Srdc bartrams to passyunk final_report

SRDC Schuylkill River Trail Feasibility Study, Bartrams to PassyunkSchuylkill River Development Corporation KSK Architects Planners Historians, Inc. Urban Engineers, Inc. Conservation Matters, LLC.

January 18, 2016

2

1 The Context for Planning Purpose and Goals of the Study ............................................... 3

2 Existing Conditions The Existing Schuylkill River Trail ............................................... 4

Data Collection and Existing Conditions .................................. 4

Opportunities and Constraints ................................................... 6

Marine Investigation .................................................................... 7

Observations ........................................................................... 7

Conclusions of Marine Investigation.................................... 8

Preliminary Environmental Assessment ..................................... 9

Findings .................................................................................... 9

Recommendations of the Assessment .................................. 9

3 Outreach and Coordination Education, Outreach to Landowners and Stakeholders ......10

Stakeholder Outreach, Coordination with other Plans .......11

4 Design Alternatives Development and Feasibility Analysis Preliminary Design Alternatives and Connections ................12

Phase I and Phase II ...................................................................13

61 Street Connectivity Options from Trail to Passyunk .......17

Neighborhood Connection: 56th & 58th @ Lindbergh ......22

5 Next Steps Order of Magnitude Costs .......................................................24

Further Surveys, Studies, Testing, and Engineering ..............25

Acknowledgments .......................................................................25

Index SRDC Schuylkill River Trail Feasibility Study, Bartrams to Passyunk

prepared for

The Schuylkill River Development Corporation

129 S. 30th Street, Unit B

Philadelphia PA 19104

215-222-6030

and

Urban Engineers

530 Walnut Street, 7th Floor


(215) 922-8081

and

Conservation Matters, LLC.

7201 Sherman Street

Philadelphia, PA 19119

(215) 247-3105

prepared by

KSK Architects Planners Historians, Inc.

2133 Arch Street, Suite 303


215-790-1050

CONSERVATION MATTERS, LLC

33

SCH

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ILL

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PASSYUNK AVEN

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LINDB

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BOU

LEVA

RD

61ST STREET

BARTRAMSGARDEN

BARTRAMSVILLAGE

Purpose and Goals of the Study

In early 2015, the Schuylkill River Development Corporation (SRDC) sought professional service proposals for a study to determine the general feasibility of extending the Schuylkill River Trail (Schuylkill Banks) south along the river from the end of the Bartrams Mile project near 56th Street to the Passyunk Crescent Park (proposed) at the Passyunk Avenue Bridge (Figure 1). The selected Study Team, made up of KSK Architects Planners Historians, Inc. (KSK), Urban Engineers, Inc. (Urban), and Conservation Matters, LLC, prepared the SRDC Schuylkill River Trail Feasibility Study, Bartrams to Passyunk. The study has been prepared in general conformance with the Lower Schuylkill Master Plan issued by the Philadelphia Industrial Development Corporation (PIDC), Philadelphia City Planning Commission, and the Philadelphia Department of Commerce. The goal of this important project is to continue moving towards the completion of the Schuylkill River Trail. Through evaluation of existing physical conditions, data collection, outreach, education, and stakeholder coordination, the Study Team has developed an effective and feasible route from the Bartrams Mile to the Passyunk Crescent Park area, and has prepared this preliminary feasibility report, which makes specific recommendations for the trails alignment, trail amenities, and includes an order of magnitude opinion of probable construction costs in todays dollars.

An additional objective of the study was to further enhance neighborhood connectivity to the Schuylkill River Trail, and an analysis of the overall, current accessibility of the study area was performed to evaluate the accessibility of the trail extension from multiple points throughout the study area. The evaluation looked at neighborhood connectivity to the future trail extension. This report makes further recommendations on ways to enhance connections from adjacent neighborhoods, as well as fill in gaps in the bicycle/pedestrian infrastructure, to create a comprehensive solution for this proposed segment of the Schuylkill River Trail.

Part OneTHE CONTEXT FOR PLANNING

Figure 1: Study Area

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Part Two EXISTING CONDITIONS

The Existing Schuylkill River Trail

The Schuylkill River Trail is a multi-use trail in Southeastern Pennsylvania with a projected length of almost 130 miles when complete. The City of Philadelphia developed multi-use trails along both sides of the Schuylkill River in Fairmount Park in the 1960s. The loop of East and West River Drive Trails, now Kelly Drive and Martin Luther King, Jr. Drives, respectively, was a great success and led to public support for several extensions. In the mid 1970s, the local chapter of the Sierra Club proposed the development of a trail along the Schuylkill River known today as the Schuylkill River Trail. The section of trail from the Fairmount Water Works to Locust Street, now branded as the Schuylkill Banks, took many years to develop, finally opening in the year 2000. On May 20, 2009, as one of its last acts, the Fairmount Park Commission approved the acquisition of 12 additional acres of land along the Schuylkill River to extend the river trail. Since that time, momentum has continued to build, and implementation of numerous capital improvements to better connect the Schuylkill Banks to its adjacent neighborhoods and the community have been completed, such as The Boardwalk and South Street Ramp (October 2014), the Schuylkill River Parks Connector Bridge (October 2012), and the Grays Ferry Crescent (June 2012).

Current projects underway, including the South to Christian Trail Segment (Under Construction), the Bartrams Mile (Construction in 2016, Figure 3), and the Schuylkill Crossing at Grays Ferry (Figure 2), create an almost complete trail connection along the Schuylkill River to West 56th Street at Bartrams Garden. The remaining gap between Christian Street and the Grays Ferry Crescent (SRDC is working with the City to plan, design and build a trail segment from Christian Street to 34th Street along the east riverbank) would complete this trail system. As envisioned, a trail segment from south of Bartrams Garden along the west riverbank to Passyunk Avenue represents another significant opportunity to expand Schuylkill Banks. This segment would add 5,400 feet of bicycle and pedestrian trail, plus several walking trails totaling an additional 1,595 feet.

Data Collection and Existing Conditions

The Bartrams to Passyunk trail will be an approximately mile-long extension of the Schuylkill River Trail along the west bank of the Schuylkill River between 56th Street and the Passyunk Avenue Bridge. The north end of this trail segment will connect with the Bartrams Mile project near 56th Street (which was entering construction at the time of this study), while the southern end will terminate in a new Passyunk Crescent Park at the western base of the Passyunk Avenue Bridge. The proposed trail corridor traverses 14 individual properties and consists of a mix of land uses, including parcels associated with soil remediation and recycling, auto-related uses, and commercial uses (Figure 4).

Figure 2: Grays Ferry Crossing

Figure 3: Bartrams Mile

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Part Two

Base Mapping

Base mapping was developed for a project study area that extends from just north of 61st Street to south of Passyunk Avenue, and includes sections of Lindbergh Boulevard and 61st Street. Mapping layers and data sources include:

100-year Floodplain and Floodway (FEMA, 2014) Aerial Photography (Philadelphia Water Department, 2008) City Plans (Philadelphia City Plans Unit) Oblique Photography (Pictometry, July 2015) Parcel Lines (Philadelphia Water Department) Parcel Ownership (Philadelphia Office of Property

Assessment) Topographic Contours, 2-foot Interval (PAMAP, 2010) Transit Routes (SEPTA) An important aspect of the data collection effort was determining the extent of private and public right-of-way along the proposed trail corridor, including easements and other rights-of-way. The parcel information shown in Figure 4 was established by compiling and reconciling information from the Philadelphia Water Department Stormwater Billing and Philadelphia Office of Property Assessment websites. The Study Team also conducted a site visit on June 25, 2015, to observe site conditions and confirm the base mapping in key areas using field measurements and photography.

Roadway Characteristics

The study area is bordered by three major roads, Lindbergh Boulevard, 61st Street, and Passyunk Avenue, and is accessed via two neighborhood streets, 56th Street and 58th Street. Roads in the study area under PennDOT jurisdiction include Lindbergh Boulevard (SR 3025) and Passyunk Avenue (SR 3019); the other roads are owned and maintained by the City of Philadelphia.

Publicly-available traffic count data along 61st Street and Passyunk Avenue were obtained from DVRPCs website for the purpose of conducting an initial screening of on-road path options for these streets. Traffic operations, including volumes and turning movements, were evaluated at a planning level; however, no detailed traffic analysis was performed for this study.

# Address Owner * OPA Account # Mailing Address Last Sold Sale Amount Notes

1 6300 W PASSYUNK AVE PHILADELPHIA ENERGY SOLUTIONS 884097130 3144 W PASSYUNK AVE, PHILADELPHIA, PA 19145 9/7/2012 $35,825,280 Refinery

2 3265 S 61ST ST SRA INC A PA CORP 882089000 6039 PASSYUNK AVE, PHILADELPHIA, PA 19153 2/17/1986 $582,500 Strip mall

3 3255 S 61ST ST RUSSO ANGELO JR 884790610 3255 S 61ST ST, PHILADELPHIA, PA 19153 11/1/1989 $50,000 Auto-related

4 3225 S 61ST ST TRENT JOSEPH 884790016 1707 RITTENHOUSE SQ, PHILADELPHIA, PA 19103 10/2/2003 $223,250 Auto-related

5 3103 S 61ST ST CHEEMA HAFIZ M A 884790100 3103 S 61ST ST, PHILADELPHIA, PA 19103 12/19/2008 $500,000 Auto-related

6 3401 S 61ST ST CHEEMA MUHAMMED I 884790022 3401 S 61ST ST, PHILADELPHIA, PA 19103 6/23/2003 $265,000 Auto-related

7 3501 S 61ST ST NGO STEVEN 882971285 APT D205 7200 MERION TER, UPPER DARBY, PA 19082 4/3/2001 $300,000 Auto-related

8 3323 S 61ST ST W ADAMS 61ST ST LLC 884789900 15 FOXHOLLOW LA, SEWELL, NJ 08080 2/3/2014 $10 Auto-related

9 3301-15 S 61ST ST PIDC / PALM COAST PROPERTIES LLC 884790001 98 JACKSONVILLE RD, IVYLAND, PA, 18974 11/23/2011 $1,000,000 Auto-related

10 3201 S 61ST ST SOIL REMEDIATION OF PHILA 884790014 STE 440W 2300 GLADES RD, BOCA RATON, FL 33431 6/9/1999 $1 Soil remediation

11 3107 S 61ST ST DELAWARE VALLEY RECYCLING 884157350 LEE DETWILER, PO BOX 323, SKIPPACK, PA 19474 8/11/1988 $2,000,000 Recycling

12 2751 S 58TH ST PHILADELPHIA AUTHORITY FOR INDUSTRIAL 884159001 2600 CENTRE SQ W 1500, PHILADELPHIA, PA 19102 11/22/2011 $4 TBD

13 5736 EASTWICK AVE PHILADELPHIA AUTHORITY FOR INDUSTRIAL 884159000 2600 CENTRE SQ W 1500, PHILADELPHIA, PA 19102 11/22/2011 $3 TBD


Figure 4: Study Area Parcel Data

Right: Existing Conditions Photographs

Study Area Parcel DataSRTE Bartrams to PassyunkAs of May, 2015














13 5736 EASTWICK AVE PHILADELPHIA AUTHORITY FOR INDUSTRIAL 884159000 2600 CENTRE SQ W 1500, PHILADELPHIA, PA 19102 11/22/2011 $3 TBD


* Note: parcel ownership data obtained from (https://alpha.phila.gov/property/) and PWD website

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Airport/Fort Mifflin Trail StudyAt the same meeting with MOTU, the planning team learned about efforts to establish a trail connection between 61st Street and Philadelphia International Airport (PHL)/Fort Mifflin. This planned connection would utilize a currently abandoned freight rail corridor that begins at 61st Street and extends in a southerly direction. The new connection would utilize 20-30 feet next to the track to complete the Schuylkill Trail to Fort Mifflin and PHL link, and would likely have a 10-15 year timeframe for completion (assuming that PHLs plans for the additional runway move forward). This potential trail alignment is seen as a supplementary route to a trail alignment along the Schuylkill River, and not as a replacement. New River Road StudyAt the beginning of this study, PIDC had recently completed a feasibility study for New River Road (March 2015), which evaluated alignment options for a new road running adjacent to the Schuylkill River, including a portion through the trail study area. PIDC provided the Study Team with a copy of the completed study. The New River Road cross section includes one vehicle travel lane and a bicycle lane in each direction with 12-foot (12) wide sidewalks on each side. At a meeting with PIDC, they indicated a willingness to modify the cross section to include a multi-use trail on the river side of the road, if needed, to accommodate the trail alignment in this area. In terms of implementation, the Bartrams to Passyunk section of New River Road is listed as the third phase of development with a timeframe that is far into the future (at least 10 years). Along with the opportunities described earlier, the corridor also features several constraints that influenced the planning of the proposed trail. These constraints, which are also shown in the aerials above, include structures on Parcels 2 and 9 that are located within a 50 setback requirement from the river, existing sewer outfall pipes in the 58th Street right-of-way and on Parcel 9, aboveground and underground pipelines on Parcel 1, and an inconsistent shoreline condition (which is detailed in the following section).

I / ....

C) -.t: C) -

O> 0 -

-.... ..... .... -....--...... ..... .....

11',12'

4" WHITE / 2' LONG / 4' GAPS (TYP.)

g

I

7'

6'

24" WHITE 8' c.c. (TYP .)

BIKE LANE LEGEND SEE DETAIL (TYP .)

Q;_ BIKE LEGEND

"BIKE IN SHOULDER" DETAIL {NOT TO SCALE)

6" WHITE -J 15'f- 24" WHITE

2'

*12" AT SIGNALIZEDINTERSECTIONS

24" WHITE / 4' c.c.(NOTE: THESE MARKINGS ARE PARALLEL TO THE

\FLOW OF TRAFFIC)

10' 24" WHITE-4::-.-

2'

1111 L4 * *12' AT SIGNALIZED INTERSECTIONS

CROSSWALK/STOPBAR LAYOUT FOR THE CORNERS WITH SINGLE CURB CUT RAMPS {NOT TO SCALE)

' ' ' ' '

6" WHITE

15'

' ' ...

'

24" WHITE / 8' c.c. (TYP.)

BEGINING OF CONCRETE SURFACE

24" WHITE / 16' c.c.4" YELLOW / 1' OFF THE MEDIAN (TYP.) (SEE NOTE 1)

DISlRICT COUNTY

PHILADELPHIA

NUMBER

SEE TURN LANE LEGEND DETAIL (TYP). 4" WHITE (TYP.)

4" WHITE (TYP.) (SEE NOTE 1)

' '

iN

24" WHITE

2'

*12' AT SIGNALIZEDINTERSECTIONS

150'

LEGAL R/W LIN;\ --

1-

------r.---

4" YELLOW / 1 ' OFF THE MEDIAN

4" WHITE / 10' LONG / 30' GAPS (TYP.)(SEE NOTE 1) --------

24" WHITE

24" WHITE / 4' c.c.(NOTE: THESE MARKINGS ARE PARALLEL TO THE

FLOW OF TRAFFIC)

TYPICAL CROSSWALK/ STOPBAR LAYOUT (NOT TO SCALE)

NOTES:

r-t----=-=AVENUE

TURN LANE LEGEND DETAIL NOT TO SCALE

1. INSTALL NEW EPOXY PAVEMENT MARKINGS ON TOP OFTHE EXISTING MARKINGS ON THE CONCRETE SURFACE.

2. CROSSWALK MARKINGS SHOULD BE LOCATED SO THATTHE CURB RAMPS ARE WITHIN THE EXTENSION OFTHE CROSSWALK MARKINGS.

A

r LC>

P>.RIONC LM EOOE LINE OR FACE OF CURB .

a-o--t--'4-6'-t>""--f

BIKE LANE LEGEND DETAIL NOT TO SCALE

TRAFFIC ENGINEERING DATE TRANSPORTATION ENGINEERING DATE

ROUTE PASSYUNK AVENUE

FROM ESSINGTON A VE. TO BROAD ST. CITY OF PHILADELPHIA

REVISIONS

50 0 50

Seo le Feet

L./_,,TRANSPORTATION ENGINEERJNG& PLANNING SECTIOH

SHEET

1 OF 3

DATE BY

DRA1'ff DY DAlE SCW/PCS 7 /16/13

DRAl\1NG P002303-P

Airport/Fort Mifflin Trail Study

Opportunities and Constraints

Figure 5 shows opportunities and constraints along the proposed trail corridor. The corridor provides the opportunity to extend a continuous multi-use path along the Schuylkill River between the Bartrams Mile project and the Passyunk Avenue Bridge, with unique vantage points of the city skyline at various points along the way. There are opportunities along this corridor to connect with other planned facilities, including new bike lanes on the Passyunk Avenue Bridge, the PIDC River Road alignment, and a potential trail connection to the airport (described in this section). Passyunk Avenue RestripingThe Study Team learned at a meeting with the Mayors Office of Transportation and Utilities (MOTU) that a TIP funded project for the Passyunk Avenue Bridge will include new bike lanes on the bridge (Figure 6). This will be accomplished by restriping Passyunk Avenue to reduce the travel lanes in each direction from three lanes to two, thereby making room for a buffered bike lane in each direction. The buffered bike lanes will extend to the intersection with 61st Street, at which point they will transition to the existing on-street bike lanes. KSK obtained the proposed plans for the Passyunk Avenue Bridge restriping and incorporated them into the concept design development.

Structures on Parcel 2

Structures on Parcel 9

Figure 5: Opportunities and Constraints

Figure 6: Buffered Bike Lanes on Passyunk Bridge

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Part Two

Marine Investigation The shoreline adjacent to the planned trail is approximately 5,500 ft. long. The configuration and condition of the shoreline varies along its length, with sections of concrete seawall, concrete or rock riprap embankment, timber bulkhead, and natural soil and rock embankment (Figure 7). Urban performed a limited waterside review of the shoreline on June 26, 2015, to evaluate existing conditions. The existing waterfront structures and embankment were observed from a boat during mean low water (MLW), and water depth measurements next to the shoreline were obtained. In addition, a limited underwater inspection was performed along portions of the 650 foot long concrete seawall structure at the north end of the site near 56th Street. The goal was to obtain general information about these structures, as the underwater condition of waterfront structures can be significantly different from what is observed above MLW. Urban was also provided with a copy of a November 10, 2014 marine investigation from Duffield Associates. This report includes useful information about the concrete seawall portion of the site. Water depths at the time of the inspection were measured using a hand held sonar fathometer at a distance of approximately 10 feet off the shoreline. The elevation of the river bottom adjacent to the shoreline / bulkhead ranges from 1 to 23 feet, with an average depth of 8 feet (measured from MLW). Water depth readings were referenced to mean low water (MLW) and the North America Vertical Datum of 1988 (NAVD) based on a published NOAA verified readings at Station 8545240 (located next to the US Coast Guard Station on the Delaware River in Philadelphia, PA).

50'-WIDE RIGHT-OF-WAYFOR DRAINAGE ANDSEWAGE PURPOSES40'-WIDE RIGHT-OF-WAY

FOR DRAINAGE ANDWATER MAIN PURPOSES

COMBINED SEWEROUTFALL #S_38

COMBINED SEWEROUTFALL #S_38

TRAILINFLUENCE

LINE

211'

163'

102'

127'

110'

99'

105'

170'

238'

179'164'

126'

153'171'

183'

300+00

301+00

302+00

303+00

304+00

305+00

306+00

307+00

308+00

309+00

310+00

311+00312+00

312+95

200+

0020

1+00

202+

0020

3+00

204+

0020

5+00

206+

0020

7+00

208+

0020

9+00

209+

96

300+00

301+00

302+00

303+00

304+00

305+00

306+00

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314+00

315+

00

316+

00

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00

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00

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00

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329+00

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332+00

332+77

CONCRETESEAWALL

RIPRAP EMBANKMENT

NATURAL EMBANKMENT

TIMBERBULKHEAD

CONCRETESTRUCTURE

PARTIALCOLLAPSE

SEWERPIPE

Study Area Parcel DataSRTE Bartrams to PassyunkAs of July 2015













12 2751 S 58TH ST PHILADELPHIA AUTHORITY FOR INDUSTRIAL 884159001 2600 CENTRE SQ W 1500, PHILADELPHIA, PA 19102 11/22/2011 $4 Vacant

13 5736 EASTWICK AVE PHILADELPHIA AUTHORITY FOR INDUSTRIAL 884159000 2600 CENTRE SQ W 1500, PHILADELPHIA, PA 19102 11/22/2011 $3 Vacant

14 3000 S 56TH ST PHILADELPHIA AUTHORITY FOR INDUSTRIAL 884158510 2600 CENTRE SQ W 1500, PHILADELPHIA, PA 19102 6/4/2013 $1 Vacant

15 3001 S 61ST ST REDEVELOPMENT AUTHORITY OF PHILADELPHIA 885349755 1234 Market St. 16th Floor Philadelphia, PA 19107 2/4/1986 $1 Vacant

16 3015 S 61ST ST PHILADELPHIA AUTHORITY FOR INDUSTRIAL 402061805 2600 CENTRE SQ W 1500, PHILADELPHIA, PA 19102 12/31/1996 $4 Vacant

17 3061 S 61ST ST AUTOMOTIVE EXPORT CORPORATION 884790004 3061 S. 61ST ST PHILADELPHIA, PA 19153 10/6/2008 $300,000 TBD

18 3060 S 61ST ST PHILADELPHIA REGIONAL PORT AUTHORITY 402070360 23460 N. DELAWARE AVE PHILADELPHIA, PA 19134 11/24/2008 $150,000 Truck parking

19 6046 W. PASSYUNK AVE. AUTO RECYCLING REAL ESTATE 884790028 6046 W. PASSYUNK AVE. PHILADELPHIA, PA 19153 2/7/2006 $2,351,000 Auto-related

* Note: parcel ownership data obtained from (https://alpha.phila.gov/property/) and PWD website

Observations

The shoreline along the proposed trail extension includes five (5) distinct sections of bulkhead and embankment. Observations for each section are listed below, starting at 56th Street and proceeding south to Passyunk Avenue (see Figure 7 for locations with stationing). Note that landside access to the shoreline is currently limited by private property, and waterside observation was somewhat limited by vegetation growth.

Section 1 Concrete Seawall (STA 0+00 to 6+50)This section features a concrete seawall supported on timber cribbing, timber pile bents, and concrete-filled steel cofferdams. The top of the seawall at Station 2+00 leans outshore 2 degrees and the seawall typically exhibits severe scaling and erosion of concrete along the lower two feet. Corner spalls and random vertical cracks are typical throughout. Timber cribbing and timber pile bents exhibit moderate to severe deterioration near the low water line. Timber decking and soil fill is missing at several locations. The Duffield report provides additional details for this section. The average river bottom elevation is -20.8 FT NAVD.

Concrete Seawall Riprap Embankment Timber Bulkhead Natural Gravel Shoreline

Figure 7: Shoreline Condition

8


Section 2 Riprap Embankment (STA 6+50 to 11+75)This section consists of riprap embankment with extensive vegetation. The riprap slope is approximately 1.5:1 (horizontal to vertical) and generally appears to be stable. The average river bottom elevation is -8.0 FT NAVD. Section 3 Timber Bulkhead (STA 11+75 to 48+00)This section consists of timber bulkhead structure with extensive vegetation behind it. The soil fill material is retained by vertical timber sheeting, and the sheeting is laterally supported by horizontal timber wales and round vertical timber piles on the outshore face of the bulkhead. All timber members exhibit severe deterioration in the tide zone. In particular, the top ends of the timber sheeting exhibit the most severe deterioration. The average river bottom elevation is -10.2 FT NAVD. Specific notes for Section 3 are as follows: Sewer outfall at STA 12+00. An elevated structure is present at STA 20+65 (condition

unknown). See picture below. Partial collapse from STA 26+00 to 27+50. Sewer outfall at STA 28+00. Partial collapse from STA 33+00 to 34+00. Partial collapse from STA 35+00 to 35+50. Partial collapse from STA 38+00 to 38+50. Section 4 Timber Bulkhead (STA 48+00 to 53+31)This section has timber bulkhead similar to Section 3; however, fill material is missing behind the bulkhead. The effective shoreline is present up to 25 feet inboard of the bulkhead. Pipeline crossings are present at Station 51+00. The average river bottom elevation is -9.9 FT NAVD.

Section 5 Natural Gravel Shoreline (STA 53+31 to 55+00)This sections features a natural gravel shoreline with gradual and stable slope. The Passyunk Avenue Bridge is located at Station 55+00. The width of the river decreases and its depth increases through this stretch, and the average river bottom elevation is -18.3 FT NAVD. Conclusions of Marine Investigation

Although the amount of seawall rotation observed in Section 1 is not severe enough to suggest the seawall is prone to immediate collapse, it does indicate that the capacity of the seawall and its supporting timber structure have diminished through time. The quantity and extent of voids under the upper concrete paving behind the seawall appears to be significant. The entire section adjacent to the seawall should be restricted from use. While the condition of the timber bulkhead could not be fully evaluated without an in-depth underwater inspection, based on the above water inspection the existing timber bulkheads are in poor condition. These timber bulkheads typically exhibit severe rot and can no longer provide reliable support of the retained soil. The bulkheads should be considered vulnerable to localized collapse.

Concrete Seawall Riprap Embankment Timber Bulkhead Natural Gravel Shoreline

Considering the poor condition of the seawall and timber bulkhead, and assuming that the trail project will be implemented without repairs or replacement of the existing bulkhead, it was determined that the proposed trail should be located at a safe distance away from the shoreline. For planning purposes, a trail setback line (shown in Figure 8) was established to guide placement of the trail along the length of the corridor. The trail setback represents the minimum offset from the shoreline that would locate the trail outside the zone of potential bulkhead collapse, which varies from 30 to 90 feet along the corridor. This offset line was determined using a 2:1 (horizontal to vertical) slope criteria, where the horizontal distance to the shoreline is twice the vertical difference in elevation between the finished trail and the river bottom at each location. Water depths from the marine investigation and existing GIS contour mapping were used to perform these calculations.

APPROXIMATE BULKHEAD LINE

12 WIDE PROPOSED TRAIL

EXISTING GRADE

24 WIDE ACCESS ROAD

8.5 HIGH RETAINING WALL

8 HIGH FENCERiver Edge Trail Setback

Varies 30 to 90 Feet

Elevated Structure

Figure 8: Trail Setback Line

9

Part Two

Preliminary Environmental Assessment

Concurrent with the trail planning effort, Urban conducted a Limited Phase I Environmental Site Assessment (ESA) to identify potential recognized environmental conditions and concerns within the study area so that they may be accommodated and mitigated during the design and construction of the trail extension project. A Limited Phase I ESA is a non-intrusive desktop study and field review of environmental records and previous/present land uses. It includes the following components: Records Review: A review of reasonably ascertainable

standard record sources was conducted in order to identify recognized environmental conditions in connection with the study area. The records review included historic aerials, historic Sanborn maps, and both current and historic federal, state, and local files/documents. Urban also reviewed a number of environmental reports that were prepared for Parcels 12, 13, and 14.

Limited Site Reconnaissance: Accessible sections of the study area and surrounding areas were visited to assess surface conditions for evidence of environmental concerns resulting from generation, transportation, usage, storage, and/or disposal of hazardous materials.

ESA Report: An ESA report was prepared documenting the findings of the assessment (Companion Document).

Findings

Historical records verify developmental progress along the study area throughout the 1900s. Oil refining companies have existed within the study area since 1925. Gasoline storage tanks, manufacturing plants, auto wrecking businesses, and other industrial companies have existed within the study area and are still present today. Based on past uses of the properties within the subject area, there is potential for historic uses of the properties to have impacted the proposed trail corridor.

In addition, file reviews revealed various environmental concerns present throughout the subject area including the illegal dumping of municipal wastes, leaking storage tanks, soil contamination, groundwater contamination, and registered brownfield sites. A Remedial Investigation/Cleanup plan (including Addendum I) was prepared for a 100-foot wide strip of land adjacent to the Schuylkill River within Parcels 13 and 14 (former Transmontaigne and US Gypsum sites) and was approved by PADEP in 2013. Soil sample results are available for this area; however, Addendum I indicated that additional sampling is necessary on these parcels to implement the preferred alternative of hot-spot removal and capping.

Recommendations of the Assessment

The overall recommendation is to conduct a Phase II ESA and implement a soil sampling program prior to construction of both phases of the trail. The recommended soil sampling plan would include sampling approximately every 100 feet along the proposed project path. At each sample location, two samples should be collected one surface soil sample (0 to 2 feet below ground surface) and one at-depth sample (approximately 2 to 4 feet below ground surface). The samples should be analyzed for volatile organic compounds (VOCs), semi-volatile organic compounds (SVOCs), PCBs, and metals. This plan results in a total of 114 proposed samples to cover both Phase I and Phase II. In addition to standard total weight analysis, it is recommend that roughly 15 percent of the samples be analyzed via the total characteristic leachate procedure (TCLP) and synthetic precipitation leachate procedure (SPLP) to determine if any of the soil should be classified as hazardous and/or capable of supporting infiltration, respectively. Detailed sampling recommendations, including estimated costs, are included in the ESA report.

10

Part Three OUTREACH AND COORDINATION

Education and Outreach to Area Landowners and Stakeholders

The Study Team used Philadelphia Office of Property Assessment (OPA) records to determine that the 14 parcels in the study area are owned by twelve individuals or entities (Figure 4, Page 5). Parcels 11-14 are located in Phase I of the trail (which will run from the Bartrams Garden trail terminus to 61st Street) and are controlled by two owners, PIDC and Delaware Valley Recycling. PIDC controls Parcels 12-14, and Parcel 11 is controlled by Delaware Valley Recycling. Because PIDC is currently negotiating with the owner of Parcel 11 to run an access drive along the edge of that property (either via an access easement or a fee purchase) for better access to the adjacent parcels it controls, PIDC requested that the study team not engage directly in outreach to Delaware Valley Recycling at this time. An outreach strategy was developed to contact the remaining ten (10) landowners. All ten properties would be affected by only Phase II of the trail and not Phase I. All ten properties have commercial or industrial uses, with automotive-related uses predominating. Landowners were sent letters drafted by Conservation Matters, LLC, with input from the study team and SRDC, noting that a feasibility study was being conducted to extend the Schuylkill River Trail south of the Bartrams Garden trail terminus. The letter stated that landowner input was vitally important to the study and requested the opportunity to meet with the owner or his/her representative to gather input. The letter also indicated the waterfront setback zoning recently enacted by City Council and mentioned incentives that exist for landowners, such as the sale of trail easements, possible federal tax deductions, and the states recreational immunity statute. A study team contact phone number and e-mail was included in the letter. (See Figure 9, Copy of Letter) Letters sent to the OPA-derived mailing addresses listed for Parcels 7 and 10 were returned as undeliverable. Team members approached the general manager of Parcel 10 (Soil Remediation of Philadelphia) and spoke with him in person about the feasibility study. (The correct mailing address to contact this owner is: Clean Earth, 3201 South 61st Street Philadelphia, PA 19153, tel. 215-724-5520.) As there were no responses to the other letters, Conservation Matters, LLC, obtained telephone contact information for the record owners, as indicated by the OPA data, and made telephone calls to each owner. Messages were left on machines when individuals did not answer the call. In some cases it appears further investigation will be needed to verify OPA ownership records. This may involve going door to door and hand delivering letters to the current tenant at the property to forward to the landowner.

The owner of Parcel 4, Joe Trent, talked with Debra Wolf Goldstein of Conservation Matters on the phone about the feasibility study. Mr. Trents focus was on whether there was a possibility of the City or other entity buying his entire property, as he is considering selling it in the near or medium-term future. While the consultant team was working on preliminary cost data, team members had an interesting and productive conversation with the owner of Castor Materials (Parcel 9). They are generally supportive of the trail and said the design team would be welcome to visit their property to view conditions along the river. In the next few years, SRDC should work with the City to identify the appropriate owner representatives for Parcels 1-10 and evaluate their interest in donating access easements over the waterfront setback area adjacent to the river (or whatever width of land is necessary for an appropriate trail area). Many of those properties appear to have structures or other obstructions in the 50 foot-wide waterfront setback areas now required by the Philadelphia Codes new Development Standards. Many, if not all, of these structures may be grandfathered in. Because new construction is restricted in this area, this may prevent the landowner from using this area in the way they would like, leading to an opportunity for the City to acquire access easements in these areas. In some cases, purchasing rights-of-way, rather than relying on donations, will likely be necessary.

Conservation Matters, LLC 7201 Sherman Street Philadelphia, PA 19119 August 5, 2015 Philadelphia Energy Solutions 3144 Passyunk Avenue Philadelphia, PA 19145 Re: 6300 W. Passyunk Avenue Dear Sir or Madam: We hope you have had the chance to enjoy walking on the Schuylkill River Trail in Center City. As you may know, this popular trail soon will be extended to Bartrams Garden on the west bank of the Schuylkill River. The next phase is to explore how best to extend this riverfront trail from Bartrams Garden down to the Passyunk Avenue bridge. The Schuylkill River Development Corporation (SRDC) has hired a team led by KSK Architects Historians Planners, Inc. to prepare a feasibility study recommending how to site this next potential trail segment. Your input as a landowner along the riverfront in the Lower Schuylkill area is vitally important. We would very much appreciate the chance to come meet with you (or another appropriate representative of your company) to gather your input. We also would like to discuss the waterfront setback zoning recently enacted by City Council and tell you about incentives that exist for landowners (such as sales of trail easements; possible federal tax deductions; and a state law designed to protect landowners who allow trails on their properties). Would you be willing to meet with me and a member of KSK Architects so that we can talk about the potential trail and other issues of interest to you? Please call me at 215-247-3105 or e-mail me at [email protected] so that we can find a convenient time for you. Thank you very much for your consideration. Kind regards, Debra Wolf Goldstein, Esq. Conservation Matters, LLC cc: Joe Syrnick, Executive Dir., SRDC Paul Vernon, KSK

Figure 9: Copy of Letter

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Passyunk Trail Concept Diagram with H & K Potential Road Alignments

Part Three

Stakeholder Outreach and Coordination with other Plans

After completing the Existing Conditions Analysis and evaluation of Opportunities and Constraints, the Study Team reviewed its findings with SRDC, and then conducted a series of stakeholder meetings to review preliminary diagrammatic solutions for the trail extension from Bartrams to Passyunk. The Philadelphia City Planning Commission (PCPC), Philadelphia Parks and Recreation (PPR), and The Mayors Office of Transportation and Utilities (MOTU) all provided input into the initial recommendations. Additional sessions were held with PIDC to ensure the plan was in conformance with its River Road Study and that PIDC was comfortable with the initial recommendations and general direction of the feasibility study.

The most significant area of coordination centered on determining an appropriate trail alignment through parcels 11-14 that would minimize bulkhead repair, and how that alignment worked alongside the proposed location of an access drive through the Delaware Valley Recycling site (Parcel 11). The access drive proposed by PIDC would allow vehicles to access the large parcels of land located along the river north of Parcel 11. Once the existing conditions and the preliminary options for the access drive and the trail alignment were evaluated, it was determined that these two infrastructure assets were potentially overlapping and trying to share the same space (Figure 10). Additionally, the initial plans for the PIDC access drive did not include space to allow a spur of the trail to extend to 61st Street. This spur was a preliminary recommendation of the study after completing the Existing Conditions Analysis and evaluation of Opportunities and Constraints. Throughout the planning process, the Study Team provided information to PIDC to show the amount of land necessary for an easement through Parcel 11 that comfortably allows for the trail segment, the spur to 61st Street, and the access drive, without significantly impacting the operations of Delaware Valley Recycling (Figure 11). As the amount of land necessary for these two facilities to coexist continues to be evaluated, it is possible that the trail and PIDC access drive configuration shown in the study may be altered prior to final design of the trail.

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Part Four DESIGN ALTERNATIVES DEVELOPMENT AND FEASIBILITY ANALYSIS

Preliminary Design Alternatives and Connections

After preliminary analysis, field review, stakeholder sessions, and public agency input, the Study Team prepared several concept trail corridor alternatives and improvements to determine the best routing for the trail extension from the Bartrams Mile. The Study Team explored route alternatives to ensure the best possible alignment from the perspective of the trail users, major property owners, and other stakeholders within the study area, and identify alternatives that would be financially viable and require minimal bulkhead repairs to implement. These alternatives considered potential connections to key destinations, adjacent neighborhoods, other existing and future trail systems in the area, trailheads, access points, and potential connections to other community destinations. Additionally, the recommendations and ideas put forward for the Schuylkill River Trail Bartrams to Passyunk Feasibility Study were coordinated with the work being done by PCPC and MOTU on enhancing bicycle connectivity across the Passyunk Avenue bridge, and long range planning studies looking at alternative routes for trail connectivity to Fort Mifflin. The alternatives presented in this report will require additional evaluation prior to implementation in order to determine if there are other factors that may either help or hinder their development potential. Additional physical property surveys, environmental analysis, and further coordination/negotiations with property owners will be needed in some cases to determine the optimum alignment and design for specific locations. Some sections of the trail extension shown on the maps and illustrative plans may be determined, after more detailed analysis, to require different or more costly improvements and, therefore, may become longer-term projects. This study is a living document and updates will be necessary to assess progress, take advantage of emerging opportunities, and re-evaluate priorities as needed. In some cases, major property owners that were reluctant to be included in this study may rethink their perspective on the trail and wish to be included in its future development.

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Part Four

Phase I and Phase II

Along the Schuylkill River, between the terminus of the Bartrams Mile and the property adjacent to the Passyunk Avenue Bridge, the potential trail extension passes through fourteen separate parcels under multiple ownership as previously discussed (Figure 6, Page 6). The trail is intended to be an extension of the terminus of the Bartrams Mile. In this study, a twelve foot wide trail and an additional separated walking path extend southward from the terminus. The trail is divided into two phases: Phase I through parcels 11-14 from Bartrams Mile to 61st Street, and Phase II through parcels 1-10 to the Passyunk Avenue Bridge. Phase I was determined by the site control afforded by parcels 11-14. Three of the largest parcels directly south of the terminus of the Bartrams Mile (12, 13, and 14) are under the control of PIDC, and conveyance of the first 100 feet of those parcels to the City of Philadelphia to use as open space is currently underway. Additionally, PIDC is currently collaborating with Delaware Valley Recycling (Parcel 11) to run an access drive through their parcel in order to have greater access to parcels 13, and 14, and foster their redevelopment potential without having to access them via residential neighborhoods and the Philadelphia Housing Authoritys Bartrams Village housing development. Because of the limited number of owners of these four large parcels, and the increased potential for access through Parcel 11, dividing the trail into two phases would allow Phase I (Figure 13) of the trail to be completed in the near future, while allowing SRDC to continue to work with the remaining property owners in Phase II (Figure 13) to determine their willingness to donate right-of-way, or determine if purchasing rights-of-way over privately owned land would be necessary.

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The Study Team developed a proposed vertical profile for both the Phase I and Phase II trail segments (Figure 14). The figure shows the existing/proposed vertical profiles along with the corresponding baseline on an aerial view. The existing/proposed vertical profiles were not included for the trail spur, as that segment can run almost entirely at the existing grade.

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PRELIMINARY VERTICAL PROFILE FORSRDC Schuylkill Trail - Bartrams to PassyunkPhiladelphia, PA DRAFT 12/4/15

In developing the proposed vertical profile, the Study Team tried to match the existing ground profile as closely as possible without creating an excessive number of vertical curves. This will minimize the need for site re-grading. The maximum proposed grade is 4.9% in both trail segments, which is below the 2012 AASHTO Bicycle Design guidelines recommendation (5% maximum slope). In addition, the FEMA 100-year floodplain is mostly contained within the banks, except for areas of Parcels 2, 13, and 14 where it extends into the property.

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Figure 14: Existing/Proposed Vertical Profiles

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APPROXIMATEBULKHEAD LINE

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A critical factor in completing the Phase I section of the Schuylkill trail from Bartrams to Passyunk is finding the appropriate amount of land depth to accommodate the twelve-foot wide trail, in conjunction with the proposed twenty four-foot (24) PIDC access drive, including appropriate buffers for bicycle and pedestrian safety, fencing, and pedestrian scale lighting necessary for trail user safety, and adequate separation from truck traffic along the proposed access drive (Figure 10). It is also important to note that the preliminary trail designs shown in this report are based upon non-surveyed contours. If future surveys were to reveal a more intrusive slope for final design, a shift further away from the river may be necessary to accommodate both facilities (drive and trail), even though current planning ideas shows a reasonable landscape buffer area between the access drive and the trail (Section B).

Phase I

Phase I of the trail extends from the Bartrams Mile Terminus at 56th Street along the Schuylkill River to the south end of Parcel 11; it then continues as a spur through the eastern edge of parcel 11 to 61st Street (Figure 15). Typical conditions on the portion of the trail just south of the terminus include a twelve- foot wide asphalt trail with a vegetated buffer with lighting and fencing on the non-river side of the trail, and vegetated areas on the river side of the trail. Supplementary walking paths extend out closer to the rivers edge and provide additional options for trail users (Section A). As the trail continues south through Parcel 11, the typical condition changes slightly to include the proposed twenty four-foot (24) PIDC access drive on the non-river side of the trail. Both the trail and PIDC access drive make a turn at the terminus of Parcel 11 and extend west along the border of Parcel 11 to 61st Street. The typical section along this spur of the trail includes fencing, a 6-6 vegetated buffer, a 12 trail, a minimum 8 buffer with trail lighting, trees, and landscaping, a 24 access drive, and a retaining wall for the access drive.

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Figure 15: Phase I Illustrative Plan

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Phase II

Phase II of the trail continues from the edge of Parcel 11 through Parcels 1-10 along the rivers edge, mostly within the trail setback line established during the existing conditions investigation done earlier in the study process. As mentioned earlier, this trail setback line was established as the location where the trail could be constructed with minimal repairs or replacements of the existing bulkhead. Due to recent investment on Parcel 9, where a large, full-site concrete pad and additional structures have been erected, the plans call for an approximately 325 foot long retaining wall that follows the line of the existing bulkhead (Section C).

Phase II of the trail includes a new park at its terminus below the Passyunk Avenue Bridge on Parcel 1 and a portion of Parcel 2, owned by Philadelphia Energy Solutions and SRA Inc. The park is consistent with ideas developed in the Lower Schuylkill Master Plan, although this feasibility study shows Parcel 2 remaining as an active commercial use with the potential to be more intensely redeveloped as a commercial/mixed-use site with trail oriented commerce and amenities (Figure 17).

From the new park, new trail connections are made along the north and south side of the Passyunk Avenue Bridge to future protected bike lanes on the bridge, which would provide direct access from the neighborhood to the east once the Phase II trail segment is fully completed. Slight modifications are proposed at the intersection of the bridge and 61st Street in order to improve this connection and better utilize 61st Street as a link to Phase I until Phase II is complete.

Despite education and outreach to area landowners and stakeholders, the Study Team received little input from landowners within the Phase II trail section. These landowners did not respond to the Study Teams outreach efforts, further complicating and extending the timeline for the implementation of the Phase II section of the trail.

Because three of the largest parcels are under PIDC control, the conveyance of the first 100 feet of those parcels to the City of Philadelphia for open space is underway, PIDCs collaboration with Delaware Valley Recycling (Parcel 11) to run an access drive through their parcel, and lack of interest and response from the owners of Parcels 1-11, this study recommends that Phase I become the priority segment for implementation.

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61st Street Connectivity Options from Trail to Passyunk

61st Street has a high concentration of automobile-related uses, and is industrial in nature. It is a heavily used street with semi-trucks and passenger vehicles as well as the Route 37 SEPTA bus route running along it. Much of what would be sidewalk is used as off-street parking and vehicle storage for the businesses along the corridor. Along its length, there are two lanes of traffic in each direction, a shared center turn lane, and on-street parking on each side of the street (Figure 18). The entire right-of-way measures approximately 106 to 108 feet in width within the study area and is completely paved. There are very few places along the street that provide landscaping and/or sidewalks (where they are present is possibly a result of recent land development and/or zoning activity involving requirements per city ordinances). There are many curb cuts (Figure 19), exacerbated by the fact that most areas along the street are paved from the building to the back of curb. The low-reveal curbs along 61st Street promote access to the property off the street along the entire width of the property as opposed to a driveway.

To close this 0.4 mile connectivity gap (Figure 20) and create a safer and more protected experience for the cyclist, a trail connector within the 61st Street right-of-way is proposed as an alternative route to connect the end of Phase I Trail Segment at 61st Street to the Passyunk Avenue Bridge. Specifically, improvements involve a new road configuration between the Passyunk Avenue Bridge and the proposed PIDC access drive. Here, a continuous streetscape plan will not only provide for a more appealing pedestrian and cyclist experience, but create a unified and attractive appearance along the street.

0.4 mile gap

Part Four

Figure 19: Curb Cuts in Red

Figure 18: Existing Lane Configuration on W. 61st Street

Figure 20

In order to enhance overall connectivity to the proposed extension of the Schuylkill River Trail from Bartrams to Passyunk, gaps in the network needed to be evaluated and design alternatives were explored as part of this feasibility report.The City of Philadelphia is currently planning improvements to the Passyunk Avenue Bridge to include protected bicycle lanes on both sides of the bridge (Figure 6, Page 6). These improvements will be completed in the fall of 2016. This enhancement improves connectivity across the bridge from the neighborhoods of Graduate Hospital, Grays Ferry, Point Breeze and others to the intersection of 61st Street. From this intersection there is a 0.4 mile gap in connectivity from where the Phase I trail segment ends at Delaware River Recycling (Parcel 11).

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61st Connectivity Options from Trail to Passyunk (cont.)

Six design concepts for 61st Street are presented for possible trail-road reconfiguration (Figure 21), showing the trail both in a center median as well as along the edge of the roadway, and offering varying degrees of intervention. These proposed interventions will provide a safer connection to the extended Schuylkill River Trail, the Bartrams Mile, and Bartrams Garden from areas south and west of the bridge by continuing the new protected bike lanes on the bridge with an logical transition onto the improved 61st Street bike/pedestrian facilities, then continue to the PIDC Access Drive and the Phase I Trail Segment, completing the connection and closing the identified gap. West of the PIDC access drive, the 61st Street trail-road configuration resumes its current configuration to Lindbergh Boulevard.

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Design Alternative 1 is the simplest of all the solutions, placing the trail in the center median and recommending paint and bollards be used to define the elements of the street and trail within the roadway (Figure 22). The twelve-foot (12) trail is protected on each side with a three-foot (3) painted striped buffer containing flexible bollards. In addition, Design Alternative 1 would retain on-street parallel parking at the curb on each side of the street, and two lanes of traffic in each direction. The level of protection could be more substantial as shown in Figure 23, or even artistic (Figure 24).

Design Alternative 1a is the same as Design Alternative 1, except that it proposes a raised center median along 61st Street rather than only using paint to delineate the trail. The dimensions of the center trail are the same, eighteen feet (18) wide, allowing for a twelve-foot (12) trail with a three-foot (3) landscape buffer on each side. In this design alternative, the trail user is protected by virtue of being on a raised median as well as being separated from vehicles by a landscape buffer. This design also retains on-street parallel parking adjacent to the curb on the perimeter of the roadway, while providing two lanes of traffic in each direction. Finally, a sidewalk and four-foot (4) landscape buffer is proposed along both sides of the roadway.

Alternative 1 Alternative 1a

Figure 22: Center Median Bicycle Facility - Washington, DC.

Figure 23: Sands Street Bicycle Path and Greenstreet, New York City, NY

Figure 24: Artistic Protective Blue Bollards Edge the Bike Lane, Seattle, WA.

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Part FourDesign Alternative 2 proposes a protected bike lane on both sides of the roadway, incorporating a central shared (both directions) turning lane in order to maximize the use of the roadway while providing bike lanes. Each bike lane would be nine feet (9) in width with an adjacent three-foot (3) striped buffer containing bollards, protecting bicyclists from the nearby vehicles (Figure 25). Parking is proposed between the protected bike lane and the traffic lane along with a reduction to one lane of traffic in each direction.

Design Alternative 3 proposes a wide, thirty four-foot (34) raised median in the center of the roadway, comprised of a twelve-foot (12) trail flanked on either side by an eleven-foot (11) buffer strip with ample room for trees and possibly other plantings. Separating the trail-user from vehicles at a comfortable distance with landscaping provides a visual disruption to the industrial landscape (Figure 26). On-street parallel parking is located adjacent to the curb on both sides of the roadway similar to Alternative 2. The wide median and on-street parking present a road diet alternative, reducing the existing two lanes of traffic in each direction to one lane of traffic in each direction.

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An initial review of available traffic count data suggests that a road diet may be feasible for this segment of 61st Street.

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Design Alternative 4 also proposes a trail in the center of the roadway. However, this alternative does not include a raised median as in Design Alternative 3, but simply striping and other physical barriers to separate the trail from the traffic lanes. The dedicated center trail area is thirty-four feet (34) wide, with a twelve-foot (12) trail and eleven-foot (11) buffer on each side. The trail and buffer areas are painted on the pavement to differentiate these areas from the traffic lanes. At breaks within the trail, at intersections for example, industrial-style planters, such as re-purposed oil barrels and dumpsters, are proposed to be placed just outside of the sight triangle for a depth of approximately 45 feet. A guard rail is proposed to run along the length of the trail, protecting the entire width of the trail area (34), and wrapping around the planters at the breaks. In this design alternative, on-street parallel parking is adjacent to the curb on both sides of the street. One traffic lane is proposed in each direction. As with Design Alternative 2 & 3, this design also presents a road diet scenario with its wide median, on-street parking, and one lane of traffic in each direction.

Design Alternative 5 is not an alternative for the 61st Street trail, but presents a design of the intersection of Passyunk Avenue at 61st Street, transitioning future protected bike lanes from the Passyunk Avenue Bridge onto 61st street, as well as from the west on Passyunk Avenue. This design places the bike lane coming off of the bridge from the east on the outside of the turn lane onto 61st Street, then merging into a center median (or painted) trail on 61st Street. Bicycle queue boxes are proposed at the northern and western sides of the intersection in order for bicyclists to be visible to vehicles and safely turn left. A trail spur is also proposed at the south side of the intersection to loop cyclists up and under the bridge and onto the trail hugging the river. A small park is proposed at this corner as well, providing an easily identifiable resting or meeting point for trail-users. Crosswalks currently exist at three sides of the intersection. Where one does not exist, running north-south on the eastern side of the intersection, a crosswalk is recommended. In order for the intersection to function appropriately to accommodate pedestrians, the signals at the intersection would have to be modified to provide adequate timing, and a pedestrian signal head added to the ends of the newly proposed crosswalk.

These design alternatives for 61st Street suggest placing the trail at the center of the roadway, with the exception of Design Alternative 2, which places a trail on each side of the street. The trail located in the center, however, is the more preferred alternative by the Study Team, and best supports the design for the right turn protected bike lanes off of the Passyunk Avenue Bridge onto 61st Street as shown in Design Alternative 5. Placing the trail in the center offers more protection to the trail-user from the vehicles along the roadway, many of which are large vehicles. Periodic breaks in the trail are proposed to accommodate left-turning vehicles into businesses and u-turns.

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Other Neighborhood Connection: 56th and 58th Streets @ Lindbergh

Improvements shown on Lindbergh Boulevard at 56th and 58th Streets will enhance overall connectivity to the trail among adjacent neighborhoods and Southwest Philadelphia as well. Potential trail connections from 56th and 58th Streets at Lindbergh Boulevard were observed as opportunities to increase linkages to the Schuylkill River Trail and Bartrams Garden. Currently along Lindbergh Boulevard, there is minimal landscaping, and pedestrians traversing Lindbergh Boulevard are over-exposed to and under-protected from vehicles similar to the condition along 61st Street. Bike lanes exist along Lindbergh Boulevard, and improvements to the intersections of 56th and 58th Streets at Lindbergh Boulevard will improve these bicycle connections as well as the pedestrian experience to the extended Schuylkill River Trail, the Bartrams Mile, and Bartrams Garden.

Installing bump-outs at the intersections will delineate the on-street parallel parking lane from the traffic lanes. In addition, reducing the width of the sidewalk in order to provide landscaping and street trees creates a more pedestrian-friendly environment, better connecting residents on the western side of Lindbergh Boulevard to the trail and Bartrams Garden. While there currently is on-street parking, the lack of bump-outs at the intersections cause Lindbergh Boulevard to appear much wider; a sea of pavement. Providing bump-outs at the intersection makes the intersection itself narrower and easier to traverse. Bump-outs also provide an opportunity for additional landscaping at the intersections. Likewise, by redesigning the center median dividing the Lindbergh Boulevard at 56th Street with space for landscaping, and better defined sidewalks (as opposed to wide swathes of concrete), a better break is provided for pedestrians crossing the wide boulevard. Wide, decorative crosswalks at all street crossings make these intersections less about the vehicles, allowing pedestrians to feel comfortable being in the street when appropriate. Finally, providing street trees will create a feeling and appearance of enclosure as well as provide areas of shade along the sidewalks.

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EXISTINGBIKE LANES

58TH STREETGREENWAY

PHASES I & II

PROPOSEDSTREETIMPROVEMENTS

PROPOSEDBIKE LANES

PIDC

ACC

ESS

DRIV

E

Figure 27

23

Part Four

Lindbergh Boulevard

56th Street

Lindbergh Blvd. & 56th Street_Proposed Treatm

ents

Lindbergh Boulevard

58th Street

Lindbergh Blvd. & 58th Street_Existing Conditions

Lindbergh Boulevard

58th Street

Lindbergh Blvd. & 58th Street_Proposed Treatm

ents

Lindbergh Boulevard

56th Street

Lindbergh Blvd. & 56th Street_Existing Conditions

58th Street Before

58th Street After

56th Street Before 56th Street After

The images on this page show before and after illustrations of installing bump-outs at the intersections of Lindbergh and 56th Street and 58th Street. These will delineate the on-street parallel parking lane from the traffic lanes and improve connectivity across Lindbergh to the Schuylkill River Trail extension from Bartrams to Passyunk.

24

Part Five ORDER OF MAGNITUDE COSTS AND NEXT STEPS

Order of Magnitude Costs

Because this is a feasibility study, the exact project budget cannot be calculated due to the number of unknown conditions; however, a preliminary order-of-magnitude opinion of probable costs is provided. The design ideas and treatments for each of the segments illustrated in the study (Phase I and Phase II) show a full build out of the trail and trail amenities, excluding the cost for the PIDC access drive adjacent to the trail alignment shown in the illustrative plans. The order-of-magnitude costs take into consideration a balance between desired design intent and treatments that are cost effective to accomplish. The costs have been determined by using recent cost data from other trail projects recently completed by KSK and Urban Engineers.

Item Description (Phase 2) Quantity Unit Unit Cost Base Cost

General RequirementsContractor Mobilization 1 LS 200,000.00$ 200,000$ Engineer's Field Office 1 LS 20,000.00$ 20,000$ Construction Layout 1 LS 40,000.00$ 40,000$ Subtotal 260,000$

Sitework / Trail ConstructionClearing & Grubbing (includes tree removal) 11356 sy 3.00$ 34,067$ Selective Clearing in Sensitive Area 1 LS 20,000.00$ 20,000$ Asphalt Demolition 1600 sy 16.00$ 25,600$ Earth Moving 4527 cy 30.00$ 135,810$ Handling, Transportation, and Disposal of Residual Waste 4527 cy 60.00$ 271,620$ Asphalt Paving - Trail Wearing Course (1.5" depth) 6378 sy 12.00$ 76,536$ Asphalt Paving - Trail Base Course (4.5" depth) 6378 sy 26.00$ 165,828$ Subbase for Trail, RCB (6" depth) 6378 sy 10.00$ 63,780$ Secondary Walkway/Path 1546 sy 25.00$ 38,650$ Allowance for Erosion & Sedimentation Controls 1 LS 50,000.00$ 50,000$ Allowance for Storm Drainage Items 1 LS 50,000.00$ 50,000$ Subtotal 931,891$

Plantings / LandscapingBuffer Plantings 24000 sf 18.00$ 432,000$ Park Plantings 20000 sf 18.00$ 360,000$ Lawn Areas (includes topsoil, seed, fertilize, mulch) 79796 sf 1.20$ 95,755$ Buffer Trees 50 each 1,200.00$ 60,000$ Allowance for Irrigation System 1 LS 50,000.00$ 50,000$ Subtotal 997,755$

Site FurnishingsGateway Feature at trail entrance near Passyunk/61st 1 LS 20,000.00$ 20,000$ Bench (SRDC standard 4' long including concrete pad) 10 each 3,400.00$ 34,000$ Trash Receptacle (SRDC standard including concrete pad) 10 each 2,500.00$ 25,000$ Bike Racks (standard black U-racks) 10 each 750.00$ 7,500$ Pipe Railing (augered holes; handrail kit) 442 lf 122.00$ 53,924$ Chain Link Fence 3219 lf 60.00$ 193,140$ Interpretive Signs 2 each 5,000.00$ 10,000$ Subtotal 343,564$

Lighting & PowerField Box w/ Pad 1 each 20,000.00$ 20,000$ Light Standards (fixture, pole, & foundation) 58 each 5,000.00$ 290,167$ Conduit, Conductors, Trenching 3482 lf 50.00$ 174,100$ Subtotal 484,267$

StructuralRetaining Wall 325 lf 4,100.00$ 1,332,500$ Subtotal 1,332,500$

Construction Bid Subtotal (2016$) 4,350,000$

Design Contingency 25% 1,088,000$

Construction Total (2016$) 5,438,000$

Notes(1) All costs are in 2016 dollars and should be escalated to the anticipated year of construction

(2) Construction Total does not include costs for design engineering/permitting, construction engineering, or right-of-way acquisition

Order-of-Magnitude Construction Cost EstimateSchuylkill Trail Feasibility Study, Bartram's to Passyunk - PHASE 2

Philadelphia, PennsylvaniaJanuary, 2015

Urban Engineers, Inc. 2

Item Description (Phase 1) Quantity Unit Unit Cost Base Cost

General RequirementsContractor Mobilization 1 LS 100,000.00$ 100,000$ Engineer's Field Office 1 LS 20,000.00$ 20,000$ Construction Layout 1 LS 40,000.00$ 40,000$ Subtotal 160,000$

Sitework / Trail ConstructionClearing & Grubbing (includes tree removal) 9014 sy 2.50$ 22,535$ Selective Clearing in Sensitive Area 1 LS 20,000.00$ 20,000$ Concrete Demolition 2773 sy 50.00$ 138,650$ Earth Moving 867 cy 30.00$ 26,010$ Handling, Transportation, and Disposal of Residual Waste 867 cy 60.00$ 52,020$ Asphalt Paving - Trail Wearing Course (1.5" depth) 3944 sy 12.00$ 47,328$ Asphalt Paving - Trail Base Course (4.5" depth) 3944 sy 26.00$ 102,544$ Subbase for Trail, RCB (6" depth) 3944 sy 10.00$ 39,440$ Secondary Walkway/Path 1149 sy 25.00$ 28,725$ Allowance for Erosion & Sedimentation Controls 1 LS 35,000.00$ 35,000$ Allowance for Storm Drainage Items 1 LS 50,000.00$ 50,000$ Subtotal 562,252$

Plantings / LandscapingBuffer Plantings 18800 sf 18.00$ 338,400$ Lawn Areas (includes topsoil, seed, fertilize, mulch) 1783 sf 1.20$ 2,140$ Tall Grasses (wildflower meadow seed) 3026 sf 15.00$ 45,390$ Buffer Trees 100 each 1,200.00$ 120,000$ Allowance for Irrigation System 1 LS 50,000.00$ 50,000$ Subtotal 555,930$

Site FurnishingsGateway Feature at trail entrance off 61st Street 1 LS 20,000.00$ 20,000$ Bench (SRDC standard 4' long including concrete pad) 5 each 3,400.00$ 17,000$ Trash Receptacle (SRDC standard including concrete pad) 5 each 2,500.00$ 12,500$ Bike Racks (standard black U-racks) 5 each 750.00$ 3,750$ Pipe Railing (augered holes; handrail kit) 541 lf 122.00$ 66,002$ Chain Link Fence 2973 lf 60.00$ 178,380$ Interpretive Signs 2 each 5,000.00$ 10,000$ Subtotal 307,632$

Lighting & PowerField Box w/ Pad 1 each 20,000.00$ 20,000$ Light Standards (fixture, pole, & foundation) 48 each 5,000.00$ 240,833$ Conduit, Conductors, Trenching 2890 lf 40.00$ 115,600$ Subtotal 376,433$

Construction Bid Subtotal (2016$) 1,962,000$

Design Contingency 25% 490,500$

Construction Total (2016$) 2,452,500$

Notes(1) All costs are in 2016 dollars and should be escalated to the anticipated year of construction

(2) Construction Total does not include costs for design engineering/permitting, construction engineering, or right-of-way acquisition

Order-of-Magnitude Construction Cost EstimateSchuylkill Trail Feasibility Study, Bartram's to Passyunk - PHASE 1

Philadelphia, PennsylvaniaJanuary, 2015

Urban Engineers, Inc. 1

Phase I Contingency

Phase. II Contingency

25

Part Five

Next Steps: Further Surveys, Studies, Testing, and Engineering

The concepts and recommendations presented in this plan were developed in accordance with current planning and design guidance, but are not fully engineered. Implementation of the trail extension will require further engineering and study to refine design elements related to alignment, right of way and property ownership, drainage/stormwater management, environmental permitting, soil properties, landscaping, and utilities. Along with the overall design engineering effort for the trail, it is anticipated that further study will be needed as follows: A topographic site survey and field investigation to confirm

shoreline/bank conditions Geotechnical analysis will likely be necessary to evaluate

soil properties, particularly in the vicinity of the proposed retaining walls (Phases I and 2)

Hydraulic analysis may be necessary for an approximately 500 long segment of the trail between 56th Street and 58th Street to confirm that the project will not increase the 100-year floodplain

Comprehensive recommendations for additional environmental testing are outlined in the Phase I ESA (Companion Document)

Depending on the projects funding source, additional studies may be necessary to fulfill regulatory requirements.

Acknowledgements

This project would not have been possible without a large amount of assistance throughout the process by the Steering Committee and SRDC Staff. The project has been a collaborative effort from start to finish. We would like to take the time to thank and acknowledge the following staff, stakeholders and committee members for their participation: Schuylkill River Development Corporation (SRDC) Joseph Syrnick, Lane Fike, Danielle Gray, and Zoe Axelrod

Philadelphia Industrial Development Corporation (PIDC)Tom Dalfo, Senior Vice President, Real Estate ServicesKate McNamara, Vice President, Real Estate Services

Mayors Office of Transportation & UtilitiesJeannette Brugger, AICP, Bicycle & Pedestrian Coordinator

Philadelphia City Planning Commission David Kanthor, Transportation Planner

Philadelphia Parks & Recreation, Planning, Preservation & Property Management DivisionRob Armstrong, Preservation & Capital Projects Manager

Funding for this project was provided by the following programs:

Coastal Zone Management Program, funded by NOAA and administered by PA DEP

National Fish and Wildlife Foundation Environmental Solutions for Communities Program

US EPA Region III Urban Waters Small Grant Program

PA DCNR Community Conservation Partnerships Program

Figure and Image Credits

1. Pictometry, Overlay graphics by KSK2. http://bartramsgarden.org/explore-bartrams/bartrams-

mile/3. Andropogon Associates4. Urban Engineers5. KSK Architects Planners Historians, Inc.6. City of Philadelphia, Department of Streets7. Urban Engineers8. KSK Architects Planners Historians, Inc.9. Conservation Matters, LLC10. KSK Architects Planners Historians, Inc.11. KSK Architects Planners Historians, Inc.12. Pictometry, Overlay graphics by KSK13. KSK Architects Planners Historians, Inc.14. Urban Engineers15. KSK Architects Planners Historians, Inc.16. KSK Architects Planners Historians, Inc.17. KSK Architects Planners Historians, Inc.18. KSK Architects Planners Historians, Inc.19. Urban Engineers20. KSK Architects Planners Historians, Inc.21. KSK Architects Planners Historians, Inc.22. http://www.peopleforbikes.org/23. http://nacto.org/treatment/raised-cycle-tracks/24. http://sdotblog.seattle.gov/2014/05/15/broadways-

artful-bike-bollards-and-power-poles/25. http://bfw.org/2011/10/25/first-raised-bike-lane-in-

wisconsin/26. https://lxtxiuting.files.wordpress.

com/2014/12/08fa8c53c0af5d2deb793ee0ae270881.jpg

27. Pictometry, Overlay graphics by KSK

Section A. KSK/Urban Engineers Section B. KSK/Urban EngineersSection C. KSK/Urban Engineers

26

ENLARGED PHASE I ILLUSTRATIVE PLAN, SECTIONS, AND RENDERING

A B

27

Design Ideas



EXISTING GRADE

24 WIDE ACCESS ROAD


8 HIGH FENCE

Section BSection A

SRDC Schuylkill River Trail Feasibility Study, Bartrams to PassyunkSchuylkill River Development Corporation KSK Architects Planners Historians, Inc. Urban Engineers, Inc. Conservation Matters, LLC.