife habitat along trails and also to fund interpretation of cultural and natural
resources.
Eastern Federal Lands Access Program Project (FLAP) USDOT
The Federal Lands Access Program (FLAP), a new program created under the "Moving Ahead for
Progress in the 21st Century Act" (MAP-21), provides funds for projects on Federal Lands access
transportation facilities that are located on, adjacent to, or that provide access to Federal lands.
A Federal Lands access transportation facility is defined as a public highway, road, bridge, trail, or transit
system that is located on, adjacent to, or provides access to Federal lands for which title or maintenance
responsibility is vested in a State, county, town, township, tribal, municipal, or local government.
Eligible activities include transportation planning, research, engineering, preventive maintenance,
rehabilitation, restoration, construction, and reconstruction of Federal Lands located on or adjacent to, or
that: provide access to a Federal land (adjacent vehicular parking areas; acquisition of necessary scenic
easements and scenic or historic sites; provisions for pedestrians and bicycles; environmental mitigation
in or adjacent to Federal land to improve public safety and reduce vehicle-caused wildlife mortality
while maintaining habitat connectivity; construction and reconstruction of roadside rest areas, including
sanitary and water facilities); Operation and maintenance of transit facilities.
Additional Information: www.fhwa.dot.gov/map21/guidance/guideflap.cfm
Transportation and Community Development Initiative (TCDI) DVRPC
The Transportation and Community Development Initiative (TCDI) is an opportunity for the Delaware
Valley Regional Planning Commission (DVRPC) to support growth in the individual municipalities of the
Delaware Valley through initiatives that implement the regions long-range plan, Connections 2040 Plan
for Greater Philadelphia. Central to this effort is to ensure greater quality of life choices by providing and
maintaining essential infrastructure, supporting local and regional economic development, and linking
land use and transportation planning, through:
Supporting local planning projects that will lead to more residential, employment or commercial
opportunities in areas designated for growth or redevelopment;
Improving the overall character and quality of life within the region to retain and attract business
and residents;
Enhancing and utilizing the existing transportation infrastructure capacity to reduce demands on
the regions transportation network;
Reducing congestion and improving the transportation systems efficiency by promoting the use
of transit, bike, and pedestrian transportation modes;
Building capacity in our older suburbs and neighborhoods;
Reinforcing and implementing improvements in designated Centers; and;
Protecting our environment through growth management and land preservation.

Through fiscal years 2002-2015, DVRPC has distributed $14.6 million to over 120 different
municipalities, county governments, and nonprofits throughout the region for TCDI planning grants.
Additional Information: http://www.dvrpc.org/TCDI/
Transportation Alternatives Program (TAP) DVRPC
Transportation Alternatives Program (TAP) are Federal highway and transit funds set-aside under the
Surface Transportation Program (STP) for community-based "non-traditional" projects designed to
strengthen the cultural, aesthetic, and environmental aspects of the nation's intermodal transportation
system. The Transportation Enhancements (TE) funding category, which has historically funded many
pedestrian and bicycle supportive projects such as streetscape improvements, was originally established
by Congress in 1991 under the Intermodal Surface-Transportation Efficiency Act (IS-TEA) transportation
authorization legislation. The TE and CMAQ Programs have concluded and these project categories now
fall under TAP via the Moving Ahead for Progress in the 21st Century Act (MAP-21).
Transportation Alternative Programs include construction, planning, and design of on-road and off-road
trail facilities for pedestrians, bicyclists, and other non-motorized forms of transportation, community
improvement activities, and environmental mitigation activities
TAP funds may also be used for the Recreational Trails Program; Safe Routes to School; and planning,
designing, or constructing roadways largely in the right of way of former Interstate routes.
The program was funded through May of 2015 and is pending re-authorization.
Additional Information: http://www.dvrpc.org/TAP/
Coastal and Estuarine Land Conservation Program (CELCP) Grants
The Coastal and Estuarine Land Conservation Program (CELCP) provides matching funds to state and
local governments to purchase threatened coastal and estuarine lands or obtain conservation easements.
To be considered, the land must be important ecologically or possess other coastal conservation values,
such as historic features, scenic views, or recreational opportunities.
The CELCP partnership between NOAA and participating coastal states and territories is voluntary.
Participants develop conservation plans that identify conservation priorities. These plans are used to
select which projects get national funding. A competitive merit review is used to evaluate and rank
projects. NOAA administers the process each year that funding is available.
Additional Information: http://coast.noaa.gov/czm/landconservation/
RTP Recreational Trails Program FHWA
The Recreational Trails Program (RTP) provides funds to the States to develop and maintain recreational
trails and trail-related facilities for both non-motorized and motorized recreational trail uses. The RTP is
an assistance program of the Department of Transportation's Federal Highway Administration (FHWA).
Federal transportation funds benefit recreation including hiking, bicycling, in-line skating, equestrian use,
cross-country skiing, snowmobiling, off-road motorcycling, all-terrain vehicle riding, four-wheel driving,
or using other off-road motorized vehicles.
The Moving Ahead for Progress in the 21st Century Act (MAP-21) reauthorized the Recreational Trails
Program (RTP) through Federal fiscal years 2013 and 2014 as a set-aside from the Transportation
Alternatives Program.
The RTP funds come from the Federal Highway Trust Fund, and represent a portion of the motor fuel
excise tax collected from non-highway recreational fuel use: fuel used for off-highway recreation by
snowmobiles, all-terrain vehicles, off-highway motorcycles, and off-highway light trucks.
Additional Information: http://www.fhwa.dot.gov/environment/recreational_trails/index.cfm

US Dept of Housing & Urban Development Community Development Block Grants (CDBGs)
HUD provides these grants to communities for neighborhood revitalization, economic development and
improvement of community facilities and services, especially in low and moderate income areas. These
grants require no match of funds or services from the community. HUD provides entitlement to each of
these communities annually and the community develops its own programs and sets funding priorities.
Recreation planning and development in low-income urban areas is an acceptable use of these funds.
Seattle and Maryland have used these funds to develop rail-trails through urban areas. Such trails can
greatly enhance the quality of life in these areas and potentially bring new economic vitality to neglected
areas.
Additional Information:
http://portal.hud.gov/hudportal/HUD?src=/program_offices/comm_planning/communitydevelopment/pr
ograms\
STATE FUNDING
Pennsylvania State funding supporting greenways and trails is primarily administered by the
Pennsylvania Department of Conservation and Natural Resources (PA DCNR). DCNRs Bureau of
Recreation and Conservation administers grants for funding of acquisition, development, planning,
implementation, and technical assistance projects through the Keystone Recreation, Park and
Conservation (Keystone) Fund and Community Conservation Partnership Program (C2P2).
Community Conservation Partnership Program (C2P2) DCNR
Administered by the Pennsylvania Department of Conservation and Natural Resources (DCNR) - Bureau
of Recreation and Conservation the C2P2 program has been authorized to foster and facilitate
conservation and recreation-focused projects and programs in the state
C2P2 grants are awarded to municipalities and authorized nonprofit organizations for recreation, park
and conservation projects. These include the rehabilitation and new development of parks and
recreation facilities (development projects); acquisition of land for active or passive park and
conservation purposes (acquisition projects); and planning for feasibility studies, trails studies,
conservation plans, site development planning, and comprehensive recreation, greenway and open
space planning .
Most projects require a 50% match.
Additional Information: http://www.dcnr.state.pa.us/brc/grants/index.aspx
PennDOT Multimodal Fund Act 89
The Multimodal Transportation Fund provides grants to encourage economic development and ensure
that a safe and reliable system of transportation is available to Municipalities, Councils of Governments,
Businesses, Economic Development Organizations, Public Transportation Agencies, and PortsRail/Freight.
Funds may be used for the development, rehabilitation and enhancement of transportation assets to
existing communities, streetscape, lighting, sidewalk enhancement, pedestrian safety, connectivity of
transportation assets and transit-oriented development. Grants are available for projects with a total cost
of $100,000 or more, but shall not exceed $3,000,000 for any project.

The application deadline for the program is July 31, 2015 for consideration at the Nov. 2015 CFA board
meeting.
Additional Information: www.dot.state.pa.us and click on Multimodal Transportation.
Coastal Resources Management Program (CRM) PADEP
Administered through the PA Department of Environmental Protection, CRM receives an annual grant
award from the National Oceanic and Atmospheric Administration (NOAA). This award provides for a
portion of the funds to be used for eligible projects that address one or more of the priority areas of the
CRM program. Applications are evaluated and awarded through a competitive process. The funds are
distributed through sub-grant awards to state and local government agencies as well as nonprofit groups
located in or having facilities in the Delaware Estuary or Lake Erie Coastal Zones.
This funding supports a wide variety of types of projects that facilitate restoration, management,
infrastructure, protection and use of lands within the Coastal Zones. Specific to this study these funds can
be used for such projects as
Plans, studies or projects that enhance economic development within the coastal zone, including
activities to help economically revitalize under-used coastal and/or port facilities.
Studies for interpretation and enhancement of coastal features and habitats and restoration and
preservation of historic coastal sites and structures.
Land acquisition of coastal properties, including real estate appraisals, to improve or provide for
public recreational access or open-space preservation.
Preparation of designs, engineering plans and specifications for coastal recreational sites owned or
legally controlled by a government applicant.
Low-cost (defined by NOAA as no more than a total project cost of $100,000) construction projects
for recreational access facilities or for rehabilitating significant historic buildings and structures
located within the designated coastal zones.
John Heinz National Wildlife Refuge is within the Delaware Estuary Coastal Zone.
Additional Information: www.dep.state.pa.us/river/grants/grants
Greenways, Trails, and Recreation Program (GTRP) CED
Act 13 of 2012 establishes the Marcellus Legacy Fund and allocates funds to the Commonwealth
Financing Authority for planning, acquisition, development, rehabilitation and repair of greenways,
recreational trails, open space, parks and beautification projects using the Greenways, Trails and
Recreation Program (GTRP).
Municipalities, Councils of Governments, Authorized Organizations, Institutions of Higher Education,
Watershed Organizations, and For-Profit Businesses with projects which involve development,
rehabilitation and improvements to public parks, recreation areas, greenways, trails and river
conservation may apply for grants up to $250,000 for any project. A 15% local match of the total project
cost is required.
The application deadline for the program is June 30, 2015 for consideration at the Sept. 2015 CFA board
meeting.
Additional Information: http://www.newpa.com/find-and-apply-for-funding/funding-and-programfinder/greenways-trails-and-recreation-program-gtrp
Pennsylvania Heritage Areas Program (PHAP)
The Pennsylvania Heritage Areas Program is a multi-tiered approach to the conservation, development
and promotion of Pennsylvania's heritage. A state sponsored initiative administered by the Department

of Conservation and Natural Resources, the program offers support to grassroots efforts which capitalize
on the benefits and opportunities of heritage development. The program is guided by five inter-related
goals including economic development, partnerships, cultural conservation, recreation and open space,
and education and interpretation.
The program offers grant and loan opportunities for projects that continue and contribute to the goals of
the state heritage area system within the twelve heritage areas established throughout the state. This
includes the Schuylkill River National and State Heritage Area. Projects are evaluated on a case by case
basis.
Eastwick and part of the John Heinz National Wildlife Refuge are within the Schuylkill River Heritage
Area.
Additional Information: http://www.dcnr.state.pa.us/brc/heritageareas/
PENNVEST
PENNVEST has been empowered by Pennsylvania state law, Pennsylvania Infrastructure Investment
Authority Act 16 of 1988, to administer and finance the Clean Water State Revolving Fund (CWSRF) and
the Drinking Water State Revolving Fund (DWSRF) pursuant to the federal Water Quality Act of 1987, as
well as to administer the American Recovery and Reinvestment Act of 2009 (ARRA) funds. PENNVEST
also finances, through the issuance of special obligation revenue bonds, water management, solid waste
disposal, sewage treatment and pollution control projects undertaken by or on behalf of private entities.
While the most PENNVEST funded projects are related to drinking water infrastructure and water quality,
projects that may also be eligible include green infrastructure work such as:
Best practice storm water management
Installation of porous pavement, green roofs and other approaches to managing wet weather run-off
Street tree and urban forestry programs
Installation/restoration of riparian buffers and wetlands
Additional Information: http://www.portal.state.pa.us/portal/server.pt/community/about_us/9320

FOUNDATION GRANTS AND OTHER PRIVATE FUNDING
Numerous large community, family, and corporate foundations make grants to greenway and trail
groups. Copies of directories of foundations can be found in local libraries. The directories provide
information on each foundations grantmaking history and philosophy. One of the most well-known
directories is Environmental Grantmaking Foundations, published annually by Resources for Global
Sustainability, Inc., which maintains a database of over 47,000 grant programs that can be searched by
keywords to determine the foundations serving a particular area and type of project. Foundations can
also be located by searching the internet. Other resources for grant information include economic
development agencies and trust officers at local banks, who manage small family foundations and
charitable trusts.
Regional Trails Program (RTP) DVRPC William Penn Foundation
Building the Circuit regional trails network, DVRPC's Regional Trails Program will benefit from a new $7
million grant from the William Penn Foundation. These funds will be used for targeted investment in the
planning, design, and construction of multi-use trails in Greater Philadelphia.
In earlier phases of the Regional Trails Program, also administered by the Delaware Valley Regional
Planning Commission with funding from the William Penn Foundation, over $9 million were awarded
for 42 trail planning, design, and construction projects across Greater Philadelphia. DVRPC also
provides technical assistance to trail developers, counties, municipalities and nonprofit organizations.
Additional Information: http://www.dvrpc.org/RegionalTrailsProgram/
Kodak America Greenways Grant

The Kodak American Greenways Awards Program, a partnership project of the Eastman Kodak
Company, the Conservation Fund and the National Geographic Society, provides small grants of $500 to
$2,500 to groups and individuals planning and designing greenways throughout the United States.
Grants can be used to cover planning, technical assistance, legal or other costs associated with greenway
projects. Grants may not be used for academic research, general institutional support, lobbying, or
political activities.
The deadline for submitting applications is June 1 of each calendar year, and awards will be presented in
early fall.
Additional Information: http://www.conservationfund.org.
PeopleForBikes Community Grant Program
The PeopleForBikes Community Grant Program provides funding to non-profit organizations with a
focus on bicycling, active transportation, or community development, from city or county agencies or
departments, and from state or federal agencies working locally. These projects include bike paths and
rail trails, as well as mountain bike trails, bike parks, BMX facilities, and large-scale bicycle advocacy
initiatives.
Both spring and fall deadlines are available to applicants.
Additional Information: http://www.peopleforbikes.org/pages/grant-guidelines.
Home Depot Foundation
The Home Depot Foundation mission is to build affordable, efficient and healthy homes while
promoting sustainability by supporting nonprofit organizations with funding and volunteers.
To better support its mission, The Home Depot Foundation will award most of its grants by directly
soliciting proposals from high-performing nonprofit organizations with the demonstrated ability to create
strong partnerships, impact multiple communities and leverage grant resources.
In order to identify potential future nonprofit partners or respond to unique community revitalization
opportunities, a limited amount of funding is set aside to be awarded through a competitive process.
The Home Depot's core purpose is to improve everything we touch, including the communities where
we live and work. The Home Depot Foundation, The Home Depot and the many suppliers who
contribute to the Foundation recognize the importance of giving back to our communities by engaging
associates in meaningful volunteer activities. We believe it is a shared responsibility to enhance our
communities and protect the environment. Preference will be given to grant requests that offer
volunteerism opportunities and encourage community engagement.
Specifically, the Foundation supports organizations that have demonstrated success within one of the
following program areas:
Affordable Housing, Built Responsibly
Healthy Community and Wildland Forests
Additional Information: http://www.homedepotfoundation.org/

Lowes Charitable and Educational Foundation (LECF)
Founded in 1957, the Lowes Charitable and Educational Foundation (LCEF) has a long and proud
history of contributing to grassroots community projects. LCEF awards more than $3 million annually to
diverse organizations and schools across the United States where Lowes operates stores and distribution
centers. The Foundations primary philanthropic focus areas include K-12 public schools and non-profit
community-based organizations.
Additionally, Lowes is a proud supporter of Habitat for Humanity International, American Red Cross,
United Way of America, and the Home Safety Council, and numerous other non-profit organizations and
programs that help communities across the country. Lowes also encourages volunteerism through the
Lowes Heroes program, a company-wide employee volunteer initiative.
Additional Information: http://www.Lowes.com/community.
Pew Charitable Trusts
The Pew Charitable Trusts, based in Philadelphia, are a national philanthropy established 48 years ago.
Through their grantmaking, the Trusts seek to encourage individual development and personal
achievement, cross-disciplinary problem solving and innovative, practical approaches to meeting the
changing needs of a global community. Each year, the Trusts make grants of about $180 million to
between 400 and 500 nonprofit organizations in six areas: culture, education, environment, health and
human services, public policy, and religion. In addition, the Venture Fund supports independent projects
outside of these six areas that take an interdisciplinary approach to broad issues of significant interest or
concern.
In particular, the Culture program selectively supports programs for artists and cultural organizations in
Philadelphia and has funded history interpretive programsthe Heritage Investment Program has
provided technical assistance and challenge grants to historic sites in Philadelphia and the region, and
the Philadelphia History Exhibitions Initiative has assisted Philadelphia-area history museums in
producing high-quality, innovative exhibitions. Such programs could be used to fund interpretation of
trail related historic resources and sites.
Additional Information: http://www.pewtrusts.com/grants/
Recreational Equipment, Incorporated (REI) Conservation and Recreation Grants
REI awards conservation grants to organizations for the protection and enhancement of natural resources
for use in outdoor recreation. Small grants of up to $5,000 are offered to accomplish the following:
Preservation of wildlands and open space
Advocacy oriented education for the general public about conservation issues
Building the membership base of a conservation organization
Direct citizen action campaigns on public land and water recreation issues
Projects working to organize a trails constituency or to enhance the effectiveness of a trails
organizations work as a trails advocate at the state or local level
In addition to preserving and protecting the environment, REI also encourages people to get outdoors for
recreation. Outdoor recreation grants support projects that do the following:
increase access to outdoor activities
encourage involvement in muscle-powered recreation
promote safe participation in outdoor muscle-powered recreation and proper care for outdoor
resources
Additional Information: http://www.rei.com/reihtml/ about_rei/grants.html

Surdna Foundation
The Surdna Foundation is a national leader in funding greenway efforts and has funded the Florida
Statewide Greenways Program. Surdna supports government, private and volunteer actions that produce
a sustainable environment. They encourage the restoration of suburban and urban environments by
public and community involvement in education, planning for and advocating environmental
appreciation. One area of focus is alternative transportation, particularly reducing vehicle miles traveled
and maximizing accessibility over mobility.
Additional Information: http://www.surdna.org/grants/
V. Study Methodology
A. Summary Review of Existing Plans and Reports
The consultant team reviewed a number of current existing plans and reports impacting the study area
that we believe were appropriate for the context of the study. In addition to current reports and studies
the team also performed historical research including review of numerous articles, mappings, aerial
photography, and proposed redevelopment plans, readily available through public sources and extending
back to the early part of the 20th century, to gain an understanding of the history, development and
redevelopment of the study area. The recommendations developed are generally consistent with and/or
expansions of the intent of the planning efforts represented in the following documents:
The City of Philadelphia Pedestrian & Bicycle Plan, adopted June 2012
Philadelphia Trail Master Plan, 2013
Philadelphia Complete Streets Design Handbook
Cobbs Creek Connector Trail - Feasibility Study, Clean Air Council, March 2007
Cobbs Creek Connector Trail - Conceptual Design Plan, Clean Air Council 2012
Comprehensive Conservation Plan John Heinz National Wildlife Refuge, August 2012
Improving Pedestrian and Bicycle Access to the JHNWR, Clean Air Council 2007
Maps of the East Coast Greenway
B. Field Survey / Existing Conditions
The members of the consultant preformed a number of on-site field views/walks during the course of
2013 and 2014 to become intimately familiar with the study area and document existing conditions. For
study purposes base mapping was developed from existing aerial photography readily available through
public sources. The base aerial photography is generally less than 10 years old and, for the most part,
reliably reflects current conditions in the study area. Existing conditions and issue noted during the field
views are documented on the maps included in this report and further recorded with digital photography
for reference in developing the study.
C. Public process
During 2013 and 2014 efforts were made to solicit and actively encourage public sector and community
input, involvement, and support.
Public Meetings - As noted in the opening of the report a study committee was formed that included
representatives from the city, public entities and agencies, and community organizations to assist with
review of the data and recommendations developed during the course of the study. Four Study
Committee meetings were held at the John Heinz National Wildlife Refuge. Minutes of these meetings
were developed as a formal record of the discussion and input and are included as part of this report in
Appendix C. The dates of these meetings were as follows:
Thursday, November 21, 2013
Thursday, May 8, 2014
Thursday, December 11, 2014
Friday, November 20, 2015
A formal presentation of the progress of the study was made at a regular meeting of the Eastwick Friends
and Neighbors Coalition on Thursday, May 8th, 2014. The report of the study team was positively
received by the coalition.
A Philadelphia City Council hearing was held on Tuesday, October 9th of 2012 to review proposed
redevelop within the study area and the environmental and flooding impact represented. The consultant

team offered testimony at that hearing regarding the opportunities for expanding the city and regional
trail network. Those opportunities are explored in this study.
Stakeholder Interviews Separate meetings and interviews were conducted with specific entities that
had a vested interest or oversight of areas of the project. Minutes of these meetings were developed as a
formal record of the discussion and input and are included as part of this report in Appendix C. The dates
of these meetings were as follows:
SEPTA April 08, 2014
John Heinz NWR March 06, 2015
PADOT April 07, 2015
Keystone Conservation Trust / Audubon Society May 28, 2015
Mayors Office of Transportation and Utilities June 29, 2015
Public Walks In order to coordinate more effectively with the Eastwick Community the Eastwick
Friends & Neighbors Coalition scheduled a public walk inviting community residents and the consultant
team to participate. The walk encompassed much of the study area and the relationships of the
community to the Eastwick Regional Rail Station and the John Heinz National Wildlife Refuge, and
allowed attendees to both express their concerns and explore the potential.
The community walk included a walk through parts of the

D. Legal Feasibility: Land Ownership Issues and Right-Of-Way

Several issues and opportunities must be considered in securing the right-of-way for the trail.
PennDOT concerns: Major roads such as PA Traffic Route 291 (Bartram Avenue), Interstate Highway 95,
and State Roads 3002 (84th Street) and 3013 (Island Avenue) will require close coordination with
PennDOT staff to assure the trail and intersection design to cross or run along-side such roads is
acceptable to PennDOT. Should federal funds or PennDOT administered funds be obtained for trail
construction, PennDOT will closely monitor the trails design even if the segments in question are not on
a PennDOT right-of-way.

SEPTA and Other Railroad concerns: The SEPTA Airport Line and Conrail Shared Assets Freight Line,
providing connections from Eastwick Station to Philadelphia Airport, and Center City Philadelphia will
require close coordination with SEPTA and Conrail Staff. At-grade pedestrian crossings of railroad tracks
have successfully been coordinated and implemented on both freight and SEPTA railroad lines in various
instances throughout Pennsylvania. Successful examples of railroad crossings can be found on both the
Pennypack Trail in Montgomery County and the Schuylkill River Trail in Philadelphia.
Philadelphia Redevelopment Authority and Streets Department concerns: A number of trail

recommendations and pedestrian and bicycle circulation improvements that have been recommended,
occur both on locally owned streets and adjacent Philadelphia owned land. Coordination with the
Philadelphia Streets Department and the Philadelphia Redevelopment Authority (PRA) will be necessary
for the design and construction of specific improvements. In particular, segment 1 which runs along 86th
Street, utilizes both city streets and PRA land. Close coordination with city staff will be necessary to
assure that trail and intersection design to cross or run along-side local roads is acceptable.
John Heinz National Wildlife Refuge concerns: The existing trails within John Heinz NWR were
constructed with careful consideration for the surrounding natural resources and wildlife habitat. The
proposed trail connections must be equally conscious of the environmental impacts. To ensure that there
are no negative impacts, careful coordination must occur between staff at John Heinz NWR, and the
Department of Interior to meet Federal requirements.
USEPA Concerns: The Cobbs Creek Connector Trail proposal extends past the Clearview Landfill which
was listed as a superfund site on USEPAs Nation Priorities List in 2001. Continued coordination with
USEPA Region 3 staff to monitor the status of the remediation efforts will be necessary before trail
construction can begin.
Limitation of Liability: Owners who are asked to grant a trail easement are usually concerned about the
liability of allowing trail users on their property. The fact sheet Liability and Rail-Trails in Pennsylvania
published by Rail-to-Trails Conservancy and the PA Dept. of Conservation and Natural Resources, offers
information regarding ownership liability.
Tax Advantage: Land owners who donate rights-of-way or trail easements can deduct the value of that
land, for tax purposes. In addition, donations made to the Township are tax deductible.
Recognition: Those landowners who do decide to allow a trail easement across their properties can be
recognized with appropriate signage along the trail. For example: This section of trail was made possible
by the generosity of Hertz Rent-A-Car.
APPENDIX A
FULL SIZE MAPS AND ILLUSTRATIONS
84TH and Lindbergh Blvd. Future Gateway to John Heinz National Wildlife Refuge
Drawing A Location Map

Drawing B Responsibilities Map
Drawing C Neighborhood Base Map
Drawing D Heinz Base Map
Drawing E Neighborhood Improvements
Drawing F Heinz Improvements
Drawing G Transit and Trail Improvements
Drawing H Segments 1,4,5,7, and 9
Drawing I Segments 2 and 3, Trolley Trail and Airport Connector Bridge
Drawing J Segments 4 and 7
Drawing K Segments 5 to 8
Drawing L Segment 9, Cobbs Creek Connector Trail
Drawing M Penrose Plaza
Drawing N,O Crosswalk Improvements
December, 2015
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68
1000 feet
"Specific alignments of trails/bike lanes/etc. will be determined during the various project phase design development stage."
Existing Bike Lane

Existing Trail
Proposed Trail Segment
Improvements
Philadelphia Bike & Ped. Plan

Recommendations
Trolley 36
Proposed Penrose
Plaza Alterations
Existing Cobbs Creek
Connector Street Route
Pedestrian Railroad
Crossing Improvements
SEPTA Bus Rotes
Eastwick
Transit/Trail
Improvements
Map: DRAFT

hS
tre
Li
nd
be
rg
h
Bo
u
Darby Creek
84t
le
va
rd
Se
gm
en
t
Proposed Residential
Development
et
Existing Sidewalk/
Proposed Trail Signage / Sharrows
86t
hS
tre
e
M
Bo ar
ul io
ev La
ar nz
d a
10-12' Crushed Stone or Asphalt Trail
t6
en
en
t
Se
gm
Proposed Sidewalk/
Trail Signage / Sharrows
Se
gm
Cusano Environmental Education Center

at John Heinz National Wildlife Refuge
me
nt
Seg
t
en
Proposed bike Sharrows
Ba
N o r t h
Legend
Existing Sidewalk/Crosswalk
(key Areas)
Proposed Sidewalk (key Areas)
Existing bike lanes
Proposed bike lanes
Proposed Trail
Airport Hotels
rt
ra
Se
Av
en
gm
ue
en
t4
gm
Se
Segment 1,4,5,6,7&9

T in
Segment 2- Trolley Trail

to Renaissance Philadelphia Airport Hotel
Essington and Chester
icu
m
d
an
Isl
Proposed Bridge
Proposed Railroad Grade Crossing
ng
i
ist
ail
ar
Sh
ed
As
se
oad
R
s
s
e
c
Ac
North
ts
il
Tra
Ph i l ad
el p
hi a
Heinz National Wildlife Refuge at Tinicum
Ex
ge
d
3
i
r
t
B
men ector
g
e
S onn
rt C
o
p
ir
PA 291
Proposed Crosswalk
nr
Co
In
te
rn
at
io
n
ad
Ro
rp
Segment 2 and 3:
Trolley Trail and
Airport Connector
Bridge
N o r t h

PNC
Seg
Airport Hotels Complex
me
5 nt
Tin
icu
mB
th
St
.
oul
eva
86
Asp
rd
Seg
hal
t
me
nt
Tra
il
4
Seg
me
Cru
s
hed
nt
Philadelphia Airport
7
Sto
ne
T
Bar
tra
rail
mA
ven
Exi
ue
stin
g Jo
hn
H
ein
Connection to Cusano Environmental

Education Center
zN
WR
Tra
i
N o r t h
Legend
Existing bike lanes
Existing Trail
Proposed Trail
(key Areas)
Segment 4&7:

Islan
Gateway Business
Center
Grade Crossing
nu
e
v
A
t6
n
e
m
Seg
Eastwick Community
Garden
Trolley 36 Station
Segment 8
Se
gm
Penrose Plaza
Hertz Rent-a-Car
Ba
r
en
t6
tra
m
Av
en
ue
WaWa
Seg
me
nt
5
re
St
84
t
d
n
a
l
s
I
m
u
d
c
Tinoiulevar
B
t7
Legend
(key Areas)
Existing bike lanes
Proposed bike lanes
Proposed Trail
Airport Hotels
en
N o r t h
Se
Al gm
ter en
na t 6
tiv
es
gm
Se
et
Sidepath with
Vegetative Buffer
Segment 5,6,7,8

Cusano Environmental Education Center

at John Heinz National Wildlife Refuge
Off
Sidepath with
Vegetative Buffer
th
4
8
Che
t
ee
r
t
lwy
nde
A
On
ven
ue
Stre
et R
o
ute
Sidewalk Access
to Bus Stops
ted
Sid
Bui
st A
ven
ewa
lk/
B
ike
S
har
ue
row
Pro
p
Bik
eL
ane
s an
dS
ide
w
alk
Lin
d
ber
g
Imp
Bou
lev
me
ard
nts
alo
ng
Acc
ess
Roa
d
rov
e
et
ose
d
re
ple
St
ng
i
t
is
x
E
th
4
8
e
ik
B
et
e
r
St
es
n
a
Com
nd
me
nt 9
rail rail
T
r
o
t
c
nne ultiuse T
o
C
k
e
alt M
Cre
Cobbs oute Asph
tR
Stree
82
Seg
Penrose Elementary School/

Future ECG Route to Philadelphia
N o r t h
Legend
(key Areas)
Existing bike lanes
Proposed bike lanes
Proposed Trail
Proposed bike Sharrows
Draft Segment 9:
Cobbs Creek
Connector Trail

Visionary Plan View of Penrose Plaza Pedestrian Trail Improvements

Section Removed From Existing Building To Accomodate Trail
Penrose Plaza
Redesigned
With Trail Access/
Pedestrian Mall
40' Pedestrian Area

An Improved Pedestrian Environment
levard
u
o
B
rgh
e
Lindb
Businesses Supporting
The Trail
ev
Boul
anza
L
Mario
Proposed Trail Signage

on Existing Sidewalk
Bike/Running Shop
Restaurant/Bar
Window
Shopping
Opportunities
ard
0
Businesses Turned to
Front Pedestrian Activity
8'-10' Trail
5 ft.
Bike Parking/ Bike Share Pod
Increased Lighting
And Landscaping
OPPORTUNITIES FOR OUTDOOR SEATING
ent 5
Segm
Visionary Section View of Penrose Plaza Pedestrian Trail Improvements
1
nt
Cross Section of Penrose Plaza
me
g
Se
LEGEND
Existing Building Structures
Structural Changes/Additions/Removals
Sidewalk
Landscaping (existing and proposed)
Green Space
Bike Lanes (proposed)
Proposed Trail/Trail Route
Sidepath with
Vegetative Buffer
halt
2'Asp
10'-1
with
Trail
ge
Signa
Plaza
e
s
o
r
Pen
Draft Trail Vision

Not For Construction
Penrose Plaza
January 26, 2015

Crosswalk Improvements (1,2,and 3)
St
St
77th
th
78
77th Street Concrete Trail

to Penrose Elementary
Define Trail Crossing
b
Lind
s
Penro
Plaza
Blv
h
g
r
e
Mario
Lanza
Blvd
lv
B
h
erg
indb
50 feet
50 feet
Island
Ave
lvd
hB
berg
Lind
Lindbergh
Plaza
Penrose
Plaza
50 feet
Legend
Trolley 36
Existing Crossings
Pedestrian Crossing Improvements
Proposed Curb Improvements
Bus Route
SEPTA Stop
Existing Sidewalks
Potential Additional Sidewalks
Existing Bike lanes
Proposed Bike lanes
Existing Trail
Proposed Trail Route
Crosswalks
DRAFT

db
St
Lin
82
nd
erg
hB
lvd
Crosswalk Improvements (4,5,and 6)
g
er
80
th
lvd
St
b
d
in
4
50 feet
50 feet
hB
lvd
Lin
db
erg
Cobbs Creek
Connector
Trail
Define Trail
Crossing
Bus Shelter
Improvements
with Gateway
Info. Kiosk
84
t
Gateway to
Heinz NWR
hS
t.
6
0
50 feet
4
Legend
Trolley 36
Existing Crossings
Pedestrian Crossing Improvements
Proposed Curb Improvements
Bus Route
SEPTA Stop
Existing Sidewalks
Potential Additional Sidewalks
Existing Bike lanes
Proposed Bike lanes
Existing Trail
Proposed Trail Route
Crosswalks
DRAFT

APPENDIX B
PHASING MAPS
Boardwalk at John Heinz National Wildlife Refuge
Drawing P1 Phase 1 Map (Draft)

December, 2015
.
St
el
he
d
oo
w
Dick
75
th
u
Aven
m
El
er
St.
Bu
i st
Project Phasing: PHASE 1
th
Av
e.
Av
en
ue
74
k
ee
St.
Av
e.
76
th
Existing Trail
77
th
Existing Bike Lane

b
S
Motivation t.
High School
nd
e
Pl.
78
th
Pl.
nu
s
ue
en
Av
Av
Me
rcu
ry
Ve
Sa
St.
lw
y
tur
n
Pl.
Penrose
Elem. School
Ch
e
d
Lin
St.
Pla
ce
e.
h
erg
ist
Bu
Pl.
.
Av
e
h
rg
ue
db
e
en
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Av
An
ge
lo
Bu
ist
Ly
on
s
e.
.
Av
Ha
rle
yA
ve
ac
nti
ard
lev
ue
1b
Po
st
former
S
Communications t.
Technology
High School
Aven
ee
er
Cent
St.
ping
Shop
Cr
laza
ose P
81
Roa
Penr
ok
84
th
vard
nd
Ho
Ingliss
Gardens
Boule
82
1000 feet
St.
Islan
Bou
Lanz
Improvements
th
Mario
rd
leva
80
82
Bo
u
Str
Pl.
Lin
db
erg
dS
former
t.
Middle School
Eastwick
Community
Garden
ee
t
d.
Blv
1a
Cr
an
Pl.
za
St.
St.
am
rtr
Ba
Av
stw
ick
en
Av
I-9
Ea
th
ue
Eastwick Train
Station
rio
1b
1c
Ha
rle
y
Ma
Pl.
r
the
Lu
ati
Cr
86
Cusano
Environmental
Education Center
th
La
n
85
e.
St.
Dicks
Pl.
th
Pl.
ar
by
1d
86
Ma
rs
cu
Tin
i
1a
1a
Built This Phase
Previously Built Phase
PNC Bank
Operations
Center
am
rtr
Ba
I-95
I-95
Built by PPR
Built by Clean Air Council
Av
en
ue
I-9
5
Ba
rtr
am
Blv
d.
Av
e
nu
St.
Way
PA 291
ad
ott
Ro
Sc
m
icu
Tin
nd
Isla
PHASE 1 MAP:
DRAFT

P1
.
St
el
he
d
oo
w
Dick
75
th
u
Aven
m
El
er
St.
Bu
i st
th
Av
e.
Av
en
ue
74
k
ee
St.
Av
e.
76
th
Existing Trail
77
th
Existing Bike Lane

b
S
Motivation t.
High School
nd
e
Pl.
78
th
Pl.
nu
s
ue
en
Av
Av
Me
rcu
ry
Ve
Sa
St.
lw
y
tur
n
Pl.
Penrose
Elem. School
Ch
e
d
Lin
St.
Pla
ce
e.
h
erg
ist
Bu
Pl.
.
Av
e
h
rg
ue
db
e
en
Lin
Av
An
ge
lo
Bu
ist
Ly
on
s
e.
db
erg
Ha
rle
St.
former
Middle School
Pl.
Lin
Av
Bo
u
nd
Str
yA
ve
ac
nti
ard
lev
82
ue
1b
Po
st
former
S
Communications t.
Technology
High School
Aven
ee
er
Cent
St.
ping
Shop
Cr
laza
ose P
81
Roa
Penr
ok
84
th
vard
nd
Ho
Ingliss
Gardens
Boule
82
1000 feet
St.
Islan
Bou
Lanz
Improvements
th
Mario
rd
leva
80
2e
2f
2c
Eastwick
Community
Garden
ee
t
d.
Blv
Cr
Av
za
rio
am
I-9
Ea
th
en
Av
rtr
Ba
stw
ick
ue
Eastwick Train
Station
Ma
1c
Ha
rle
y
Lu
St.
St.
e.
the
ati
Cr
Pl.
Pl.
th
La
n
85
86
Cusano
Environmental
Education Center
2d
an
Pl.
St.
ns
1a
Dicks
Pl.
th
Ly
o
ar
by
1d
86
Ma
rs
St.
2c
2e
cu
Tin
i
1a
1a
Built This Phase
PNC Bank
Operations
Center
am
rtr
Ba
I-95
I-95
Built by PPR
Av
en
ue
I-9
5
Ba
rtr
am
Blv
d.
Av
e
nu
2a
2b
Way
PA 291
ad
2a
ott
Ro
Sc
m
icu
Tin
nd
Isla
PHASE 2 MAP:
DRAFT

P2
.
St
el
he
d
oo
w
Dick
75
th
u
Aven
m
El
er
St.
Bu
i st
th
Av
e.
Av
en
ue
74
k
ee
St.
Av
e.
76
th
Existing Trail
77
th
.
Motivation
High School
nd
e
Pl.
78
th
Pl.
nu
s
ue
en
Av
Av
Me
rcu
ry
Ve
Sa
St.
3a
St
lw
y
tur
n
Pl.
Penrose
Elem. School
Ch
e
d
Lin
St.
Pla
ce
Ma
rs
ist
Bu
Pl.
h
rg
ue
db
e
en
Av
An
ge
lo
Av
e
Lin
er
Cent
Bu
ist
ping
Shop
3f
laza
ose P
vard
3a
ok
81
Roa
St.
e.
Bo
u
nd
db
erg
St.
former
Middle School
Pl.
Lin
Av
Ha
rle
82
Str
yA
ve
ac
nti
lev
ard
Po
k
ee
1b
ue
Cr
st
former
S
Communications t.
Technology
High School
Aven
84
th
Ly
on
s
Ho
3a
Ingliss
Gardens
Boule
nd
1000 feet
St.
82
Penr
3c
Lanz
Improvements
Islan
Bou
Mario
th
3b
3c
3d
rd
leva
80
2f
2c
Eastwick
Community
Garden
ee
t
d.
Blv
1a
Cr
za
am
I-9
Av
Ea
th
en
Av
rtr
Ba
stw
ick
ue
Eastwick Train
Station
rio
1c
Ha
rle
y
Lu
St.
St.
Ma
the
ati
Cr
Pl.
Pl.
th
La
n
85
86
Cusano
Environmental
Education Center
2d
an
e.
St.
Dicks
Pl.
th
Pl.
ar
by
1d
86
e.
h
erg
Existing Bike Lane
St.
2e
cu
Tin
i
1a
1a
Built This Phase
PNC Bank
Operations
Center
am
rtr
Ba
I-95
I-95
Built by PPR
Av
en
ue
I-9
5
Ba
rtr
am
Blv
d.
Av
e
nu
2b
Way
PA 291
ad
2a
ott
Ro
Sc
m
icu
Tin
nd
Isla
PHASE 3 MAP:
DRAFT

P3
APPENDIX C
MEETING MINUTES AND PROJECT RECORD DOCUMENTATION
East Coast Greenway through John Heinz National Wildlife Refuge
Public / Study Advisory Committee Mtg. Notes Nov. 21, 2013; May 8, 2014; Dec. 11, 2014;
Nov. 20, 2015
SEPTA Coordination April 08, 2014
John Heinz NWR Coordination March 06, 2015
PADOT Coordination April 07, 2015
Keystone Conservation Trust / Audubon Society Coordination May 28, 2015
Mayors Office of Transportation and Utilities Coordination June 29, 2015
Meeting John Heinz NWR & Keystone Conservation Trust Coordination May 28, 2015
December, 2015
Connecting Trails in The Circuit to the Eastwick Regional Rail

Station, the Eastwick Community, John Heinz NWR
and the East Coast Greenway
KICK-OFF MEETING AGENDA

November 21, 2013, 3:30pm
Conducted by the Keystone Conservation Trust and Campbell Thomas & Co.
I. PROJECT OVERVIEW AND ORGANIZATION

a. Introductions
b. Team organization and responsibilities
c. Steering Committee members and resources
d. Review resources for items to be covered in Inventory/Analysis
e. Review any additional input on project objectives / visions
f. Review of Project Directory
g. Review of GIS resources and approach to mapping of resources
II. SCHEDULE / PROJECT MEETINGS
a. Confirm Project Meetings / public information dates / Public Meetings
b. Confirm deadlines for tasks and deliverables
III.
OTHER ACTIVITIES FOR TODAY

a. Sharing of mapping and information sources, and contacts with the project
consultants
b. Review of connectivity to transit, shopping, schools, places of worship and
the like
c. Discussion of effective programs supported by trail development for
encouraging active living and walkability within the study area
d. Report on field visits
e. Possible project tour
IV. NEXT STEPS

This project is supported by a grant from the William Penn Foundation.
g:\eas-trai\log\agenda-kickoff-2013-11-21 - v001.doc
PUBLIC COMMUNITY
MEETING

Thursday, May 8, 2014

6:00 8:00 PM

Eastwick Mercy Wellness Center 2nd Floor, Rooms A-B

2821 Island Avenue, Philadelphia, PA 19153
UPDATES on Important Community Issues
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TRAIL PLANNING IN EASTWICK

Inform, Educate, CONNECT

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STEERING COMMITTEE MEETING MINUTES

December 11, 2014 2:30pm
Conducted by the Keystone Conservation Trust, Campbell Thomas & Co. and Michael P. Nairn
I. ATTENDANCE: Please refer to the attached attendance sheet

II. WELCOME AND INTRODUCTIONS
Bob Thomas welcomed the steering committee meeting and thanked everyone for their attendance.
A moment was given to introduce individuals and the organization that they represent.
Bob Thomas took a moment to review the agenda and briefly explained the information we will be
sharing at todays meeting.
III. SLIDE SHOW

Bob Thomas explained a slide show that the consulting team has prepared. Pertinent information
that was shared is as follows:
a.
The Eastwick trails plan is about more than just trails; it incorporates a community plan that
addresses barriers and solutions, walkability, and connections to a regional trail and public
transportation system.
b. The Circuit regional trail network, containing the East Coast Greenway route and the future
Cobbs Creek Connector Trail, pass along Eastwicks western edge.
c.
This proposed trail and existing on-road route brings access to the John Heinz National
Wildlife Refuge through the Eastwick community.
d. Other assets that can be connected include the Philadelphia International Airport, Eastwick
Resources such as Penrose Plaza and the Eastwick Community Garden, an Eastwicks
public transporation system.
e.
Barriers to walkability and interconnectivity have been identified in Eastwick as

disconnected sidewalks and unfriendly crossings of Island Avenue, Lindbergh Boulevard,
the SEPTA Airport Line, Interstate 95, and 84th Street. Penrose Plaza also acts as a barrier,
creating an unsurpassable wall along Mario Lanza Boulevard.
f.
Eastwick was once part of the urban grid, but due to an unsuccessful and incomplete urban
renewal project, many community, recreation, and transportation connections were lost.
g.
An analysis map has been created to show connections that could help improve this
separated environment and restore many of the trail and walking connections within this
area. These improvements include connections to Philadelphia International Airport,
Tinicum Township, Eastwick Train Station, John Heinz Cusano Environmental Education
Center, Penrose Plaza, and the Gateway Business CenteBob
h. Additionally, key gateways have been recommended for the Eastwick Station and the
entrance to John Heinz at 84th street and Lindbergh Boulevard. These gateways could
incorporate elements of trail signage, information kiosks, bike parking and even bike share
pods.
i.
An at grade pedestrian crossing beneath Island Avenue bridge could also create a safe and
convenient east-west pedestrian crossing from Bartram Ave and the Gateway Business
Center to Penrose Plaza and the Route 36 Trolley terminal.
6
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j.
Improvements have been recommended for intersections along Island Avenue. By creating
a safe, convenient, and complete pedestrian environment, walking and bicycling can bring
access to trails, John Heinz National Wildlife Refuge, community resources, and SEPTA
bus stops.
k.
Penrose Plaza could also increase its pedestrian access and combat its vacancy by
providing walkable community access from Mario Lanza Boulevard. This would require
removing a section of plaza and improving the aesthetic appeal from the south-west.
IV. PROJECT REVIEW AND FEEDBACK

Bob Thomas took a moment to go over a number of wall maps that the consulting team brought
along to supplement the slide deck.
a.
A regional context map shows the importance of the geographic location and
environmental context of Eastwick and John Heinz National Wildlife Refuge. The
Delaware River Watershed encompasses parts of NY, PA, and NJ and provides a number
of regional trail corridors and wildlife refuges. There is an effort to link these resources and
connect the refuges with local communities, trails, and public transportation. Eastwick has
a unique opportunity to benefit from its unique location next to John Heinz NWR and the
Cobbs Creek Trail.
b. Doug Maisey from the consulting team went over a number of the key connection maps
that have been created to show the Eastwicks trail recommendations in more detail. Each
trail segment has been developed to cross barriers and connect resources within the study
area.
Rob Thomas opened to floor to questions, concerns, or suggestions regarding the work that has
been presented.
Q: A question was raised regarding the 86th Street segment 6 Wood Chip Trail
between Eastwick Train Station and John Heinz NWR. Would this actually be a wood
chip surface? Wood chip trails require a lot of maintenance!
A: Ross Pilling from Keystone Conservation Trust noted that a wood chip trail was
previously recommended as a short term solution. Bob Thomas stated that the trail
surface would depend on a matter of choice, maintenance, cost, and environmental
impact. A crushed stone or asphalt surface that incorporates drainage precautions could
be a longer term solution to this connection.
Comment: What is the 86th Street ROW for this section? This should be determined.
Q: A member of the Eastwick Friends and Neighborhood Coalition (EFNC) raised
concern from a few residents in Eastwick that live along Ulena Street from Wheeler
Street to Elmwood Avenue regarding the safety on the trail and the location of the trail
running behind their homes.
A: Nick Rogers from Clean Air Council noted that this section of trail is part of the Cobbs
Creek Connector Trail Plan, not the Eastwick Trail Plan, but it is still of importance.
During a Cobbs Creek Connector Trail public meeting, a similar concern was raised.
There is an opportunity to move the trail closer to the creek and further from the houses.
Comment: Harry Murray from the consulting team identified a number of trail
development examples in which trails both cleaned an area of litter and increased safety
of a community through more use and improved access.
Q: Earl Wilson of EFNC and EAC commended the consulting group at CT&C on their
hard work and on finding solutions to the hard spots in Eastwick. He asked what the
Citys involvement is and questioned what must be done to see these solutions

implemented.
A: Jeannette Brugger from the Philadelphia City Planning Commission (PCPC) noted that
the city has looked at a number of trails in the area and is interested in making getting
these trail connections made. There is currently a feasibility study for a connection from
Bartrams Avenue to Fort Mifflin at the south-eastern end of the Philadelphia
International Airport. Nick Rodgers also noted that CAC is looking at the Cobbs Creek
Connector Trail segment that is currently in the design stages. A few sections of this trail
should be implemented in the next few years, but a section along the Clearview Landfill
Superfund Site in Eastwick, must be remediated by the EPA prior to trail development.
Recommendation: Jeannette Brugger noted that the other departments at the City need
to be informed of the details of this plan prior to the report approval. This should include
Streets and Sanitation, Parks and Recreation, and SEPTA.
Comment: Bob Thomas added that communication with the City and SEPTA has been
made and information will be shared and discussed.
Comment: Mike Szilagyi pointed out that an opportunity for a bus re-route that would
bring access to John Heinz NWR was discussed with SEPTA. It was determined that
further investigation regarding additional service needs and demand would need to be
investigated.
Comment: Ross Pilling mentioned the extensive number of cars that park along Mario
Lanza Boulevard to access the Eastwick Train Station. There is obviously a demand here.
Recommendation: Terry Williams from EFNC and EAC stated that the road at 86th and
Luther Place is often used by student drivers learning to parallel-park. The trail activity
proposed along 86th street should be aware of this safety concern.
Q: Danielle Bower, a planner from Philadelphia International Airport asked if there have
been any recommendations for sidewalk infrastructure and crossings along Bartram Ave.
A: There exists a crossing of Bartram from Tinicum Boulevard, but sidewalk
infrastructure linking to the Eastwick Station is not present. This connection is
recommended, but Bartram Ave., similar to many roads in Eastwick, needs additional
sidewalk infrastructure.
Q: Earl Wilson informed the group that Penrose Plaza once had a pedestrian connection
through Penrose Plaza from Mario Lanza Boulevard, but it was removed. The proposed
recommendation for this connection could bring additional clientele and help attract
tenants to vacant locations. Has CT&C spoken with Korman about this connection?
A: Bob Thomas mentioned that Korman has not yet been addressed since we wanted to
hear community thoughts on the matter first, but a conversation will be scheduled.
Comment: Ross Pilling noted that this would be a perfect location for New Urbanism.
The location is walkable from multiple public transportation lines, community resources,
and residential communities.
Q: Has the consulting team identified historical sites in Eastwick? This was brought up in
a previous meeting.
A: Bob Thomas stated that historic location has been identified. There is an opportunity
to show trail users what Eastwick once looked like with Now and Then images along
the trail
Recommendation: In addition to the gateways that have been identified at the train
station and 84th street there should also be gateways at the Airport Bridge or in Tinicum
Township at the end of the Trolley Trail.
V. IMPLEMENTATION AND NEXT STEPS

A

As the scheduled meeting time drew to a close, Bob Thomas explained that CT&C will be reaching
out to the discussed parties before a report is written and submitted.
It was asked if there are plans to share this information with residents in a public meeting of sorts.
Residents would appreciate being part of the discussion and a community meeting or public
trolley tour of the study areas should be scheduled.
It was mentioned that if any further comments arise, individuals can reach out to Bob Thomas using
the contact information provided on the Agenda.
Next Steps include the possibility of a public tour of the study areas, gathering feedback from
identified organizations, and finalizing the plan by February or March of 2015. Once complete,
online versions can be sent to EAC and EFNC to place on their websites.
Bob Thomas thanked everyone for their attendance and valuable comments.
This project is supported by a grant from the William Penn Foundation.

STEERING COMMITTEE MEETING MINUTES

November 20, 2015
Conducted by the Keystone Conservation Trust, Campbell Thomas & Co. and Michael P. Nairn
Subject: Eastwick Trails Study Draft Report Review and Next Steps in
Phasing/Implementation.
Attendance Sheet is Attached Separately
Introductions:
1. Bob Thomas thanked Lamar Gore for hosting todays meeting at the John Heinz NWR.
Everyone in attendance was provided map handouts regarding project phasing and
responsibilities before being given a chance to introduce themselves.
2. Bob Thomas gave a brief overview of todays agenda, noting that the meeting would focus
on project funding, management, phasing and implementation responsibilities. Additionally,
comments will be gathered and incorporated into the Eastwick Trails Final Report.
Slide Show:
3. Bob Thomas presented a brief slideshow recap of the study, discussing existing conditions
and barriers, opportunities for connections and recommendations to improve walking,
biking, and public transportation resources within Eastwick. Key notes and comments from
the presentation are listed below:
a. Bob Thomas noted that an untapped resource of potential visitors to Eastwick and
the John Heinz NWR are the 87,000 people who have flights connecting at the
Philadelphia International Airport each day. Nick Rogers wonders how many of
these people have a 2+ hour layover such that they could enjoy the Wildlife Refuge
between flights.
b. In discussing pedestrian crossing and intersection improvements on Island Ave.,
Bob Thomas noted that SEPTA is planning to reconstruct the trolley stations on
Island Ave. in the future to accommodate their new accessible trolleys (the current
ones are not ADA accessible) . This could be an ideal opportunity to improve the
pedestrian environment at Lindbergh Blvd. and Island Ave.
c. The Penrose Plaza Mall has a 3+ block blank wall that disconnects the
neighborhood to the south of Mario Lanza Blvd. By creating a break in the plaza
wall to help draws trail users and adjacent residents into the mall area from the
south, walkability can be encouraged and a new welcoming pedestrian environment
can improve the use of the plaza and serve as a community asset.
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g:\eas-trai\log\meeting minutes - eastwick trails steering committee mtg. at john heinz 2015-11-20 v003.doc

d. Three Gateways from Eastwick to John Heinz will help to promote the hidden
treasure that is John Heinz NWR. These gateways are recommended at 84th and
Lindbergh, Eastwick Train Station, and 86th and Lindbergh.
Reporting on Project Activities in Eastwick:
4. Before discussing project phases, Nick Rogers discussed some to the improvements that the
Clean Air Council is currently undertaking. Projects include:
a. The Cobbs Creek Connector Trail from 84th and Lindbergh to the John Heinz NWR
entrance is currently in design.
b. The 86th St. Trail connecting Eastwick Train Station with John Heinz NWR has
design funding secured, but design is being postponed until the Philadelphia
Redevelopment Authority (PRA) parcel negotiations have been addressed.
It was questioned by Leonard Stewart as to whether the 86th St. Trail would have a
temporary footpath route planned, as previously discussed; to connect this corridor
prior to the parcel negotiations are complete. Nick Rogers noted that design is
planned for permanent trail route but no temporary footpath.
c. Clean Air Council is also pursuing a connection along the old Chester Short Line
Trolley corridor from John Heinz NWR at the wormhole to the Renaissance
Philadelphia Hotel and Powhattan Ave. in Tinicum Township. Additionally a
connection is being pursued at Route 420 on the south side of John Heinz NWR into
Prospect Park on the north side of Darby Creek. Project design is underway for these
two projects.
Project Phasing:
5. Three project phases have been outlined to determine the best course of implementation.
a. Phase 1 focuses on a trail along 86th St. to connect Eastwick Train Station with the
John Heinz NWR. Additionally, gateway improvements at 84th and Lindbergh, 86th
and Lindbergh, and Eastwick Train Station will create a welcoming environment to
John Heinz and the Eastwick Community.
b. Phase 2 looks at a north-south connection from Eastwick Train Station into John
Heinz NWR along the old abandoned Trolley Line corridor, as well as a connection
to Penrose Plaza along Mario Lanza Blvd. Additionally, east-west crossing
improvements of Eastwick Train Station bring a trail connection to the Eastwick
Community Garden and the Gateway Business Center via a trail on the western side
of the train line. A grade crossing at the Eastwick Community Garden could also
connect the Island Ave. access road to Penrose Plaza and the Route 36 Trolley
Terminal. Additionally, a connection is recommended to connect Philadelphia
International Airport at Tinicum Island Rd. to John Heinz NWR via a bridge over a
drainage canal and an at-grade railroad track crossing. This would connect to the
improvements being made by Clean Air Council at the old Chester Short Line
wormhole connection to the Renaissance Hotel.
Page 2 of 6

c. Phase 3 further links the Eastwick Community via intersection improvements on
Lindbergh Blvd. and pedestrian walkability improvements that connect residents
with existing trails and community services. A major enhancement would include a
redesign of the Penrose Plaza Mall, which currently exists as a 3 block long blank
wall on Mario Lanza Blvd. By breaking through this wall and creating a welcoming
and walkable plaza entrance, residents can reconnect to their community and its
services without the need to drive.
Further Discussion:
6. Ross Pilling noted the existing conditions of Lindbergh Blvd. that cater almost exclusively
to the automobile. The unnecessarily wide road creates a barrier and hostile pedestrian
environment between zones of quiet and repose. By linking the areas of quiet and
repose in the neighborhoods on either side of Lindbergh Blvd., all modes of transportation
can be accommodated.
7. A potential Road Diet on Lindbergh Blvd. was discussed as a way to improve the
pedestrian and bicycle environments as well as reduce impervious surfaces to combat the
flooding issues in Eastwick.
8. The Cobbs Creek Connector Trail project is already looking at narrowing Lindbergh Blvd.
between 84th St. and John Heinz for trail use. If this is successful, there may be
opportunities for similar improvements along other sections of road in Eastwick.
9. Bob Thomas noted that there are numerous examples of repurposing defunct infrastructure
to benefit pedestrians and cyclists. The most notable project would be the High Line in
New York, but Rail-to-Trail projects have also been successful in repurposing infrastructure
for years. Maybe the next repurposing opportunity is Highways-to-Byways.
Next Steps and Project Responsibility:
10. Bob Thomas discussed the Eastwick Trails Project Responsibilities Map which outlines
identified future trails from previous studies and the parties involved in the planning and/or
implementation of those projects.
a. It was noted that this map once included the Hog Island Trail around the
Philadelphia Airport as the primary East Coast Greenway route, but due to
Philadelphia Airport expansion and security concerns, this has been deemed
unfeasible for the time being.
b. Martine Decamp noted that the trail connection to Fort Mifflin which is marked as
the responsibility of the City of Philadelphia is a long-term improvement that is not
identified as a priority for the City at this point.
c. Clean Air Council is responsible for the Cobbs Creek Connector, 86th St. Trail, and
the Chester Short Line Trail. Sarbanes Grant money has already been secured for
project design of these trail segments. As noted earlier, the 86th St. Trail design is on
hold due to PRA negotiations. The map should also be changed to note that a
Temporary Wood Chip Path is not in planning as was previously discussed.
Page 3 of 6

d. Philadelphia Parks and Recreation will be responsible for the maintenance and
management of the Cobbs Creek Trail north of 84th St. in a portion of trail that
exists within the City owned Eastwick Regional Park. Clean Air Council is working
with Parks and Recreation for this portion of trail, but Lower Darby Creek
environmental concerns must first be addressed.
e. It was noted that John Heinz NWR is currently developing a trail from the Cusano
Environmental Education Center to the entrance to the refuge at 86th St. John Heinz
NWR will be responsible for maintenance and management of this section of trail.
f. The Cobbs Creek Connector Trail on Lindbergh Blvd. south of 84th St.is a Road
Diet project and within the street right-of-way. The 86 St. Trail also exists within
the street right-of-way. It still needs to be determined who will be responsible for
maintenance and management of these portions of trail.
g. It was asked if stormwater improvements will be incorporated for the 86th St. Trail.
Martine Decamp noted that impervious surface project improvements will need to
go through the Water Department, but this particular trail is not within the
Philadelphia combined sewer system and therefore not a priority for a City
stormwater infrastructure project.
h. Ray Scheinfeld noted that Eastwick has a major flooding issue and a pumping
station for Mingo Creek artificially keeps the water table low in Eastwick.
i. Bob Thomas noted that utilizing appropriate berms and dikes can help address
stormwater along the trail corridors. Some of the corridors take advantage of a
number of existing berms from the existing trolley trail.
j. Ross Pilling stated that Keystone Conservation Trust and the Audubon Society have
recently received a William Penn Foundation Grant to look at hydrology of the
Eastwick area. This work will begin on January 1, 2016.
k. Steve Beckley addressed the responsibilities map that shows Delaware County and
Clean Air Council looking at a connection along Route 420 from the Industrial
Highway to John Heinz NWR. The portion of trail which is shown crossing over the
Interstate 95 interchange has been deemed unfeasible at the present time, but
Delaware County and Clean Air Council have been involved in the planning for the
trail from John Heinz NWR north to Prospect Park. This connection is being
constructed as part of a PennDOT bridge project, but maintenance and management
has not been determined as Delaware Countys responsibility at this time.
Project Funding:
11. It was identified that some of the identified projects in Eastwick are within the Philadelphia
Streets right-of-way. It was asked if the Streets Department is responsible for funding these
projects. Martine Decamp noted that funding would have to be included in the Streets
Department Capital Budget, but the Streets Department has more projects than it can
currently pay for and trails are not a focus of their services.
12. Terry Williams asked how a locality of Philadelphia can go about proposing an
expenditure? It was recommended that a conversation be started with the City Departments
Page 4 of 6

and City Council. Gathering Eastwick support on a project and speaking with Councilman
Kenyatta Johnson could also help move the project along. Also, finding ways that a project
aligns with capital program priorities is helpful. Phil Wallis recommended identifying
which projects are the priorities of Eastwick residents and begin leveraging for matching
grants.
13. Bob Thomas noted that it is important that there is continued movement on these projects to
make sure the report is not put on a shelf.
14. Phil Wallis asked about project cost and responsibilities? The report includes both opinion
of probable costs and recommended responsible parties.
Next Steps / Marketing:
15. In moving these projects into the next stages of design and implementation it is important
that we determine who is responsible for finding funding, constructing the project, and
maintaining the project once it is developed.
16. Bob Thomas asked who would maintain the Phase 1 86th St. Trail. Management for this
trail still needs to be addressed. Martine Decamp does not believe that the Streets
Department will take ownership of the trail. The Streets Department does not have the
resources for trail ownership/management and it is not part of their priorities. There may be
an opportunity to develop a Friends of group to help maintain the trail. Models for this
type of management should be investigated as an option.
17. Ross Pilling noted that developing Business Improvement Districts and Neighborhood
Improvement Districts are good ways to leverage City and State money.
18. Terry Williams noted that in addition to trails, a number of community members are
concerned with the Penrose Plaza Mall in regard to its vacancy and the services it offers.
Additionally, the flooding and stormwater management in Eastwick has always been a
major concern.
19. Lamar Gore asked what thought has gone into marketing the trail system in Philadelphia.
John Boyle noted that the bicycle coalition is working to improve branding of the Circuit
Trail system.
20. Lamar would like to see efforts to market community services available from the trail
system and believes that there may be buy-in from local businesses that could benefit from
the additional trail user clientele. Bob Thomas agrees that compatible economic
development should be promoted and the trail brings an opportunity to promote compatible
businesses.
21. Debbie Beer asked if there are any East Coast Greenway Marketing efforts? Bob Thomas
noted that the East Coast Greenway has trail signage and map at Lloyd Hall showing the
East Coast Greenway connections to the Philadelphia region and trail network. It was
recommended that East Coast Greenway brochures be made available at the Cusano
Environmental Education Center.
22. Ross Pilling wonders if there is still an opportunity for a temporary footpath connection
along 86th St. to connect John Heinz NWR to the Eastwick Train Station prior to securing
the PRA parcel.
Page 5 of 6

a. Martine Decamp believes that the development agreement needs to be worked out
first.
b. There may be an opportunity to speak to PRA to see if they are open to people using
the 86th St. right-of-way. Ross Pilling believes that this is still a public right-ofway and can be used for public use without any liability. This should be
investigated.
c. Nick Rogers noted that once the right-of-way is secured, design would take less than
a year as funding is already secured.
d. Terry Williams mentioned that Korman residents would immediately benefit form a
temporary footpath through this parcel. Perhaps Korman would buy in to this as a
temporary connection.
e. Terry Williams wonders if there is a graphic rendering of the 86th St. Trail that can
be shared with local community members. Martine Decamp advises against this
before an agreement is in place.
Closing Comments:
23. Bob Thomas thanked everyone for their comments and discussion. CTC will make any
necessary changes to the Eastwick Trails Draft Report in the coming week and will
submit the Final Report shortly after.
The above constitutes CT&C's interpretation of the meeting and will become part of the permanent record unless
corrected by any of the parties within five (5) days of the distribution date.
Page 6 of 6
Page 1 of
Partner ________
______________
______________
______________
Log ___________
PROJECT LOG
CT
&C
Campbell Thomas & Co.1504 South StreetPhiladelphia PA 19146-1636

Tel:215-545-1076Fax:215-545-8397Email:campbellthomas@campbellthomas.com
Architecture Preservation Community and Transportation Planning
Client/Project Code: PNN-SEPA
Date: 04-07-2015
Client:
X Telephone
Site Visit
Meeting
Hearing
Other:________
CT&C: Robert Thomas

CT&C: Doug Maisey
CT&C: ________________
CT&C: ________________
CT&C: ________________
Other: Ryan Gallagher

Other: ________________
Other: ________________
Other: ________________
Other: ________________
Agency: PennDOT
Agency: ________________
Agency: ________________
Agency: ________________
Agency: ________________
Phase __________
Subject: Arranging PennDOT Meetings for Coordination with 5 Trail

Projects:
1. Appalachian Highlands Trail Study (APP-HIGH)
2. Devault Rail Trail (F&P-DEVA)
3. Cross County Trail (PLY-TRAI)
4. Valley Forge-Heinz Refuge Trail (RAD-TINI)
5. Eastwick Trails Study (EAS-TRAI)
R. Thomas informed R. Gallagher that CTC is looking to set up meetings with the
appropriate PennDOT representatives to discuss five trail projects and feasibility studies.
R. Thomas wants to ensure that CTC is aware of current/future PennDOT projects and vice
versa, to best provide planning recommendations for each project.
Each Project was discussed and recommended meeting representatives were provided as
follows:
1. Appalachian Highlands Trail Study (APP-HIGH): CTC is responsible for a pedestrian crossing
of Route 32 between hiking trails in Ringing Rocks County Park and the D&L Trail.
o R. Gallagher explained the difference between PennDOT crossing requirements for
footpath crossings such as the Route 32 crossing and a multi-use ped/bike
crossing. Footpaths are held to crossing criteria that ask for a specified minimum
sight distance, < 10,000 vehicles per day, and a posted traffic speed of < 35 mph.
o Route 32 in this location has a traffic speed posting of ~40 mph and sees ~2,800
vehicles per day according to the 2013 Traffic Volume Map.
o R. Gallagher explained that even though the speed limit is above the specified
maximum, there are opportunities to incorporate elements such as a refuge
island, flashing beacons, or even to align the crossing with an adjacent intersection
or driveway.
o PennDOTs preference would be to align the trail crossing with the adjacent
driveway entrance to the trailhead.
o R. Gallagher explained that the funding source for the trail design and construction
will determine who is best to meet with at PennDOT. Being that this will most
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g:\pnn-sepa\log\log sheet - meeting with ryan gallagher 2015-04-07 v002.doc
likely be done using local funding and the HOP process, R. Gallagher
recommended meeting with:
Meet with Fran Hanney, John Otten, and Don Centofante (e-mail contacts
to be provided)
2. Devault Rail Trail (F&P-DEVA): A feasibility study to utilize railroad corridor to connect the
Schuylkill River Trail in Phoenixville Borough with Devault,PA and ultimately the Chester
Valley Trail in Malvern,PA.
o R. Thomas went over the project and process and explained that we have worked
with Jeff Case to analyze the bridges and crossings.
o R. Gallagher asked if there are any at-grade crossings. Yes
o This project would most likely use Federal Funding and it was explained that
PennDOT treats all road crossings the same if they are Federally Funded.
o PennDOT would also be interested in the bridge conditions which are grade
separated over PennDOT roads, but as long as there is no interruption of road
operations during construction and screening/netting is used to protect the
PennDOT roads, there is no reason they would not be supportive.
o R. Gallagher believes that DVRPC may be better to coordinate with at this stage,
but would also recommend first reaching out to the county planner.
o CTC has already been in contact with Bill Deguffroy from the Chester County
Planning Department, but will reach out to him before contacting DVRPC.
o If CTC wants to speak with PennDOT about later stages of development, R.
Gallagher a recommends speaking with representatives from the PennDOT signals
department regarding at-grade crossings.
o Contact individuals to discuss at-grade crossings and drawings.
Meet with Paul Lutz(Signals), Pam Johnston(Traffic), Janet Vogel (Traffic
Operations) (e-mail contacts to be provided)
3. Cross County Trail (PLY-TRAI): A feasibility study to extend the Cross County Trail from its
existing terminus at Germantown Pike and Chemical Road, to Flourtown Rd. and Joshua
Rd. in Whitemarsh Township.
o PennDOTs primary focus would be on the proposed bridge over Germantown
Pike.
o R. Gallagher recommends speaking with someone from the Bridges Department to
discuss the crossing of Germantown Pike, as well as the crossing at Flourtown Rd.
Meet with Peter Bird and/or John Markus (Bridges), and someone from
Signals and Traffic (e-mail contacts to be provided)
4. Valley Forge-Heinz Refuge Trail (RAD-TINI): A feasibility study to create two sections of the
Trail. The southern section would connect from the Cobbs Creek Trail at 63 rd and Market
Street in Philadelphia to the intersection of Haverford Rd. and Wynnewood Rd. in
Haverford, PA. The northern section would extend from the existing Radnor Trail at South
Radnor Chestor Rd. to Villanova University at S. Ithan Ave.
o For the southern section, PennDOT would look at street crossings. R. Gallagher
recommends sketching the proposed alignments at crossings and asking PennDOT
if they have any issues of recommendations at each specific crossing.
o For the northern section CTC looked at a number of options, but a grade separated
trail with bridges over 476 is the clients preferred option.
Page 2 of 3
o R. Gallagher believes the bridge option could be a tough sell to PennDOT

considering there is an option for an alignment along E. Lancaster Ave that goes
under 476.
o R. Gallagher recommends speaking with the Bridges department and pushing for
the grade separated option with examples of where similar trail bridges have been
developed, such as with the Chester Valley Trail bridge over the Schuylkill
Expressway.
Meet with the Bridges/Traffic/Signals unit for Delaware County to talk
about crossings and options) (e-mail contacts to be provided)
5. Eastwick Trails Study (EAS-TRAI): A feasibility study for walkability and trail improvements
to the community of Eastwick, Philadelphia.
o R. Gallagher recommends first contacting the Philadelphia Planning Commission
and asking about their Signal Permit Plan.
o The Signal Permit Plan group can provide recommendations for signals, traffic,
pavement markings, and crossings.
o R. Gallagher recommends Dave Perri as a good person to contact.
Next Steps:
CTC to send R. Gallagher notes.
R. Gallagher to provide contact information for discussed PennDOT representatives and
assist in setting up meetings with PennDOT for each project.
Page 3 of 3
Page 1 of
Partner ________
______________
______________
______________
Log ___________
PROJECT LOG
CT
&C
Client/Project Code: EAS-TRAI

Telephone
Site Visit
Meeting
Hearing
Other:________
Phase __________
Date: 05-28-2015
CT&C: Robert Thomas

CT&C: Doug Maisey
CT&C: ________________
CT&C: ________________
CT&C: ________________
Other: Lamar Gore

Other: Andy Toy
Other: Ross Pilling
Other: Phil Wallis
Other: ________________
Client: KCT
Agency: John Heinz NWR
Agency: Consultant
Agency: KCT
Agency: KCT, Audubon
Agency: ________________
Subject: Advancing the fundable concept for transportation to the

John Heinz National Wildlife Refuge Headquarters and Cusano
Center, while benefitting the Eastwick community
1) The primary focus of this meeting was to determine how to bring people to John Heinz NWR
via local connecting transportation from nearby train, trolley, bus and air terminals. How do
we provide nearby city and township residents and airport visitors and staff access to
nature and the outdoors?
a)
Lamar noted that Heinz NWR has been working to find ways develop elements of
community engagement, education, and breaking down transportation barriers. This is
about Access to All, constituency building, and community.
2) A last mile concept: There is plenty of public transit that already brings people from
every direction close to Heinz NWR: train to Eastwick Station, the 36 trolley to Pennrose
Plaza, and several bus lines to 84th and Lindbergh as well as to the Airport and Route 420.
The problem is getting from the bus and rail stops conveniently and safely to the Refuge
headquarters. We need to find what last-mile concept works best for the Heinz NWR, the
operator, and the public.
a) Lamar and Bob have already spoken with SEPTA about the option of diverting bus
services into Heinz NWR to bring access to the Cusano Center, but it appears this does
not to work for them, as SEPTA believes too many riders on their way to work would be
inconvenienced. SEPTA is concerned as well about the large size of their busses on
these routes, although a change could be made in the Refuge driveway to
accommodate larger vehicle.
b) On demand services such as UBER can provide an opportunity to connect people from
Eastwicks public transportation stations and the Airport terminals to Heinz NWR.
Currently, the closest bus stop is mile from the Cusano Center and the Trolley and
Train Stations are over a mile away. This is a distance that many individuals are not
willing to walk to Heinz NWR. An UBER service or similar on-demand service could
connect Heinz NWR with ALL transit routes in Eastwick.
c) Utilizing UBER services could not only provide a resource for transit users to get to the
refuge, but could promote local economic development. Bob noted that a number of
National Parks and federal facilities already offer affordable shuttle services that pay
local residents to operate as shuttle drivers to bring trail and park users from one
location to another. This should be investigated further.
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g:\eas-trai\log\log sheet - meeting with lamar gore, andy toy, ross pilling, phil wallis, rt, dm 2015-05-28 v002.doc
d) Grant funding could provide a subsidy for transit users connecting to Heinz NWR using
UBER. This subsidy could bring down the cost of transportation for residents utilizing
public transportation to get to Heinz NWR. This could also become an attractive
incentive for urban residents without access to a car to travel to Heinz NWR.
e) Phil noted that this concept is more than just about providing access to all. It is about
constituency building and community engagement. This could provide additional
avenues for funding.
3) Lamar noted that Heinz NWR is working to get funding for bike-share stations at Eastwick
Train Station, the Cusano Center, and a few other areas in Eastwick. This will provide
another resource to connect the refuge with the urban community.
4) For this concept to work, Andy noted that we need to create a community network that is
able to provide the shuttle services, find funding, and understand the technical side. Do we
know if this concept has been utilized elsewhere?
a) Lamar added that there is already a network group of the Eastwick Friends and
Neighbors.
b) Bob believes that a single ride map could also help market and promote this as a
travel option to Heinz NWR.
5) Funding for this service: Phil is confident there is long-term funding available for this type of
transportation service for visitors which would also provide an economic opportunity for the
residents of Eastwick.
a) Questions we need to answer before seeking funding: Determine the cost of the
service, what the projected ridership will be, marketing strategies, and what is needed
for the continued operation of the service.
b) Funding could be available through William Penn and DCNR matching Grants for this
project.
6) Lamar spoke about Heinzs investment in community engagement and education. They
are developing community garden plots as neighborhood nodes along Cobbs Creek to
bring urban youth back to nature and promote community investment and education.
Philadelphia University is working to design vacant parcels along Cobbs Creek to serve as
these community garden nodes.
7) Beyond the Cusano Center at the main entrance to the Heinz NWR, there was a brief
discussion of a proposed connection from Heinz NWR to the residential and business areas
of Tinicum Township via the 420 Bridge. This proposed connection has had some opposition,
as it crosses I-95, a major highway, but similar crossings have been successfully
implemented in other highway crossing situations. Leo Bagley at Montgomery County
Planning and Secretary Leslie Richards at PADOT should be notified of this opportunity to
see if it can be pushed forward.
8) Next Steps:
a) CTC will develop an implementation plan to determine cost of the UBER service,
projected ridership, advertising and marketing strategies and what is needed for the
continued operation of the service.
b) Contact UBER to see if this is an opportunity that they may be interested in, or find
another way of operating an on-demand service provided by Eastwick residents.
c) Create a budget
d) Determine what funding sources may be available.
e) Contact Leo Bagley and Leslie Richards regarding the 420 bridge connection.
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Page 1 of
Partner ________
______________
______________
______________
Log ___________
PROJECT LOG
CT
&C

Client/Project Code: EAS-TRAI

Telephone
Site Visit
Meeting
Hearing
Other:________
Phase __________
Date: 06-29-2015
CT&C: Robert Thomas

CT&C: Doug Maisey
CT&C: Harry Murray
CT&C: ________________
CT&C: ________________
Client: KCT
Other: Jeannette Brugger

Other: Gustave Scheerbaum
Other: ________________
Other: ________________
Other: ________________
Agency: PCPC MOTU

Agency: PCPC
Agency: ________________
Agency: ________________
Agency: ________________
Subject: Eastwick Trails Study coordination meeting with PCPC in regard

to trail/intersection improvements.
Issues Discussed:
CTC recently met with Lamar Gore at John Heinz and Ross Pilling and Phil Wallis from
Keystone Conservation Trust (KCT) to discuss and promote means of access to the wildlife
refuge. Lamar Gore has been looking at ways to promote access to the refuge since
becoming the refuge manager.
There may be an opportunity to provide access to the wildlife refuge from the numerous
public transportation stops in Eastwick via a ride-share service like Uber. KCT believes that
there is funding available for such a service.
CTC is nearing the end of the Eastwick Trails Feasibility Study and has just completed the
draft report.
The draft report is being distributed to the steering committee and a final steering
committee meeting shall be scheduled in the next few months. This meeting should
ensure that there is representation from the City of Philadelphia. Those mentioned
include Martine Decamp (PCPC), David Kanthor (PCPC), Rob Armstrong (PPR), and
representation from the Streets Department (CTC will check with David Perri for his
recommendations, or MOTU will fill this role).
R. Thomas explained that CTC met with Ryan Gallagher from DVRPC, who recommended
that CTC meet with the PCPC to learn about the Signal Permit Plan and ensure that the
Eastwick Trails Plan is represented within the work that PCPC is doing and vice versa.
R. Thomas described the six intersection locations that CTC has recommended for
improvement to better connect John Heinz, the Eastwick community, and public
transportation services. Additionally, several trail improvements were discussed.
Jeannette Brugger noted that two of the six identified intersections have received funding
and are being worked on by the City of Philadelphia. This includes:
o The intersection of Lindbergh Boulevard and 84th Street: This is being done as part
of the Cobbs Creek Connector Trail project which is currently on the TIP and is
being designed by Baker.
o The intersection of Lindbergh Boulevard and Island Avenue: This will be
redesigned by the City of Philadelphia as a portion of Island Avenue improvements
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which will improve walkability and incorporate bike lanes. SEPTA will also be
working to improve access to the trolley terminals along Island Avenue.
The other four intersection improvements identified along Lindbergh Boulevard are at the
th
th
nd
entrance to Penrose Plaza at 77 Street, Mario Lanza Boulevard, 80 Street and 82
Street. These are not currently being worked on by the City, but CTCs recommendations
should be shared with the streets department as potential future improvement projects.
th
It was also recommended that CTC shares their recommendations for the redesign of 84
Street and Lindbergh Boulevard with Baker, the engineering consultant for the project.
Jeannette Brugger commented on the trail and walking improvements that have been
displayed on the map that was distributed. CTC should delineate between trails, walking
paths, signed routes, and bike lanes. CTC will do so.
R. Thomas asked if there are other projects that Jeannette knows about that may affect
the Eastwick Trails Plan? Jeannette mentioned that the Philadelphia Airport may be
working to create a trail/walking route through their long term parking lot on Bartram
Avenue, but she is not sure of the details at this time.
Gustave Scheerbaum joined the meeting and was introduced to the project and CTCs
recommended improvements.
Gustave Scheerbaum recognizes the improvements that could improve connections
between the neighborhoods in Eastwick.
It was suggested that CTC identify these recommendations as individual projects that can
be constructed by the appropriate City department or another entity. CTC should assign
responsibility for each of these identified projects. This would help to define the Ask for
each project.
Gus Scheerbaum noted that MOTUs role can be to help facilitate each of these projects.
It was mentioned that the Streets Department sometimes has low cost options for
accomplishing some of the smaller physical improvements internally. This may be an
option for implementing some of the improvements that have been identified.
Jeannette Brugger asked what SEPTAs thoughts are on the railroad crossing
recommendations to connect the Eastwick Community Garden to Penrose Plaza and to
connect the Eastwick Station with John Heinz Natural Wildlife Refuge? Would SEPTA be
interesting in funding some of these projects, as improvements may increase customer
use at the train station and trolley terminal? Bob Thomas noted that they have been
informed, but there has not been discussion of funding at this time.
CTC will make sure to incorporate the comments from todays meeting and will distribute
the draft and final report to the appropriate City departments.
The above constitutes CT&C's interpretation of the meeting and will become part of the permanent record unless
corrected by any of the parties within five (5) days of the distribution date.
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Eastwick Trails Feasibility Study

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Eastwick Trails Feasibility Study

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The Eastwick Trails Feasibility Study

Campbell Thomas & Company

Michael Nairn, ASLA

The Eastwick Trails Feasibility Study Philadelphia, Pennsylvania

Study Sponsors and Partners

Current Conditions and Opportunities

Purposes, Goals and Objectives

Types of Trails Proposed for Eastwick

Trail Connectivity Recommendations

Removing Barriers in Pedestrian and Bicycle Circulation Systems

Road and Rail Barriers that Separate Eastwick

Trail Alignment Recommendations

Recommended Trail Segments

December, 2015 - Page T-1

The Eastwick Trails Feasibility Study Philadelphia, Pennsylvania

Intersections Requiring Improvements

Intersection 1 Lindbergh Boulevard and Island Ave

Encouraging Use of Pedestrian and Bicycle Modes

Early Implementation Recommendation

IV. Proposed Implementation Plan

Phase 1 Segment 1, Intersection 6 and Gateways 1, 2 and 3

Opinion of Probable Cost of Development

Potential Funding Sources

V. Inventory and Study Methodology

Summary Review of Existing Plans and Reports

Field Survey / Existing Conditions

Legal Feasibility - Land Ownership and Rights of Way Analysis

Appendix A Full Size Maps and Illustrations

December, 2015 - Page T-2

The Eastwick Trails Feasibility Study Philadelphia, Pennsylvania

December, 2015 Page E-1

The Eastwick Trails Feasibility Study Philadelphia, Pennsylvania

December, 2015 Page E-2

The Eastwick Trails Feasibility Study Philadelphia, Pennsylvania

Survey and inventory existing conditions throughout the study area.

December, 2015 Page E-3

The Eastwick Trails Feasibility Study Philadelphia, Pennsylvania

Summary of the Recommendations

December, 2015 Page E-4

The Eastwick Trails Feasibility Study Philadelphia, Pennsylvania

The Visitor Center at the

SEPTA Regional Rail at Eastwick Station

Visitor Center, John Heinz National Wildlife Refuge

December, 2015 Page E-5

The Eastwick Trails Feasibility Study Philadelphia, Pennsylvania

PHASE 1 - Linking JHWR and SEPTA Regional Rail

Segment 1 - Trail/Linear Park

Gateway 1 & Intersection Improvements

Gateway 2 - Eastwick Regional Rail Station

Gateway 3 - JHNWR Entry

$52,500 Allow $16,560

PHASE 2 - Links - Trolley Trail Links

Bridge, Trail &

$17,500 Allow $24,500

Segment 4 - CSL Trolley Trail

Segment 5 - Mario Lanza Side Trail

5,000 LF $90 $450,000

$50,000 Allow $112,500

Segment 6 - Bartram Ave. Side Trail (North)

4,700 LF $90 $423,000

$47,000 Allow $65,988

Segment 7 - Bartram Ave. Side Trail (South)

8,500 LF $90 $765,000

$85,000 Allow $119,340