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:
This study was made possible through the generous support of the William Penn
Foundation.
Table of Contents
I.
Executive Summary
E-1
II. Introduction
A.
Funding Partners
Study Sponsors and Participants
Consultant Team
B.
Background
Study Scope
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
11
Commercial Services
Community Services
Major Employment Centers
Schools
Airport Hotels
Regional Transportation
Recreational Resources
D.
14
15
26
30
Complete Streets
Intersection and Crossing Elements
Managing Safety
Compatable Economic Development
Public Transit and Gateways
Trail & Bicycle Businesses, Services, Amenities, and Support
H.
36
Linking John Heinz National Wildlife Refuge and the Cusano Environmental Education
Center to Transportation Nodes
Phasing Plan
37
41
C.
42
Federal Funding
State Funding
Foundation Grants and other Private Funding
50
B.
50
C.
Public Process
50
Public Meetings
Stakeholder Interviews
Public Walks
D.
51
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.
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.
Improving links to the John Heinz National Wildlife Refuge from both the Circuit and the SEPTA
regional transit system.
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
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.
Paved Trail /
Marking
1b
Info. Kiosk /
Amenities
Signage &
Crosswalks
1c
1d
$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
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
$287,000
2b
2c
Paved Trail
LF
$10 5000
$612,500
2d
Paved Trail
LF
$10 4700
$535,988
2e
Paved Trail
LF
$10 8500
$969,340
2f
RR Grade
Crossing &
Trail
LF
$10
$7,500
$225,000
750
LF $90
$67,500
750
Allow $150,000
Phase 2 Total
$3,099,828
3b
$135,600
Intersection 1 Improvements
Island & Lindbergh Blvd.
$170,000
3c
Intersection 2 Improvements
Pennrose Pl. & Lindbergh Blvd.
LF $150 200
$30,000
$30,000
3d
Intersection 3 Improvements
Mario Lanza & Lindbergh Blvd.
LF $150 450
$67,500
$67,500
3e
Intersection 4 Improvements
80th & Lindbergh Blvd.
LF $150 500
$75,000
$75,000
3f
Intersection 5 Improvements
82th & Lindbergh Blvd.
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
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.
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.
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
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
regional transit system.
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,
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).
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.
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).
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.
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.
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."
Suggested Intersection
Improvements
Trolley 36
Proposed Penrose
Plaza Alterations
Existing Cobbs Creek
Connector Street Route
Pedestrian Railroad
Crossing Improvements
Eastwick
Transit/Trail
Improvements
Map: DRAFT
Keystone Conservation Trust
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 3: Proposed Airport Connector Bridge (See full size Drawing I in Appendix A)
(Schematic plan only - Not intended for Design or Construction)
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.
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.
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 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 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.
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.
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
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.
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.
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
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.
ELEMENTS / AMMENITIES
PHASE 1
1a
1b
1c
1d
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
2b
2c
2d
2e
2f
PHASE 3
3a
3b
3c
3d
3e
3f
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.
Destinations served by Phase 2:
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.
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
Paved Trail /
Marking
1b
Info. Kiosk /
Amenities
Signage &
Crosswalks
1c
1d
$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
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
$287,000
2b
2c
Paved Trail
LF
$10 5000
$612,500
2d
Paved Trail
LF
$10 4700
$535,988
2e
Paved Trail
LF
$10 8500
$969,340
2f
RR Grade
Crossing &
Trail
LF
$10
$7,500
$225,000
750
LF $90
$67,500
750
Allow $150,000
Phase 2 Total
$3,099,828
3b
$135,600
Intersection 1 Improvements
Island & Lindbergh Blvd.
$170,000
3c
Intersection 2 Improvements
Pennrose Pl. & Lindbergh Blvd.
LF $150 200
$30,000
$30,000
3d
Intersection 3 Improvements
Mario Lanza & Lindbergh Blvd.
LF $150 450
$67,500
$67,500
3e
Intersection 4 Improvements
80th & Lindbergh Blvd.
LF $150 500
$75,000
$75,000
3f
Intersection 5 Improvements
82th & Lindbergh Blvd.
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
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.
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
December, 2015 - Page 45
Installation of porous pavement, green roofs and other approaches to managing wet weather run-off
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
APPENDIX A
FULL SIZE MAPS AND ILLUSTRATIONS
84TH and Lindbergh Blvd. Future Gateway to John Heinz National Wildlife Refuge
Loc
at
i
onMap
an
Isl
Existing Trail
ue
en
v
A
k
Passyun
Ave.
re
th
St.
St
oo
s
Dick
75
th
A ve n
El
er
el
he
Bu
ist
Av
74
ek
e.
ue
n
ve
ue
St.
76
Av
e.
th
77
St.
S
Motivation t.
High School
s
Me
Pl.
rcu
ry
Pl.
Av
en
ue
yn
d
Pl.
th
Ve
nu
78
Ch
elw
Penrose
Elem. School
Sa
tur
n
th
e
Av
erg
b
ind
St.
leva
Bou
rd
Bu
Pl.
lo
e.
ge
An
gh
Av
nu
e
db
er
Av
e
enter
Lin
ing C
Bu
ist
hopp
evar
Boul
nd
S
laza
82
ose P
Lanz
Ingliss
Gardens
Penr
St.
Islan
th
Mari
ist
Ma
80
rs
Pla
c
Ho
on
St.
Ly
Av
ac
ule
Ha
va
rd
Po
rle
y
nti
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82
ue
th
St.
Aven
former
Communications
Technology
High School
84
ee
st
e.
e.
81
Roa
Av
ok
Str
Eastwick
Community
Garden
ee
Blv
d.
th
Cr
St.
Av
nz
ue
La
St.
e.
Pl.
ey
Ea
stw
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rl
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the
th
St.
Ma
rio
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th
n
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86
Cusano
Environmental
Education Center
85
an
ick
St.
ati
Dicks
Pl.
86
Pl.
ar
by
Pl.
Lin
db
erg
Bo
nd
St.
former
George Wharton Pepper
Middle School
n
ve
Eastwick Train
Station
am
rtr
a
B
I-9
1000 feet
Continued on Sheet D
Neighborhood
Map: DRAFT
Keystone Conservation Trust
Ho
ok
Continued on Sheet
E
8
Roa
ns
Av
e.
e.
ule
82
ey
Av
va
rd
Ha
rl
Po
n ti
ac
ee
84
th
former
Communications St.
Technology
High School
Cr
Ly
o
Existing Trail
Existing Bike Lane
1s
St.
Str
ee
d.
ar
by
Pl.
Lin
db
erg
h
Bo
dS
former
t.
George Wharton Pepper
Middle School
Blv
Cr
an
za
Eastwick Train
Station
Av
stw
ick
Ea
th
St.
e.
Pl.
rle
y
Ha
Lu
the
86
Cusano
Environmental
Education Center
St.
La
n
Pl.
th
n
Cr
85
Ma
rio
Pl.
St.
ati
Dicks
Pl.
86
th
icu
Tin
PNC Bank
Operations
Center
Av
en
ue
I-9
Ba
rtr
am
Blv
d
Av
en
ue
St.
ram
rt
Ba
I-95
I-95
ott
icu
ad
Sc
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Ro
nd
a
l
Is
Way
PA 291
1000 feet
Heinz Access
Map: DRAFT
Keystone Conservation Trust
an
Isl
Existing Trail
ue
en
v
A
k
Passyun
Ave.
re
th
St.
St
El
er
el
he
s
Dick
75
th
A ve n
Suggested Intersection
Improvements
oo
Bu
ist
Av
n
ve
74
ek
e.
ue
Neighborhood Destination
ue
St.
76
Av
e.
th
77
St.
S
Motivation t.
High School
s
Me
Pl.
rcu
ry
Pl.
Av
en
ue
yn
d
Pl.
th
Ve
nu
78
Ch
elw
Penrose
Elem. School
Sa
tur
n
th
e
Av
erg
b
ind
St.
leva
Bou
rd
Bu
Pl.
lo
e.
ge
An
gh
Av
nu
e
db
er
Av
e
enter
Lin
ing C
Bu
ist
hopp
evar
Boul
nd
S
laza
82
ose P
Lanz
Ingliss
Gardens
Penr
St.
Islan
th
Mari
ist
Ma
80
rs
Pla
c
Ho
on
St.
Ly
Av
ac
ule
Ha
va
rd
Po
rle
y
nti
Cr
82
ue
th
St.
Aven
former
Communications
Technology
High School
84
ee
st
e.
e.
81
Roa
Av
ok
Str
Eastwick
Community
Garden
ee
Blv
d.
th
Cr
St.
Av
nz
ue
La
St.
e.
Pl.
ey
Ea
stw
Ha
rl
Lu
the
th
St.
Ma
rio
Pl.
th
n
Cr
86
Cusano
Environmental
Education Center
85
an
ick
St.
ati
Dicks
Pl.
86
Pl.
ar
by
Pl.
Lin
db
erg
Bo
nd
St.
former
George Wharton Pepper
Middle School
n
ve
Eastwick Train
Station
am
rtr
a
B
I-9
1000 feet
Continued on Sheet F
Neighborhood
Improvements
Map: DRAFT
Keystone Conservation Trust
Ho
ok
Continued on Sheet
G
8
Roa
ns
Bo
dS
former
t.
George Wharton Pepper
Middle School
db
erg
h
Neighborhood Destination
Str
ee
ar
Blv
86
th
Cr
an
Pl.
Eastwick Train
Station
Av
stw
ick
Ea
th
St.
e.
Pl.
rle
y
Ha
Lu
the
86
Cusano
Environmental
Education Center
St.
za
th
n
Cr
85
La
n
Pl.
St.
ati
Dicks
Pl.
Suggested Intersection
Improvements
Ma
rio
d.
by
Pl.
Lin
icu
Tin
PNC Bank
Operations
Center
Av
en
ue
I-9
Ba
rtr
am
Blv
d
Av
en
ue
St.
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rt
Ba
I-95
I-95
ott
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ad
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Ro
nd
a
l
Is
Av
e.
e.
ule
82
ey
Av
va
rd
Ha
rl
Po
n ti
ac
ee
84
th
former
Communications St.
Technology
High School
Cr
Ly
o
Existing Trail
Existing Bike Lane
1s
St.
1000 feet
Heinz Access
Improvements
Map: DRAFT
Keystone Conservation Trust
Ex
ist
ing
Co
nc
eW
alk
78
wa
y
w/
T
rai
lS
ign
Trolley 36
Bus 37
Aven
th
St
.
Island
ret
ag
ue
Bus 108
80
th
n to
ectio
th
Conn
Trail t. Sidepa
s
77th
Bus 37,108
St
.
o
rail t
et T
Stre laza
f
f
P
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rose
Pen
82
Ra
Cr ilroa
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sin
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tin
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ide
wa
a Bo
th
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Bus 115
84
St.
db
erg
hB
ou
lev
ard
nd
SEPTA
Airport Line
Mario
Co
bbs
C
ree
kC
onn
ect
or
Tra
il
sed
Propo y
a
w
lk
a
w
On
Ex -Stre
ist
ing et T
Sid rail
ew Sig
alk nag
e
Ma
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db La
erg nza
h
Bo Bou
ule lev
va ard
rd
tra
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Mu
Co lti-U
bb se
s C Si
ree dep
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to
tor
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il
t.
Bus 37,108,115
w/
ue
ay
w
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a
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r ep
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T
io
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at r Si
St nte e
e
u
k
ic s C ven
stw es A
Ea sin am
Bu artr
B
ram
rt
Ba
en
Av
Bus 68
86
th
St
re
et
Tr
ai
On
Sid -Str
ew eet
alk Tr
Im ail S
pro ig
ve nag
me e
nts w/
Bus 37,
108,115,
68
1000 feet
"Specific alignments of trails/bike lanes/etc. will be determined during the various project phase design development stage."
Suggested Intersection
Improvements
Trolley 36
Proposed Penrose
Plaza Alterations
Existing Cobbs Creek
Connector Street Route
Pedestrian Railroad
Crossing Improvements
Eastwick
Transit/Trail
Improvements
Map: DRAFT
Keystone Conservation Trust
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
t6
en
en
t
Se
gm
Proposed Sidewalk/
Trail Signage / Sharrows
Se
gm
me
nt
Seg
t
en
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
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
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
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
zN
WR
Tra
i
N o r t h
Legend
Existing bike lanes
Existing Trail
Proposed Trail
Proposed Sidewalk (key Areas)
Existing Sidewalk/Crosswalk
(key Areas)
Segment 4&7:
Keystone Conservation Trust
Islan
Gateway Business
Center
Grade Crossing
nu
e
v
A
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Eastwick Community
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Segment 8
Se
gm
Penrose Plaza
Hertz Rent-a-Car
Ba
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Tinoiulevar
B
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Legend
Existing Sidewalk/Crosswalk
(key Areas)
Proposed Sidewalk (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
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Segment 5,6,7,8
Sidepath with
Vegetative Buffer
th
4
8
Che
t
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r
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lwy
nde
A
On
ven
ue
Stre
et R
o
ute
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to Bus Stops
ted
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st A
ven
ewa
lk/
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har
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row
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p
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ane
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ide
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82
Seg
N o r t h
Legend
Existing Sidewalk/Crosswalk
(key Areas)
Proposed Sidewalk (key Areas)
Existing bike lanes
Proposed bike lanes
Proposed Trail
Proposed bike Sharrows
Draft Segment 9:
Cobbs Creek
Connector Trail
Keystone Conservation Trust
Penrose Plaza
Redesigned
With Trail Access/
Pedestrian Mall
levard
u
o
B
rgh
e
Lindb
Businesses Supporting
The Trail
ev
Boul
anza
L
Mario
Bike/Running Shop
Restaurant/Bar
Window
Shopping
Opportunities
ard
0
Businesses Turned to
Front Pedestrian Activity
8'-10' Trail
5 ft.
Increased Lighting
And Landscaping
ent 5
Segm
1
nt
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
Penrose Plaza
January 26, 2015
St
St
77th
th
78
b
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s
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Plaza
Blv
h
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r
e
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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
Keystone Conservation Trust
db
St
Lin
82
nd
erg
hB
lvd
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
Keystone Conservation Trust
APPENDIX B
PHASING MAPS
December, 2015
.
St
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PHASE 1 MAP:
DRAFT
Keystone Conservation Trust
P1
.
St
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75
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Aven
m
El
er
St.
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i st
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rd
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2e
2f
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t
d.
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za
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I-9
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ick
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rtr
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PHASE 2 MAP:
DRAFT
Keystone Conservation Trust
P2
.
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75
th
u
Aven
m
El
er
St.
Bu
i st
th
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Av
en
ue
74
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ee
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Av
e.
76
th
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77
th
.
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High School
nd
e
Pl.
78
th
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nu
s
ue
en
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ry
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rg
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ist
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nd
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former
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th
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Suggested Intersection
Improvements
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Bou
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en
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Pl.
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ar
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erg
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i
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rtr
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I-95
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ue
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rtr
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d.
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Way
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ad
2a
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PHASE 3 MAP:
DRAFT
Keystone Conservation Trust
P3
APPENDIX C
MEETING MINUTES AND PROJECT RECORD DOCUMENTATION
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
PUBLIC COMMUNITY
MEETING
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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.
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
<
>
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.
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
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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Page 1 of
Partner ________
______________
______________
______________
Log ___________
PROJECT LOG
CT
&C
Date: 04-07-2015
Client:
X Telephone
Site Visit
Meeting
Hearing
Other:________
Agency: PennDOT
Agency: ________________
Agency: ________________
Agency: ________________
Agency: ________________
Phase __________
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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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.
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Page 1 of
Partner ________
______________
______________
______________
Log ___________
Campbell Thomas & Co.1504 South StreetPhiladelphia PA 19146-1636
PROJECT LOG
CT
&C
Tel:215-545-1076Fax:215-545-8397Email:campbellthomas@campbellthomas.com
Phase __________
Date: 05-28-2015
Client: KCT
Agency: John Heinz NWR
Agency: Consultant
Agency: KCT
Agency: KCT, Audubon
Agency: ________________
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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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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Partner ________
______________
______________
______________
Log ___________
PROJECT LOG
CT
&C
Phase __________
Date: 06-29-2015
Client: KCT
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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