Transportation : Development News

What do New York City, Washington D.C., Boston, Baltimore, Spartanburg SC, and Hollywood FL all have in common? Hopefully you’ll have an answer by the time I’m finished with this sentence. If you don’t, these are all East Coast cities that offer bike sharing. Notice that Philadelphia is not in there. With this in mind, a team from the University of Pennsylvania is looking to put our city on par with the likes of Spartanburg by establishing Liberty Bike Share, which aims to bring bike sharing to Center City, University City, South Philly, and the Temple University-area.

Liberty Bike Share is the product of three Masters degree candidates at UPenn who closely analyzed the 2010 Delaware Valley Regional Planning Commission (DVRPC) “Philadelphia Bike Share Concept Study,” says Dylan Hayden, who’s helping to organize the bike share concept. Hayden says Liberty is hoping to make 2,500-2,700 bicycles available to be shared at a cost of abougt $15 million. He adds that Liberty has the support of the Center City District and certain members of City Council. At this point, his group is waiting for the city’s Office of Transportation and Utilities (MOTU) to issue an RFP. 

As is usually the case, the cost of setting up operations is one of the biggest challenges Liberty faces. Hayden emphasizes that his team is looking to solicit pledges from local hospitals, universities, insurance companies, and other private sector entities willing to chip in. He does admit that securing financial contributions in the Philadelphia-area can be “like squeezing a turnip.” On this note, MOTU has identified the up-front costs of bike sharing as one of its biggest worries. 

Hayden says his team hopes to implement Liberty Bike Share in two phases, with the first concentrating on Center and University Cities and the second extending the program up to Temple. Liberty has two companies in mind, Alta and B-Cycle, to operate the bike share. Alta operates the bike sharing programs in New York City, D.C., and Boston, while B-Cycle is responsible for bike sharing in Spartanburg, Chicago, Denver, and elsewhere. Hayden envisions charging members an annual fee of anywhere between $75 and $90.

The UPenn team hopes Liberty Bike Share will complement mass transit in Philadelphia. “We’re looking to deal with last-mile issues,” says Hayden, who’s talking about the distance between a transit or rail stop and someone’s final destination. Indeed, the Penn senior envisions a future where someone can (as an example) take a train to Market East Station and share a bike to get to their final destination. Hayden hopes to work with SEPTA to incorporate bike sharing in with their upcoming New Payment Technology.

Locally, only one borough offers bike sharing. That would be Pottstown, a borough with around 22,000 people in Western Montgomery County. Bike Pottstown, Pottstown's bike sharing program, is run by Zagster, which launched its bike sharing consultancy in Philadelphia under the name CityRyde before moving to Cambridge, Mass last year. Bike Pottstown is a free bike share, which has filled the streets of the borough with 15 eye-snatching yellow bicycles. 

Hayden is unequivocal about the benefits of bike sharing. “Bike sharing is a policy Swiss army knife,” he says. By this, he means it ameliorates a host of policy issues, including healthcare, sustainability, and mobility. He also says that the city already has much of the infrastructure in place to support bike sharing, including the 215 miles of bike lanes he cites. Bike sharing would provide Philadelphia an opportunity to catch up to other American cities, large and small.  

Writer: Andy Sharpe
Source: Dylan Hayden, Liberty Bike Share

Ten years since launching here, PhillyCarShare (PCS) is still rolling along with innovation, with some recent maneuvers that make their service more convenient, sustainable and in tune with the city it serves.

The company opened up a much more convenient office and customer service center on a stretch of Chestnut St. left vacant by the Borders closing. It has also completely revamped its auto line-up with late model cars and added American-made electric vehicles to their fleet.

The agency opened up an easily-accessible office last month at 13th and Chestnut Sts., in an area that's been punctuated by the shuttering of Borders Books. Previously, PCS members had to trudge up 10 stories at 9th and Sansom Sts. to pick up key fobs or speak to an agent in person.

"The office remains convenient to mass transit but is conducive to walk-in customers so we can better serve immediate customer needs," says Lisa Martini, a spokeswoman with PCS' owner Enterprise Holdings.

Along with PhillyCarShare's new and more visible office, the agency is acquiring new cars that command attention. Martini says the firm is renting four Chevy Volts, which are $39,000 American-made electric cars. All four of the Volts are available to share at 11th and Filbert Sts., which is by SEPTA's Market East Station and Reading Terminal Market.

"PhillyCarShare Volts are being introduced in anticipation of the City of Philadelphia's installation this spring of 18 charging stations in nine locations," continues the spokeswoman. 

Enterprise confirms it's interested in dramatically expanding the portion of the PhillyCarShare fleet that is electric. Martini says she hopes the electric vehicles will tantalize current PhillyCarShare users and lure new people to join the car sharing network. She says the number of electric vehicles that are ordered depends on member feedback. If you're a PhillyCarShare member and you like the Chevy Volt, make sure to let the agency know about it. 

In addition to the electric cars, the resurgent car sharing business has replaced all of its autos and added new pods in Philly. In contrast to many of its older cars that lined city streets just eight months ago, the agency now uses 2011 and 2012 cars, vans, SUVs, and pick-ups. Martini highlights some of the new pods across the city, which were added to Market East, the Navy Yard, Mantua, and Cedar Park. All pods have been removed from SEPTA train station parking lots for the past month while both sides renegotiate their contract. Martini is unable to say when those pods will be restored.

Writer: Andy Sharpe
Source: Lisa Martini, Enterprise Holdings

The Master Plan for the Central Delaware is one of 27 projects to be honored with the American Institute of Architects (AIA) Honor Award. The award recognizes excellence in architecture and urban design and is the profession's highest honor.

A news release cites the City of Philadelphia's plan for striking a "strong balance between urban design and economic reality, proposing both public and private development to transform and regenerate six miles of waterfront,"

Priority sites along Spring Garden Street, Penn's Landing and Washington are seeing work first. Phasing and funding of new parks, trails, transit and connections to existing neighborhoods were praised as a "practical implementation strategy."

Cooper Roberts & Partners led an impressive team in developing the plan, including KieranTimberlake, OLIN and H&R&A. The plan takes into account goals and objectives developed through extensive civic engagement led by PennPraxis, and the plan was adopted by the Delaware River Waterfront Corporation last June.

Source: Laurie Heinerichs, DRWC
Writer: Joe Petrucci

The Broad St. corridor between Spring Garden and Ridge has seen some of the trendiest redevelopment in the city in the past few years, with residential development at Lofts 640 and culinary development at Osteria. It looks like this redevelopment is about to rub off on surrounding blocks. The Regis Group has obtained necessary zoning approvals to convert the erstwhile Paul Green School of Rock into the Brandywine Lofts apartments. Construction is expected to begin shortly at 15th and Brandywine, and the apartments should be up in four to five months.

The design firm JKR Partners, which is also working on a number of other projects across the city including North 28 in Brewerytown and 777 S. Broad, is handling the design elements for the Brandywine Lofts. Glenn Felgoise, the director of marketing at JKR, says the lofts will include 10 apartments on the second and third floors of the old music school. Five of these apartments will be on the second floor, three will be on the third floor, and two will be on both floors.

Felgoise says the first floor will be marked by a parking garage, game room, kitchenette, and garden space for residents. He confirms that each apartment will have its own parking space, and there will also be storage for at least 18 bicycles. The units will be sized from 813 to 1,043 sq. ft., and will include one or two bedrooms and one or two baths. Eight of the apartments will be fitted with decks. No word on price points yet.   

One reason why JKR was chosen to work on Brandywine Lofts is because of its expertise in adaptive re-use. Indeed, the design firm will strive to preserve some of the historical elements of the structure, especially on the second floor. “Units at [the] rear of second floor have exposed heavy timber trusses in space,” he reports. JKR is looking to preserve these trusses.

Given the recent development proposals on North Broad, Brandywine Lofts is in a great location. According to Felgoise, the best perks of the location are access to the Broad Street subway line, the Community College of Philadelphia (CCP), and other new and proposed developments on Broad. The proposed Lofts are only one block from N. Broad and two blocks from the Spring Garden subway station. In addition, it will also be just a one-block bike ride to get to the conceptual Spring Garden St. Greenway.    

Writer: Andy Sharpe
Source: Glenn Felgoise, JKR Partners

I-95 is one of the country’s most prolific highways, running between Maine and Florida. For the most part the highway runs uninterrupted, except for a small gap in the Trenton, NJ-area. With this in mind, a movement to remove the highway from the Delaware River waterfront landscape between the Ben Franklin and Walt Whitman Bridges is gaining steam. The idea of reclaiming the city’s waterfront by removing the highway, or merely burying it, was discussed at the Re-Imagining Urban Highways forum last week at the Academy of Natural Sciences.

Speakers at Re-Imagining Urban Highways came from across the country, and represented the municipal, academic, and journalistic spheres. They include Aaron Naparstek of the transportation planning website StreetsBlog, Peter Park of Harvard’s Graduate School of Design, Thomas Deller of Providence, RI’s Department of Planning and Development, and Ashwan Balakrishnan with the South Bronx River Watershed Alliance. They discussed successful and current efforts to remove urban highways around the world, and the realized and potential benefits of removal.  

The final two speakers were Diana Lind, the editor in chief of Next American City, and Andrew Stober, the Chief of Staff for Philadelphia’s Office of Transportation and Utilities, both of whom gave a local perspective. Lind was the chief proponent of creating a dialogue about removing or burying I-95, as she cited other highways and arterials that motorists could detour on to avoid the highway. Unfortunately, some of these highways are as far away as South Jersey and the western suburbs. Lind revealed that she’ll be circulating a petition to PennDOT in favor of altering I-95 this week.  

As one of the most influential people in Philadelphia’s Office of Transportation and Utilities, Stober had one of the evening's more interesting points of view. While willing to discuss the merits of burying or removing I-95, he concentrated on other improvements that could be made to the city and region’s transportation network. Stober’s main focus was on mass transit, which he called “an incredible endowment from previous generations.” He showcased the city’s proposals for Columbus Blvd., which include a light-rail line running down the median.

Stober preferred to concentrate on transit access because it “gives us more bang for the buck than dealing with the highway.” The chief of staff also lamented the unwillingness of some state and federal lawmakers to fund transportation and infrastructure, given that it’s not a glamorous topic for many voters. He cited the multitude of constituent feedback to puppy mill legislation, and compared it to the relative silence from voters on transportation legislation. Apparently, bridges and trains will never be as cute as pug and Labrador puppies.   

Writer: Andy Sharpe
Source: Andrew Stober, Philadelphia Office of Transportation and Utilities

If you’ve savored some French cuisine at Bibou, inhaled some hot chocolate at Rim Café, or purchased a wedge of cheese from DiBruno Brothers, you know that South Philly’s Italian Market is a delicious neighborhood.

How would you like to live next to the Italian Market? In fact, you might be able to find a sustainable townhouse in the Italian Market neighborhood later this year, as CITYSPACE Realty is selling four soon-to-be-built sustainable townhomes.

Rachel Reilly, a listing agent for CITYSPACE, anticipates construction to begin on the Olive Townhomes in four to six weeks. As has been the trend with some new residential construction in Philadelphia, the townhomes will be built using modular construction. “Since these homes are modular instead of stick-built, the first phase of construction begins in a controlled warehouse setting, and then the boxes are delivered and stacked on site,” explains Reilly. She says that the construction period will last for four months, with construction of the final three units hinging on how quickly they go off the market.

One of the most notable features of Olive Townhomes will be its minimal footprint on the environment. Reilly makes it clear that she expects the townhomes to be certified LEED (Leadership in Energy and Environmental Design) Gold, which is the second highest LEED certification possible. According to the agent, the development will be the first LEED Gold multi-unit complex in Bella Vista. The environmentally friendly features that are planned include Energy Star appliances, bamboo flooring, low VOC (volatile organic compound) paint, and roofs that can accommodate solar panels. 

Reilly adds that the location itself, on the 800-block of Carpenter St., is sustainable because of its walkability and access to mass transit. “It's steps to a slew of great restaurants (many of the BYOs), the Italian Market, great coffee shops, boutiques, and public transportation,” she exclaims. In addition it’s a manageable walk to and from Passyunk Avenue shops. Nearby mass transit options include the Routes 23, 47, and 47M buses, along with the Broad Street Subway. 

The three biggest townhomes will be 2,690 square feet apiece, each containing 3 bedrooms and 3.5 baths. Each townhome will include four stories, with an outdoor patio, large windows, and the option of adding a fireplace. The fourth townhome will be 2,540 sq. ft., with a basement, deck, and fireplace. The four townhomes will surround a lush outdoor courtyard. Single-car parking will be on-site for two of the residences, while the other two townhomes will have parking at a lot a block away. CITYSPACE’s Rachel Reilly is listing the property along with Sarah Robertson. 

Writer: Andy Sharpe
Source: Rachel Reilly, CITYSPACE Realty

The national Rails-to-Trails Conservancy held a trails forum at Rutgers Camden this past Friday in conjunction with Cooper's Ferry Partnership and the William Penn Foundation. The forum, a local byproduct of Rails-to-Trails' Urban Pathways Initiative (UPI), concentrated on the need for bicycle and pedestrian trails in Camden. The forum comes in the throes of the Delaware Valley Regional Planning Commission's (DVRPC's) Regional Trails Program, which awarded money to Camden in mid-December.

While there's potential for a number of new trails in Camden, DVRPC awarded $150,000 towards the design phase of the Baldwin's Run Tributary Trail, says Chris Linn, manager in DVRPC's Office of Environmental Planning. Meishka Mitchell, the Vice President of Neighborhood Initiatives at Cooper's Ferry Partnership, hopes to "daylight" the Baldwin's Run tributary, which forms from the Delaware River and runs through the Cramer Hill neighborhood of Camden. By "daylighting," Mitchell means unearthing the tributary, which was filled with dirt in the 1960s, by creating a trail out of it.

The Baldwin's Run Tributary is now the site of Von Neida Park, which is Cramer Hill's most sizeable park. Usually a park connotes positive things for a neighborhood, but things aren't always as they seem in Cramer Hill. In fact, Cooper's Ferry complains that the park is prone to flooding, illegal activity, and a lack of upkeep. Flooding is the most dire woe, as nearby homeowners are left waterlogged after many storms. The flooding stems from the filling-in of the creek, which Mitchell's CDC hopes to rectify by removing the dirt and turning the body of water into a trail and drainage area.  
 
Mitchell is convinced of the plentiful benefits that trails can have for impoverished Cramer Hill. While it wasn't funded during the first phase of the Regional Trails Program, she is optimistic that a trail will be built along the Cooper River. She says a trail here could generate as much as $600 million for the city, expand its tax base, and help re-develop its brownfields, of which there are many. There is currently zero public access to the Cooper River in Cramer Hill. 

The vice president is happy with how the Urban Pathways forum went. "The event has helped to raise awareness on critical missing links, economic development, and neighborhood restoration," lauds Mitchell. The forum consisted of five sessions, which discussed how trails in Camden and its older brother across the Delaware River can connect, waterfront trail facilitation, how trails promote public health, teaching youth about trails, and funding trails.   

Writer: Andy Sharpe
Sources: Meishka Mitchell, Cooper's Ferry Partnership and Chris Linn, DVRPC

Amidst the din of barreling Amtrak trains at Holmesburg Junction Station, State Sen. Mike Stack and State Rep. Mike McGeehan drew attention to the dire need to fund Pennsylvania’s transportation infrastructure this past week. Speaking a week before Gov. Corbett’s long-awaited release of a transportation funding plan, Sen. Stack and Rep. McGeehan sounded the alarm on the poor state of road and mass transit infrastructure in the Philadelphia area.

Stack (D-Philadelphia) focused his remarks on the urgency of fixing SEPTA’s infrastructure. “Our transportation system is falling apart right underneath our tracks,” says Stack, as he stood next to the bustling Northeast Corridor rail tracks. He pulled out some sobering statistics, including that SEPTA’s mean bridge age is more than 80 years old. While Northeast Corridor bridges are maintained by Amtrak, this includes bridges on SEPTA’s West Trenton line, which pierces Stack’s district. Some bridges on Regional Rail lines outside of the senator's district are even older and in even worse shape.

Stack, along with SEPTA General Manager Joe Casey, spoke specifically about Holmesburg Junction Station, which serves SEPTA’s Trenton line trains. Stack mentioned that SEPTA’s last rider census showed 613 riders using the stop every weekday. The station’s popularity is underscored by the multitude of cars that easily fill up the station’s small parking lot and bubble over onto the surrounding streets. Casey emphasized that if SEPTA received additional state funding, it would install more parking, renovate the train station, and make it handicapped accessible. 

McGeehan (D-Philadelphia), the Democratic chair of the House Transportation Committee, concentrated on past accomplishments of transportation spending and their potential to create jobs and improve the city. One accomplishment he cited was red-light cameras, which he said have made Roosevelt Blvd. a safer place to drive. McGeehan also made certain to equate transportation spending with job creation, whether in construction, engineering, or other fields. Finally, he pointedly stated “we can’t have a first-class city without a first-class transportation system.” 

While funding SEPTA is certainly important, the senator and representative also urged Gov. Corbett to fund the region’s roads and bridges. Just in Philadelphia, there are 85 “structurally deficient” bridges and 145 bridges that have otherwise outlived their prime, which ferry 5.5 million cars every day, according to Sen. Stack. Some of the most well-traveled bridges are on I-95, which runs through Holmesburg. Statewide, the Commonwealth has the nation’s highest percentage of “structurally deficient” bridges, he says. 

Stack and McGeehan consistently referenced the sense of urgency that must accompany transportation funding. There will be “nothing but tragic consequences if we don’t do anything,” said Stack with a sense of gloom. “Invest in infrastructure now, not before it’s too late.” Their remarks were directed largely at Gov. Corbett, who many observers believe has put off finding a transportation infrastructure funding solution. 

Writer: Andy Sharpe
Source: Senator Mike Stack and Representative Mike McGeehan

Have you ever had to bear with someone on the phone having a loud argument with their boyfriend or that group of teenagers that just won't shut up on your train? If so, you might be intrigued to hear that PATCO, which operates the high-speed rail line between Lindenwold, NJ and Philadelphia, wants to shush the arguments and boisterous conversations. In fact, PATCO will be testing a "quiet car" on all weekday trains starting in March.

John Rink, the new General Manager of PATCO, reports that his agency's "quiet car" program will be modeled after SEPTA's successful QuietRide policy on Regional Rail. On designated cars, this means cell phone use will be forbidden, any conversations should be fleeting and in a low voice, and passengers must listen to music using ear buds or headphones so as no one else will be able to hear. PATCO plans on delineating the rear cars of its weekday trains as "quiet cars," which means you can still yak to your heart's content if you're not in the last car.

One major difference between PATCO and SEPTA Regional Rail is that the South Jersey rail agency doesn't use conductors. This will pose challenges for enforcement in "quiet cars," but Rink is confident the policy can be a success. "Train Operators will make periodic announcements during each trip, Variable Message Signs [VMS] on platform will display messages, and from time-to-time our Transit Unit [police] will ride in the quiet car," avers Rink. However, he adds that self-enforcement among riders will be key. As with SEPTA, it will be important that riders don't quarrel over enforcement.

With about a month left before the three-month trial begins, Rink wants to get the word out about the "quiet car" as much as possible to PATCO riders. "We will Tweet, post on Facebook, discuss in our E-Newsletter, place on our website, [put] signage in the train cars, [and place] signage in our stations," says the general manager. In addition, Rink expects to utilize station supervisors to hand out notices the week before and the first week of the "quiet car" experiment.

Along with the "quiet car" program, PATCO will also unveil a Courtesy Counts campaign. This campaign will urge riders to treat fellow riders with respect by not taking up seats with personal belongings, not standing and blocking the train doors, keeping one's voice down when talking on the phone, and grooving to music with a reasonable volume. PATCO already has a video for Courtesy Counts on its website, which uses a humorous approach to draw attention to serious problems. 

Writer: Andy Sharpe
Source: John Rink, PATCO PHOTO: courtesy Delaware River Port Authority

Hope St. between Palmer and Cecil B. Moore in South Kensington is currently cloaked in abandonment, aside from the trash and weeds that call the block home. Yet, the street may finally live up to its name, as Independents Hall, the popular Philly coworking space, is looking to construct a sustainable cohabitation space between Hope and Howard Sts. This house, called a "K'House,” just received the blessing from the South Kensington Community Partners neighborhood group at a meeting on Thursday, and now awaits an endorsement from the local city councilwoman and the City Planning Commission.

Indy Hall has teamed up with the noted sustainable construction pioneers Postgreen Homes and the architectural firm Digsau to build the K'House. Postgreen plans to build six housing units, designed for both romantic couples and roommates. Each unit will come equipped with its own kitchen and living quarters. Yet, the real story lies in all the shared space between the units, which will be comprised of an industrial kitchen and dining area, a media center, a basement, and a roof deck with a Center City vista. 

As with other Postgreen projects, sustainability will be a guiding principle in the construction of the K'House. This means the house will include "super insulated walls, triple pane windows, Energy Star appliances, high efficiency HVAC, low-flow water fixtures, [and] low VOC [Volatile Organic Compounds] everything,” says Chad Ludeman, the president of Postgreen. Ludeman adds that the location was purposely chosen for its proximity to SEPTA's Berks El stop and walkability. Thus, along with the sustainable elements on the inside, the house will also promote sustainable transportation.

Postgreen and Indy Hall feel as though South Kensington is an ideal neighborhood for the K'House. Ludeman, who lives in the community himself, says that residents can walk to either Northern Liberties or Fishtown, or take a relatively quick train ride to Center City and University City. In addition, "this neighborhood is very much an up-and-coming fringe neighborhood that has passionate residents, both old and new,” points out Ludeman. Finally, Postgreen's president lauds South Kensington for its safety and affordability.

The developers' recent experience with the South Kensington Community Partners only served to bolster their morale in the community. Ludeman is happy to report that the preponderance of feedback from the meeting was supportive or neutral of the K'House, even though the plans call for further density with no further parking. There were some queries about street lighting and fallback plans if the K'House hits a snag, as residents wanted to see the developers' maintain a long-term presence in their neighborhood. Indy Hall's Alex Hillman says that they will continue to listen to their neighbors.

Ludeman is happy with the reaction from the Community Partners, but is already tracing the Postgreen's and Indy Hall's next steps. He says they will next pursue the support of their local councilwoman, Maria Quinones Sanchez, and the City Planning Commission. After that, he anticipates going in front of the Zoning Board of Adjustment (ZBA) to get a variance for type of use, a shortage on the open space requirement, and lack of parking. For those of you looking for a place to live, the good news is Indy Hall is still accepting applications to join the K'House.

Writer: Andy Sharpe
Sources: Chad Ludeman, Postgreen Homes and Alex Hillman, Independents Hall

For those who drive on or around I-95 in Port Richmond and/or Fishtown, it's time to face the inevitable. After decades of shin-splintering abuse from cars, trucks, and buses, the highway and its surrounding streets will have to be re-constructed. This construction has already begun on Richmond St, which is a popular highway detour and neighborhood street in Port Richmond.

PennDOT's ambitious efforts to improve Richmond Street are now underway. Elaine Elbich, PennDOT's project manager for the highway re-construction, says that Richmond St. will be made more practical to drive, bike, or walk along, and more beautiful to look at. She says the street will be widened to accommodate one auto lane in both directions, one bicycle lane in both directions, and a center turn lane. This work is necessitated by new access points to I-95 from Richmond that will be built during the course of the interstate's overhaul.

Elbich also points out that Richmond St.'s aesthetic appeal is a top priority of the transportation department. This includes enhanced lighting and the planting of new trees. There will also be an intriguing public art component to this, which the Port Richmond community insisted upon. Elbich says the community decided to showcase the fabled Cramp heavy metal shipyard building, which ironically was demolished to make way for a new highway interchange with Richmond. According to the project manager, PennDOT is working with the Delaware River Waterfront Corporation to identify an artist.

PennDOT is currently in the very preliminary stages of its work on both Richmond St. and I-95. At the moment, they're removing the SEPTA trolley wire and boring through soil at the site of Conrail bridges that will eventually be replaced. As for the interstate, Elbich says that construction will commence in early autumn at the earliest. The highway lane closures that drivers despise might go into effect early next year, although they will be confined to overnight, weekend, and possibly off-peak midday periods.

Chuck Davies, PennDOT's assistant district executive for design, underscores just how hungry the highway is to be re-constructed. "There are long-standing safety problems on the highway connected to the geometry of interchanges,” advises Davies. Furthermore, the age of I-95 is a driving force behind the need for repair. Davies points out that some of Southeastern Pennsylvania's most severely structurally deficient bridges rust along 95.

The good news for motorists is that PennDOT will have multiple avenues of keeping drivers informed during the construction on Richmond St. and I-95. The department maintains a website called 95revive.com, which features primers on the various stages of the project, current construction, traffic conditions, and a construction newsletter. Also, drivers, or better yet passengers, can call 511 to receive traffic information. For those drivers who don't have hands-free phones, variable message boards, travel time readers, and other Intelligent Transportation Systems (ITS) will be employed on I-95.

Sources: Elaine Elbich and Chuck Davies, PennDOT
Writer: Andy Sharpe

Anyone who's been to Bartram's Garden or traveled through Philadelphia to get to the airport can attest that the neighborhoods around the lower Schuylkill River are quirky places. In many cases, the land doesn't comprise neighborhoods, but rather heavy industry, transportation infrastructure, and parkland. The Philadelphia Industrial Development Corporation (PIDC) has begun to examine the Lower Schuylkill River area, and is looking for public feedback.

Kate McNamara, PIDC's project manager for the Lower Schuylkill Master Plan, says the study area comprises "3700 acres of historically industrial land in South and Southwest Philadelphia." The eastern boundary is the intersection of I-95 and 76, while Lindbergh Blvd. forms the western edge. The area flexes as far north as the southern rim of University City.

The PIDC begins the study with the realization that this area has challenges. McNamara laments that 68 percent of the city's poorly-used and abandoned industrial land blights the Lower Schuylkill. In addition, there's the 400-pound gorilla in the closet, which is the impending sale or closure of Sunoco's Philadelphia refinery in June. 

With the challenges in mind, the area around the Lower Schuylkill River wields considerable potential. McNamara alludes to two studies, PIDC's "Industrial Land and Market Strategy" and the City Planning Commission's "Philadelphia 2035," both of which laud the area as being ripe for economic development. The project manager rattles off a list of attributes there, which include relatively enormous parcel sizes, access to transportation infrastructure, and accessibility to the Schuylkill River.

McNamara gives a few goals for the Master Plan, although specifics won't be possible until after public input and study. She wants to see the Schuylkill River Trail extended to help link Center and University Cities with Bartram's Garden and other destinations. From a business development standpoint, McNamara wants to see the area "positioned to attract new businesses, private investment and quality jobs."

The Master Plan is currently in its infancy, with plenty of opportunity for you, the public, to comment. PIDC will be holding two open houses this week, the first of which is Wednesday evening at the Richard Allen Preparatory School, and the second of which is Thursday evening at St. Gabriel's Roman Catholic Church on Dickinson St. In addition, there is a 40-member advisory group, which has met twice thus far, says McNamara. PIDC is working on the Master Plan in conjunction with the architecture and urban design firm Chan Krieger NBBJ.

Source: Kate McNamara, Philadelphia Industrial Development Corporation
Writer: Andy Sharpe Photo by Michael Weaver

As we stare at a new year, it looks like one of the hottest trends in recreation and transportation will continue. Yes, we're talking about a new trail. Specifically, trail advocates are looking at a labyrinth of rights-of-way through Northwest Philadelphia and southeastern Montgomery County as fertile ground for bicyclists and pedestrians. The Friends of the Cresheim Trail, which is the advocacy group behind this trail, is planning a big year.

The proposed trail begins in Mount Airy, runs along the border of Mount Airy and Chestnut Hill, and then meanders through Springfield, Cheltenham, and Whitemarsh Townships in Montgomery County, explains Susan Dannenberg, the chair of the Friends of Cresheim Trail. One of the primary hurdles to sculpting the trail is that different proposed segments are currently owned by varying entities. For example, Dannenberg confirms that the desired beginning of the trail in Mount Airy is owned by Fairmount Park, while PECO Energy has control of other parts of the route.

Dannenberg prognosticates that the eight-mile Cresheim Trail will get built one mile at a time. "Trails take a long time to get built," recognizes Dannenberg. She wants to see the Mount Airy segment go into operation first, which begins at the intersection of Allens Lane and Lincoln Drive, near the Allen Lane Train Station. Next, Dannenberg wants to see the portion along well-traveled Cresheim Valley Drive. This would provide access to Germantown Ave., the incoming Chestnut Hill Quaker meetinghouse, and the suburbs.

In order to accomplish anything, the Friends of Cresheim Trail has its work cut out for itself. Dannenberg hopes to apply for tax-exempt non-profit status this year, at which point they can start applying for grants. She would also like to throw house parties at residences near the proposed trail, which would be aimed at offsetting skepticism from trail neighbors. "There are a couple of places where people are concerned about a trail near their houses," admits Dannenberg. Much of the criticism has come from residents of Springfield and Cheltenham Townships.

On the other side of the coin, the proposed trail has an impressive array of supporters. Dannenberg says that the Chestnut Hill Rotary Club and Mt. Airy USA have been vocal supporters in the city. Local Rotarians went so far as to hold an art competition to raise money for the Cresheim Trail. Yet, the trail also has considerable support among Montgomery County institutions, including Cheltenham Township, the Springfield Township Board of Commissioners, and the School District of Springfield Township, which the trail would run through.   

Source: Susan Dannenberg, Friends of Cresheim Trail
Writer: Andy Sharpe

This past year was notable for the amount of cooperation between Philadelphia’s Office of Transportation and Utilities (MOTU), the Philadelphia City Planning Commission (PCPC), SEPTA, the Center City District, and others to improve sustainable transportation in the city. Along with this, SEPTA received grants and private sector investment to decrease the footprint of its buses and trains. 

The city and SEPTA had a common goal of trying to speed up buses in 2011. The two have been deeply intrigued by giving transit vehicles traffic signal priority, which would entail using smart traffic lights that can sense when a SEPTA vehicle approaches and then stay green for a little longer. The city and SEPTA were rewarded for these efforts just in time for the holidays with a $10 million grant from the U.S. Department of Transportation to install transit signal priority along Castor, Oxford, and Bustleton Aves. in Northeast Philadelphia, according to the office of U.S. Representative Allyson Schwartz.

It was also a fruitful year for bicycle and pedestrian proponents in Philadelphia. MOTU embarked on an experiment to remove a lane of vehicular traffic on Market St. and JFK Blvd. between 15th and 20th Sts. to test the feasibility of making the lanes buffered bike lanes with vegetation. From all accounts, it looks like this experiment was a success. The City Planning Commission also presented an ambitious plan to dramatically bolster conditions for bicyclists and pedestrians in Southwest and West Philadelphia.  

Sources: Andrew Stober and Aaron Ritz, Philadelphia Office of Transportation and Utilities, Dan Goodman, Toole Design
Writer: Andy Sharpe

Onion Flats is looking to capitalize on East Falls' proximity to the Schuylkill River Trail and Fairmount Park by redeveloping the former Rivage catering hall between Kelly Dr. and Ridge Ave. The Philadelphia Redevelopment Authority just gave Onion Flats the go-ahead to design a sustainable residential and retail complex called The Ridge. Given the property's accessibility and visibility by bike, bus, and car, there's considerable buzz surrounding this redevelopment in East Falls.

The Norris Square-based developer proposes a 5-story 128,440 sq. ft. development for The Ridge. According to Tim McDonald, president of Onion Flats, this will consist of 126 one- and two-bedroom apartments and 8,700 sq. ft. of retail space. McDonald gives some hints as to what kind of retail will be included by saying "ours will be small-scale retail, cafe, restaurant, etc." He adds that The Ridge has the potential to be a retail "gateway" into East Falls, and a complement to existing businesses on Ridge Ave.

Like their previous development in Fishtown and Northern Liberties, including Rag Flats, Jack Hammer, and Thin Flats, sustainability is going to be a distinguishing feature of The Ridge. McDonald hopes the East Falls development will "become Philadelphia's first Passive House Certified and Net-Zero-Energy mixed-use residential/retail community as well as the country's largest." In simpler language, this means all energy needed for water, HVAC, and lighting will be produced locally using solar energy. Onion Flats also aims to emit net zero carbon dioxide at The Ridge.

As it is proposed, The Ridge will also live and die off of a sense of community. In this vein, McDonald doesn't want to see any in-door hallways, but instead out-door passageways that facilitate interaction between neighbors. Also, the second level of The Ridge is modeled to include a community garden space, which will be visible on upper floors through public viewing spaces. For residents, this community garden will act as a doormat, as the second floor is proposed as the main residential entrance. 

The redevelopment of the Rivage by Onion Flats appears to have the initial blessing of East Falls community groups. Unlike previous controversial proposals involving the police department's Special Victims Unit and a high school for troubled youth, neighborhood groups seem to see The Ridge as a development meant to foster community and put an exclamation point on East Falls' propinquity to Fairmount Park. This is not to say that every element of McDonald's plan will meet with community approval, but in general local residents are excited about the redevelopment. 

The Redevelopment Authority's decision to choose Onion Flats for the Rivage property is just the start of an extended process that includes "community meetings, building permits, closing on financing," and other aspects, says McDonald. Should neighborhood groups offer an endorsement, McDonald expects groundbreaking to commence in early 2013. He expects to offer a final design in six months, including all the sustainability and community elements that have so far been proposed. 

Source: Tim McDonald, Onion Flats
Writer: Andy Sharpe