Philadelphia’s Spring Garden St. Greenway Master Plan

7/29/2019 Philadelphias Spring Garden St. Greenway Master Plan

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June 2013

rEIMAGINED

THE


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The Pennsylvania Environmental Council (PEC) is one of thestates leading environmental organizations and has beenprotecting and restoring natural and built environmentsthrough innovation, collaboration, education, and advocacyfor over 40 years. One of PECs major initiatives has beendeveloping greenway corridors throughout the GreaterPhiladelphia area. The Spring Garden Street Greenway isone of the latest projects which PEC has been engagedin to add to Pennsylvanias green infrastructure.

This project was financed in part by a grant from theCommunity Conservation Partnerships Program, EnvironmentalStewardship Fund, under the administration of the PennsylvaniaDepartment of Conservation and Natural Resources, Bureauof Recreation and Conservation. Funding from the WilliamPenn Foundation and Delaware Valley Regional PlanningCommissions Regional Trails Fund also supported this project.

Consultant TeamPEC Team

Contact Information

Sam Schwartz Engineering

Birdsall Services Group

Interface StudioReal Estate Strategies

Traffic Planning and Design

Devine + Partners

Patrick Starr

Spencer Finch

Jeff Knowles

(215) 545-4570

www.SpringGardenStreetGreenway.com

1315 Walnut Street, Ste. 532

Philadelphia, PA 19107

thethe

A ProudMember

of:


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Why Spring Garden Street? 4

History & Context 10

Public & Stakeholder Outreach 13

Selection of the Median Greenway 17

Design Features & Components 20

Design Functionality 28

Costs & Benefts 34

Implementation 36

Supporters 38

I

II

III

IV

V

VI

VII

VIII

IX

Table of Contents


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2008

Calais, ME to Key West, FL 3000 miles

Durham

Newark

The 2.1-mile Spring Garden Street Greenway (SGSG) will connect two existingand developing riverfront trail systems along the Delaware and Schuylkill rivers.At its western end, SGSG will link to the Schuylkill River Trail via PennsylvaniaAvenue while the greenway will join with the developing Delaware River Trailat Columbus Boulevard/Delaware Avenue on the eastern end. The greenway

will be central Philadelphias link in the East Coast Greenway, a bikeway underdevelopment running 3,000 miles from Maine to Florida. SGSG will add to theregions growing trail network, known as The Circuit. When complete, The Circuitwill include 750 miles of bicycle and pedestrian trails in Greater Philadelphia; over250 miles are complete, and another 50 miles are currently under development.

Why Spring Garden Street?I.

Philadelphia


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Pennsylvania Environmental Councils (PEC) involvement with SpringGarden Street started four years ago with two key questions:

To New Brunswick,Newark, and NYC

To Wilmington, Baltimore,and Washington, DC

To Harrisburg

To Reading, Pottsville &Appalach ian Tr.

To Bethlehem

To Easton, the Poconos &

Wilkes-Barre

To Bridgeton

CHESTERVALLEYEXTENSION

CHESTERVALLEYTRAIL

BRANDYWINETRAIL

STRUBLETRAIL CYNWYD

TRAIL

PEMBERTONTRAIL

DELAWARERIVERHERITAGETRAIL

WISSAHICKONTRAIL

LIBERTYBELLTRAIL

EASTBRANCHPERKIOMEN

MERCHANTVILLETRAIL

JOHNHEINZNWRTRAIL

SKIPPACKTRAIL

CROSSCOUNTYTRAIL

FORGETOREFUGETR.

CHESTERVALLEYTRAIL

DOYLESTOWN-NEW HOPECONNECTOR

TIDALSCHUYLTR

COBBS(ECG)

MONROETWP.BIKEPATH

GLOUCESTERCOUNTYLIGHTRAIL W/ TRAIL

COOPERRIVERTRAIL

EASTALANTICBIKEWAY

RANCOCASGREENWAY

KINKORATRAIL

D&RCANAL(ECG)D&RTOWPATH

NESHAMINYCREEK

STRUBLETRAIL

UWCHLANTRAIL

SCHUYLKILLRIVERTRAIL(SRT)

PERKIOMENTRAIL

LIBERTYBELLTRAIL

D&L TRAIL

EASTCOASTGREENWAY

DELAWARERIVERHERITAGETRAIL

BRIDGETONRAILTRAIL

LAWRENCE-HOPEWELLTRAIL

BLACKWOODRAILTRAIL

OCTORARATRAIL

DARBYCREEKTRAIL

RADNORTRAIL

EASTCOASTGREENWAY

TOOKANY-TACONY

PENNYPACKTRAIL

POWERLINETRAIL

202PARKWAY

TRAIL

D& LTRAIL

D& LTRAIL(ECG)

SRT

SRT ECG

SRT/ECG

the

CHESTERCREEKTRAIL

CRESHEIMVALLEY

NEWTOWNSQRBRANCHTRAIL

Ma y 2 0 1 2

0 105

PHOENIXVILLE

POTTSTOWN

DOWNINGTOWN

DOYLESTOWN

NEW HOPE

QUAKERTOWN

GLASSBORO

BURLINGTON

TRENTON

PRINCETON

MT. HOLLY

BURLINGTON

CAMDEN

MERCER

BUCKS

DELAWARECHESTER

Existing Trails

Planned Trails

Trai ls in P rogress

Spring Garden Street Greenway, a link in the East Coast Greenway, will be the main Circuit connection across

Center City Philadelphia linking the Schuylkill River Trail and the developing Delaware River Trail.

In 2009, PEC conducted the Center City Greenway Feasibility Study to answer these questions. Thestudy concluded that a greenway along Spring Garden Street was the best option. Spring GardenStreet is an existing east-west bicycle route with standard bike lanes and unique in the Center Cityarea has space within the right-of-way for a greenway. The connection to both riverfronts is clear anddirect and is well known by local bicyclists. SGSG will improve the driving experience for motorists,maintain parking, andwith reconstruction of the medianthe route will provide a fully separatedgreenway experience for a variety of users. The feasibility study identified Spring Garden Street as thepreferred location for a greenway and began the process of realizing Spring Garden Streets potentialto be a more complete street that better serves those traveling via foot, bicycle, car, bus, or train.

1. How best to connect our regions growing trail network

2. How best to connect Philadelphias two riverfronts in the densest part of the region


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SGSG will transform Spring Garden Street into one of the most vibrant streetsand commercial corridors in Philadelphia, while also making it a calmer andsafer street to drive, bike, and walk. Spring Garden Street will act as a linearpark and urban trail within central Philadelphia with a new bikeway separatedfrom vehicular traffic. SGSG will offer additional recreation and commutingspace for walkers, joggers, and cyclists. It will sustainably manage stormwaterrunoff, connect neighborhoods, and catalyze economic investment.


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SGSG will not only connect communities to eachother and the rest of the city, but it will benefit usersby providing a safe and enjoyable connection tolarge natural resources such as Fairmount Park,Boathouse Row, and Kelly Drive on the west end,and the Delaware River, Penns Landing, andthe new Race Street Pier to the east. SGSG willalso connect many of the citys signature culturalattractions and destinations, such as the PhiladelphiaMuseum of Art, the Philadelphia Zoo, the FairmountWaterworks, the new Barnes Foundation Museum,

the Edgar Allan Poe House, the German Society,the Festival Pier, Chinatown, the IndependenceSeaport Museum, and the Convention CenterDistrict. The greenways proximity to high densityneighborhoods and its link between two majortrails creates the potential for SGSG to becomeone of Pennsylvanias most heavily used trails.

The visionBy making thoughtful physical changes to Spring Garden Street, we can create aplace where more people can safely travel, work, live, shop, and recreate.

Greenway


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Proposed,

Spring Garden v

Project Goals

RECREATION & HEALTHYLIFESTYLES

Make it easier for peopleto get outside and exercisenear where they live andwork by providing a greendestination for walking, strolling,skateboarding, rollerblading, andbiking between the Schuylkilland Delaware River Trails.

TRANSPORTATION

Increase safety and accessibilityfor drivers, walkers, bicyclists,and transit riders.

ECONOMIC INVESTMENT

Encourage reinvestmentand support existing

businesses by bringingcustomers to the corridor.

COMMUNITYDEVELOPMENT

Become the front door todiverse communities.

BEAUTIFICATION

Beautify the street through newlandscaping and trees to provideshade and help meet the Citysstormwater management goals.


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A protected, landscaped bikeway within the streets median

Pedestrian amenities, including reconstruction of substandardsidewalks, curb extensions at corners, and pedestrian refuge islands

New street trees and landscaping, street furniture, and lighting

State-of-the-art synchronized traffic signals to expedite traffic

Improved SEPTA bus operations and access

A subsurface stormwater storage and infiltration system

Transformed Spring Garden Street

The conceptual design phase of the project began in June 2011. It has involvedover 1,600 hours of engineering and planning consulting time, three publicmeetings, and three Steering Committee meetings. The Steering Committeeincludes key stakeholders, such as local and state government agencies, bicycleand pedestrian advocacy organizations, neighborhood groups, businesses,and cultural institutions (see Supporters section on page 38). At each step inthe project, PEC consulted with the Steering Committee for review and input.The Mayors Office of Transportation and Utilities, the Philadelphia Water andStreets departments, and the Pennsylvania Department of Transportation(PennDOT) have also provided valuable on-going input to the process.


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History &Context

II.

PEC invited noted historic

preservationist and local trails

expert Bob Thomas of CampbellThomas and Company to provide a

brief history of Spring Garden Street

specifically for the project.

In the 19th century, Spring Garden Street was an elegant,leafy boulevard that accommodated an interesting mix ofuses. It had little through traffic since it extended only from6th Street to the reservoir atop Fairmount Park where thePhiladelphia Art Museum stands today. The early predecessorof the Spring Garden Bridge, a suspension bridge knownas the Wire Bridge, linked instead to Callowhill Street.

There was a huge landscaped median with sculpture, ironfencing, trees, and fountains on the blocks from 6th to Franklinstreets, and from 12th to Broad streets. Market sheds, likethose on 2nd Street in Society Hill, extended all the wayfrom Franklin to 12th streets. In this area, instead of six lanesof traffic as there are today (including turn lanes), therewere only two lanes on each side of the broad median.

Many important institutions churches, schools, and societies lined Spring Garden Street, particularly east of BroadStreet. The German Society of Pennsylvania, featured in thephotograph below, is an excellent example which remains.The street hosted its share of industry as well, ranging fromthe Baldwin Locomotive Works to later examples such as theU.S. Mint, now part of the Community College of Philadelphia.

German Society


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With the great period of industrialization following the CivilWar, many of the nouveau-riche, being rejected from more

established areas such as Rittenhouse Square, settledin North Philadelphia. Spring Garden Street thus saw thedevelopment of the huge brownstones and other elegantmansions west of Broad Street, many of which survivetoday as part of The Spring Garden Historic District.

The cross section of western Spring Garden Street resembledCommonwealth Avenue in Boston broad sidewalks, richlylandscaped front gardens (a few of which survive today),ornate iron fencing, and a grand mix of facades featuringelaborate brickwork, brownstone, marble, and limestone.Elegant stairways, complex bay windows, and richly

detailed dormers are found on many of these mansions.

[21st & Spring Garden]

[Ridge & Spring Garden] [4th & Spring Garden]

But what happened to the street inthe 20th century? With the building ofthe Delaware River Bridge (now theBenjamin Franklin Bridge) in the 1920s,plans were drawn and then executed forinner and outer rings of circulator roads.Spring Garden Street was selected for

this system because of its wide right-of-way. Its green medians were turnedover to heavy motorized traffic. Manyof the wealthy residents migrated toquieter, more suburban locales, andmany of the grand homes were dividedinto apartments. Iron fencing was soldoff or donated to war efforts, frontgardens were paved over, and maturetrees were not replaced. The greenboulevard became a noisy urban arterial.


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2

Other issues that affectSpring Garden Street:

Vacant lots, abandoned buildings, or blankwalls line 49% of the street

Neighborhoods disconnected from each other

Psychological barrier/safety/security

Combined sewer overows

Substandard trafc signals

Decrepit sidewalks

Largely forgotten history (allay of trees, fountains, statues)

History & Context

These issues give way to opportunities: Real estate redevelopment, such as at the former State Office Building

New businesses (for example, Union Transfer)

Existing intersecting initiatives (North Broad vision plan, conversion of theReading Viaduct to a linear park, Delaware River Waterfront Corporations(DRWC) plan for the central Delaware River waterfront, casino development)

Existing Institutions (Philadelphia Museum of Art, CommunityCollege of Philadelphia, Social Security Administration, PhiladelphiaFire Marshall, Edgar Allan Poe National Historic Site)

Strong neighborhood leadership

Existing Conditions


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The SGSG design is the result of a process that included

extensive public and stakeholder outreach:

Mayors Office of Transportationand Utilities

Philadelphia Streets Department

Philadelphia Water Department

Philadelphia Parks andRecreation Department

Philadelphia City PlanningCommission

Mayors Office of Sustainability

Delaware Valley RegionalPlanning Commission

Pennsylvania Departmentof Transportation

Southeastern PennsylvaniaTransportation Authority

Pennsylvania Department ofConservation and Natural Resources

Delaware River Waterfront Corporation

Schuylkill River DevelopmentCorporation

Bicycle Coalition ofGreater Philadelphia

Center City District

Pennsylvania Horticultural Society

East Coast Greenway Alliance

At the start of the project, PECestablished a Steering Committeeof key government and non-governmental organization partners.PEC coordinated three criticalSteering Committee meetings

(August 3, 2011; November 8, 2011;and April 10, 2012) with the followingagencies and non-profit partners:

Steering Committee Starting in 2010, meetings with neighborhood leaders,

elected officials, and staff from several City of Philadelphiadepartments, including Streets, Water, Planning, MayorsOffice of Sustainability, and Parks and Recreation

In 2011 and 2012, over 25 individual meetings with propertyowners, businesses, schools, churches, and institutionslocated on Spring Garden Street and presented in front ofthe membership for each civic association on the corridor

Three community meetings along the corridor,

attended by over 350 people Over 500 posters, flyers, and postcards to

businesses and residents and placed in the spokesof bicycles along Spring Garden Street

Online presence through a project website(springgardengreenway.com), Twitter account(@SGSGreenway), and Facebook page (facebook.com/SpringGardenStreetGreenway, with 319 followers) with specifictools for users to register comments and share input

Community walkability audit

319

COMMUNITY WALKABILITY AUDIT

www.facebook.com/SpringGardenStreetGreenway

@SGSGreenway

springgardengreenway.com

Public &StakeholderOutreach

III.


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4

COMMUNITY MEETING 1: PROJECT BACKGROUND & CONTEXT

October 27, 2011 Community College of Philadelphia(1700 Spring Garden Street)

The project team presented the project background and context, including existingconditions and factors influencing the greenway design. Participants used stickerson a large-format poster map to indicate where they live, work, shop, and travel in thecorridor. They also filled out postcards to the future, an exercise used to determineparticipants vision for the future greenway. To help select a preferred designoption, participants indicated their opinions regarding two different design optionson inspiration boards with photographs of different greenway types and features.

postcards to the future


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December 6, 2011 German Society of Pennsylvania(611 Spring Garden Street)

The workshop focused primarily on the selection of a preferred design option.Participants worked through a series of exercises to express their opinionson the strengths and weaknesses of a curbside bikeway versus a medianbikeway from a number of different perspectives: that of a parent with astroller, a resident, a new business owner, a timid cyclist, and their personalperspective. A straw poll was conducted at the end of the workshop, withparticipants asked to indicate their preference for a curbside or medianbikeway; the vote was roughly evenly split, with no clear majority.

COMMUNITY MEETING 2 - DESIGN WORKSHOP


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6

June 20, 2012 Community College of Philadelphia(1700 Spring Garden Street)

The project team displayed large-format drawings of the selectedmedian-based greenway design, and project team members answeredquestions and discussed design details. The project team alsoprovided details about the selection of the median greenway, estimatedconstruction costs, and a potential implementation strategy.

COMMUNITY MEETING 3 - PRESENTATION OF FINAL DESIGN

Before

After


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Center City GreenwayFeasibility StudySummer 2009

PECs 2009 Center City Greenway Feasibility Study

identified two options for the greenway design: a

curbside option, in which a protected bikeway wouldbe created between the curb and parking lane, and

a median option, in which the median would be

expanded to incorporate a bikeway. An initial task

for the SGSG project was to evaluate both options in

detail and choose one to advance into a preliminary

design.

As part of the evaluation of the two options, thefollowing elements were analyzed in detail:

Potential for vehicle/bicycle conflict

Impact to parking supply

Pedestrian improvements

Impact on motor vehicles and bicyclesturning off of Spring Garden Street

Movements through and design of atypical locations,such as under the Reading Viaduct and I-95

Impact to bus operations

Mid-block conflicts at both side streets andcurb cuts and also analyzed curbside activities(deliveries, lunch trucks, and parking)

Underground utility conflicts and potentiallocations for stormwater structures

Design functionality, such as intuitivenessand adequate sight lines

Landscaping opportunities

The public and the Steering Committeeprovided input for the evaluation. At the

second public meeting on December 6,2011, participants identified the strengthsand weakness of each option and votedfor their preference. Attendees wereevenly split. Similarly, in an online surveyof the Steering Committee, neither optionwas clearly preferred over the other.

Further developing both optionsand conducting additional meetingswith key stakeholders helped guidethe project team toward a decision.

The median greenway had clearadvantages in the following areas:



Mid-block conflicts

Impact to parking supply

Utility conflicts

Locations for stormwater structures

Selection ofthe MedianGreenway

IV.


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8


The median design allows for consistent neckdowns,or curb extensions, at every corner along the corridor.The curbside design would vary at the corners, withfloating pedestrian refuges, floating bus bulbs, orstandard neckdowns, depending on the corner.

Mid-block conflicts

Vehicle/bicycle conflict points along thecorridor consist of intersections (bothsignalized and unsignalized) and curbcuts. The curbside option was foundto have 77 conflict points, while themedian option had 25. Of the medianconflict points, five of the 25 locationsare unsignalized intersections, fourof which are proposed to be closed

in the SGSG design (as discussedon page 29 in the Minor Intersectionsection), thus reducing the numberof median conflict points to 21.

Additionally, under the curbsideoption, the parking lane would bemoved approximately eight feet awayfrom the curb to accommodate thebikeway. This floating parking lanedoes not meet the current PennDOTrequirement that cars parallel park

against a curb and could have requiredthe construction of a second, lowercurb separating parallel-parked carsfrom the bikeway. This second curbwould increase the cost of the curbsideoption by several million dollars.

Utimately, the following factors led to the selection ofthe median-based bikeway as the preferred option


The median options impact on bus operations isless than the curbside option because bicyclists will

be significantly distanced from bus stops. With thecurbside option, bicyclists would ride between afloating bus bulb and the curb, resulting in a conflictpoint between bicyclists and bus passengers walkingto and from the bus bulb. (Bus bulbs are described indetail on page 33.) Furthermore, under the curbsideoption, the existing bus layover zone under I-95at the Southeastern Pennsylvania TransportationAuthority (SEPTA) Spring Garden Station wouldbe either eliminated or, given space constraints,bicyclists would have to cycle around buses on astandard bike lane, rather than a protected bikeway.This layout would result in a sub-standard facilitywith potential conflicts for both buses and cyclists.

Curbside Conceptual Rendering

Proposed Median Rendering


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Impact to Parking Supply

The addition of neckdowns and near-side bus bulbs may result in a negligiblereduction in parking spaces along thecorridor. There are approximately 720parking spaces on Spring Garden Streetand on the cross streets 50-feet to thenorth and south. With the implementationof SGSG, there would be approximately700 spaces. However, the parking supply

can be increased somewhat by replacingtraditional parking meters with kiosks,which allow for greater parking flexibility.

Utility conflicts and locationsfor stormwater structures

The design team analyzed Highway Supervisory Plans andPhiladelphia Water Department (PWD) Plans to determine thelocation of underground utilities. The team looked for areaswith few utility conflicts where stormwater storage and thenew bikeway could be co-located to avoid full reconstructionof the right-of-way. The team also avoided other relevantinfrastructure, such as train trestles and tunnel crossings.

In the curbside design option, there were significant utilityconflicts on the north side of Spring Garden Street onevery block as well as no areas suitable for the stormwaterstructures; on the south side of the street, only eight of25 blocks had appropriate areas. In the median designoption, 18 of 25 blocks had sufficient median space forstormwater structures; on the remaining seven blocks, thestructures could be located under the vehicle travel lanes.

Curbside utility conflicts were ultimately the fatal flaw forthe curbside option, as utility relocation costs and therisk of unexpected utility issues are likely significantlyhigher than they would be in the median option.Construction of stormwater structures requires significantreconstruction of the street regardless of their location,but the selection of the median option allows both theconstruction of the median bikeway and those structuresto occur in generally the same area at a lower cost.

Curbside Stormwater Management


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Maintain existing

vehicle capacity

Maintain turn

lanes and cross-

street access

Maintain parking

and curbside

loading zones

Limit impacts to

bus operations

Implement

a protected

bikeway

As one of central Philadelphias primary arterialstreets, Spring Garden Street serves a critical

transportation function for both through traffic andtraffic needing access to adjacent neighborhoods.

The current layout of Spring Garden Street typically alternatesby street block, with some blocks featuring a median(concrete or landscaped) and other blocks featuring left-turn lanes. On blocks with left-turn lanes, a concrete striptypically separates the left-turn lanes from on-coming traffic.The streets curb-to-curb width varies on either side of BroadStreet. Spring Garden Street is 80 feet wide to the west ofBroad Street and 88 feet wide east of Broad Street. The streetincludes two travel lanes in each direction for through traffic.

Existing]

The following assumptions guided the design process:

In general, the SGSG design followsa context-sensitive, Complete Street

approach. A Complete Street designaccommodates all potential users andserves multiple functions, consistentwith adjacent land uses. In the case ofSGSG, pedestrians will feel safer andmore comfortable walking, the bikewaydesign will attract a wider range ofbicyclists, stormwater will be managedin a more sustainable manner, busaccess and operations will be improved,and vehicle access and connectivity

will be maintained for motorists.

DesignFeatures &Components

V.

Early in theprocess, retentionof the streets fourtravel lanes was

deemed essentialgiven its relativelyhigh traffic volumes.

Impacts to theareas street grid,connectivity, andthe functionality

of the streetfor vehiculartraffic shouldbe minimized.

Parking demandin the area isrelatively high,and stakeholders

requested nosignificantreduction inparking.

Spring GardenStreet is a heavilyused bus corridorwhere bus

operations andaccess shouldbe maintainedor enhanced.

The bikeway shouldbe above thegrade of vehicletravel lanes and

separated fromadjacent vehiculartraffic by curbsand landscaping(exceptions to thisare described onpages 24 and 25).


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Conform the design to the following

dimensions:

Maintain

sidewalk width

Limit impacts to city services and

curbside activity

[Proposed]

What could Spring GardenStreet look like?

General design details forthe greenway segments eastand west of Broad Street,followed by additional detailsfor atypical locations, such asthe connection to ColumbusBoulevard/Delaware Avenue

Minimum 10-foot-wide bikeway withminimum 5-foot-wide buffer between thebikeway and vehicle lanes (exceptionsto this are described in the West

of Broad] section on page 22).

11-foot-wide travel lanes, reducedto 10 feet in certain locations ifthere is no adjacent curb.

10-foot-wide left-turn lanes.

8-foot-wide curbside parking lanes(exceptions to this are described in the[West of Broad] section on page 22).

West of BroadStreet, sidewalksare typically 20feet wide, although

the effective widthis usually lessgiven the presenceof street trees,building stoops,etc.; sidewalkseast of BroadStreet are typically16 feet wide.

The design should not hinder refusecollection, street sweeping, and snowremoval. Curbside access should bemaintained for the numerous food trucks

serving customers from businessesand institutions along the corridor.


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2

The design for the 0.8-mile section of Spring Garden Street west of Broad Street, which is 80 feet

wide, is as follows:

Blocks without left-turn lanes

A 20-foot-wide raised medianencompassing a 10-foot-wide bikewaywith five-foot-wide landscaped buffers

between the bikeway and travel lanes Two eight-foot-wide parking lanes

and four 11-foot-wide travel lanes

Blocks with left-turn lanes

Mid-block sections are similar to theabove, with a raised and landscapedmedian bikeway. Adjacent to the turnlanes, space is more constrained andthe bikeway is at-grade, separatedfrom adjacent travel lanes by a stripedbuffer and flexible plastic posts

These blocks also include twoseven-foot-wide parking lanes andfour 10-foot-wide travel lanes

[West of Broad]

[West of Broad]


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For the 1.3-mile section of Spring Garden Street east of Broad Street, which is 88 feet in width, the

design is as follows:

Blocks without left-turn lanes

A 28-foot-wide raised median,encompassing a 12-foot-wide bikewaywith eight-foot-wide landscaped buffers

between the bikeway and travel lanes Two eight-foot-wide parking lanes

and four 11-foot-wide travel lanes

16-foot-wide sidewalks

[East of Broad]

Blocks with left-turn lanes

A 20-foot-wide raised median,encompassing a 10-foot-wide bikewaywith five-foot-wide landscaped buffersbetween the bikeway and travel lanes

Two eight-foot-wide parking lanes,two 11-foot-wide travel lanes, two10-foot-wide travel lanes, andone 10-foot-wide turning lane

16-foot-wide sidewalks

[East of Broad]


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4

Dedicated bus lanes fromFront Street to 2nd Street

Given that the street is constrained bythe I-95 bridge supports, the bikeway atthis location is at-grade, separated fromadjacent vehicle traffic by a three-footstriped buffer and flexible plastic posts.

Sixteen-foot-wide sidewalks (asin the existing condition)

Connection to Columbus Boulevard/Delaware Avenue

Since Columbus Boulevard/Delaware Avenue has an existing bike lane and a proposed north-south greenway on the east side of the street, the SGSG design features a number of treatments tofacilitate the movement of bicyclists through the intersection and between these bicycle routes:

Interstate 95/Spring Garden Station

The existing configuration and proposed design of SGSG at the I-95 underpass are shown inthe figures below. The Spring Garden Station on the SEPTA Market-Frankford Line is located atthe I-95 underpass. To accommodate the large number of pedestrians attracted to this SEPTA

bus and Market El transfer point, the design at this location includes the following:

For bicyclists turning from southbound Delaware Avenue ontowestbound SGSG, a bike box positions them ahead of vehiculartraffic, and bicycle intersection markings guide them to SGSG.

For bicyclists turning from SGSG to southboundColumbus Boulevard, a bike box facilitates theirmovement to the right side of the street.

Eastbound bicyclists seeking the northbound bike lane onDelaware Avenue or the future greenway on the east side ofDelaware Avenue would cross the intersection on a separatebicycle signal phase. High-visibility bicycle intersectionmarkings (chevrons and peg-a-traks) would guide bicyclistsacross the intersection and alert motorists to their presence.

Westbound bicyclists traveling from northbound ColumbusBoulevard would cross the intersection in a similar manner.

EXISTING CONDITIONS MEDIAN DESIGN


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Reading Viaduct

The right-of-way at this location (between9th and 10th streets) is particularlyconstrained, yet the design still maintainsfour 11- to 12-foot-wide travel lanes,accommodates left turns for motorists,includes a protected bikeway, andretains sidewalks. All vehicular traffic,except for left-turning vehicles, usesthe two outer tunnels of the viaduct.

The greenway continues through thecenter tunnel, along with left-turningvehicles. Sidewalks are narrowed inthe outer tunnels to accommodate twotravel lanes, while maintaining sufficientwidth for pedestrians. In addition, theoutside travel lanes adjacent to thesidewalks are moved closer to thecenters of two outer tunnels, wherethe tunnel height is highest; thusclearance is improved for tall trucks.

Connection toPennsylvania Avenue

At Pennsylvania Avenue, a number ofdesign features facilitate the movementof bicyclists to and from the medianbikeway through the intersection:

For westbound bicyclists headingtowards the Eakins Oval, a bike boxfacilitates their movement from themedian bikeway to the right side of thestreet. Bicycle intersection markingsguide riders through the intersection.

For eastbound bicyclists riding

from the Eakins Oval, a bike boxfacilitates their movement from theright side to the left side of the street.Bicycle intersection markings guideriders into the median greenway.

EXISTING CONDITIONS


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6

dry weather the pipe contains only sewage, whichflows into water treatment plants. When it rains,however, stormwater falling on the surface runsinto storm inlets and is added to the system.This eventually fills the pipes beyond theircapacity and as a result, some of this sewage-stormwater is discharged directly into local riversand streams through an overflow system.

The proposed SGSG stormwater managementsystem will capture up to 1.5 inches of rainfall anddivert it to an alternative drain system. Basedon current City design standards, rainfall will becaptured via green inlets. Green inlets are locatedupslope of existing inlets where they can divertand intercept runoff into a subsurface trenchsystem. The subsurface trench system retains andinfiltrates stormwater rather than allowing it to flowdirectly into the combined sewer system. A typicalsubsurface system trench will be under the center

of the street on each block, and about 208 feetlong, nine feet wide, and four feet deep. The trenchis filled with stone and wrapped in a permeablegeotextile liner; stormwater fills the voids betweenthe stones. When rainfall exceeds 1.5 inchesand fills the alternative drain system to capacity,curbside stormwater would flow past the now fullgreen inlets and into the existing corner inlets.

Stormwater Management

The SGSG approach to landscaping reflects anideal marriage of beautification and stormwatermanagement and complements PECs intentto create a world-class greenway design. TheSGSG design takes an innovative and integratedapproach by incorporating stormwater managementtechniques into the streets redesign. Thisapproach improves infrastructure sustainabilityand assists PWD in meeting city-wide goals ofreducing stormwater flows into the sewer system.

SGSG will incorporate tree trenches and raingardens as stormwater features. Tree trencheswill appear to be conventional on the surface,but will store rainwater below the sidewalk inspecially designed trenches shared by multiplestreet trees. This available water will make forhealthier trees and reduce the amount of runoffthat burdens the sewer system. Rain gardenswill be incorporated into expanded curbs atintersections. These gardens will capture waterthrough plants, soil, and gravel and slow the flow ofwater into the sewer system. The gardens will alsoprovide attractive landscaping for the corridor.

The SGSG design also includes undergroundstructures to reduce the volume of stormwaterflowing to the sewer system. The SGSG stormwatersystem will retain runoff from Spring Garden Streetand its sidewalks. At the request of PWD, the systemwill also handle runoff from adjacent side streets andcould accommodate future connections, such as inredeveloped vacant lots. As shown in the figure onthe right, Spring Garden Street is located near thetop of its sewer drainage area, making it ideal forcapturing stormwater before it overloads the system.

Most Philadelphia streets are crowned, or sloped,in order to drain stormwater from the center ofthe street to the curb and then into drainageinlets at the downslope corner of each block.Similarly, sidewalks generally slope towards thestreet, allowing stormwater to drain to the curband into the same inlets. These corner inletsthen connect to a local collection system thatconnects to the larger, regional collection system.

In a combined sewer system, which is commonin many older cities such as Philadelphia, thestormwater collection system handles bothstormwater and sewage in the same pipes. During


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The system envisioned for Spring GardenStreet would capture 126,000 cubic feetof stormwater falling over 1,008,000square feet, helping implement the CitysGreen City, Clean Waters plan. Thatsa surface area equivalent to 21 footballfields with the volume of approximately1 Olympic-size swimming pools!

Green City, Clean Waters

The benefits of building this new system are clear: the

project would help prevent combined sewer overflow

events that pollute Philadelphias rivers and cause

flooding at the same time making Spring Garden

one of the greenest, most livable streets in the city.


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8

Narrower travel lanes

To accommodate the expanded median with abikeway and landscaped buffers, the width ofthrough travel lanes east of Broad Street would benarrowed from 12 feet to 10 or 11 feet, dependingthe presence of left-turn lanes. Reduced lanewidths have been shown to reduce vehicle speedsand improve safety. West of Broad Street, existing

10- and 11-foot-wide lanes are maintained.

Neckdowns

Neckdowns would be provided at eachintersection along the corridor. These designfeatures would effectively reduce pedestriancrossing distances, reduce pedestrian exposureto vehicles, and slow the speed of turningvehicles. Turning radii remain sufficient to still

allow larger vehicles to turn the street corners.

Motor Vehicles

Given that four travel lanes and nearly all left-turn lanes are maintained in the

SGSG design, future motor vehicle operations on the corridor are similar to

existing conditions. The project team, however, proposed a number of traffic

calming treatments and signal modifications to improve safety on the street.

Modifications affecting motorists include the following:

Left-turn bay length

In order to maximize the mid-block space for thelandscaped, above-grade bikeway, left-turn bays

are shortened to the minimum length necessaryto accommodate peak volumes of left-turningvehicles. Preliminary analysis of five left-turn baysindicates that the turn bay lengths may generallybe reduced without negatively impacting trafficoperations. For instance, the westbound left-turnlane at 21st Street and the eastbound left-turn and at22nd street, both which are currently 200 feet, couldbe shortened to 105 feet and 125 feet respectivelybased on analysis of peak hour queue lengths.

Motor Vehicles Bicycles Pedestrians BusesDesignFunctionality

VI.

A

B

C

D

A D

B

C

Improved pedestrian crossing times

The signal timing at each intersection would bemodified to provide the recommended pedestriancrossing time per the latest updates to the Manualon Uniform Traffic Control Devices (MUTCD), whichassumes an average walking speed of 3.5 feetper second. The signal cycle lengths along thecorridor would be increased at most intersectionsfrom 60 seconds to 90 seconds. For the streetsegment between Broad Street and 12th Street/Ridge Avenue, the cycle length would increase to120 seconds due to higher cross-street volumes,additional signal phases, and longer crossingtimes (existing cycle varies between 60 and 120

seconds, depending on the intersection).


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Signal Progression

Although a few intersections on SpringGarden Street are coordinated, currentlyit appears that the traffic signalsgenerally operate independently ofeach other and that the timing is notdesigned to minimize travel time orvehicle delay. SGSG will allow for signaltiming to be adjusted and coordinatedto improve the traffic flow and traveltimes on the corridor for both vehiclesand bicyclists. Signal timing makesit possible to travel through severalintersections without encountering a redlight. The signal coordination analysisfor SGSG is based on an assumedvehicle travel speed of 26 mph (thespeed limit on Spring Garden Street is

25 mph) and a bicycle speed of 13 mph.

Left-turn traffic signalization

Left-turn signals generally operate with protected-permitted left-turn phasing. This means that vehicles can turn left from SpringGarden Street during one of two phases: (1) the protected phasein which motorists have a left-turn arrow, or (2) the subsequentphase in which they are permitted to turn left after yielding tooncoming through traffic once the turn arrow changes to a solidgreen light. With implementation of the median bikeway, theleft-turn phasing would be modified from protected-permittedto a protected left-turn phase in order to protect cyclistsfrom vehicles turning left across the bikeway. Bicyclists andopposing through traffic would stop while vehicles turn leftfrom Spring Garden Street, and eastbound and westboundleft-turning vehicles would be stopped when bicyclists andthrough traffic have a green light. Eliminating the permittedleft-turn phase results would delay left-turning vehicles, but

at an acceptable level based on level of service standards.

Parking

The addition of neckdowns and near-side bus bulbs may result in a negligiblereduction in parking spaces alongthe corridor. There are approximately720 parking spaces on Spring GardenStreet and on the cross streets 50feet to the north and south. With theimplementation of SGSG, there wouldbe approximately 680 spaces. However,the parking supply can be increasedsomewhat by replacing traditionalparking meters with kiosks, whichallow for greater parking flexibility.

Minor intersection closure/signalization

To protect bicyclists from vehicles turning left across thebikeway, left turns by vehicles would be allowed at signalizedintersections only where they have a protected left-turnphase, as described previously. While almost all of the SpringGarden Street intersections are signalized, left turns arecurrently permitted from eastbound Spring Garden Street atfive unsignalized minor intersections east of Broad Street:Beach Street, Front Street, Hope Street, American Street,and Marshall Court. Under the proposed SGSG design, theFront Street intersection would be signalized and the leftturn maintained. At the other minor streets, the intersectionswould be closed to left-turning vehicles from eastbound

Spring Garden Street, resulting in minimal traffic impact.

E

F

G

H

F

G

H

E


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0

Bicycles

Would use the bikewaysright-turn bay to position

themselves away

from the travel path of

through bicyclists.

Move to the bike box in the vehicle left-turn bay whenthe left-turn signal is red and the cross-street signal is

green (i.e., not yellow). And then, when the left-turn signal

is green, turn left in advance of left-turning vehicles.

When the signal for Spring

Garden Street turns red

and the cross street turns

green, bicyclists would

use the bike box to move

towards the sidewalk and

complete their right turn

onto the cross street.

If the signal for through traffic on Spring Garden Street is

green, move to the bicycle queue box within the intersection.

When the cross-street signal turns green, complete the left

turn by proceeding through the intersection. This movement

is known as a two-stage left turn or a Copenhagen left.

Bicyclists turning rightBicyclists turning left (Two Options)

For bicyclists turning from the bikeway to a side street, the design includes

several features to facilitate this movement:

The SGSG project would widen the existing median of Spring Garden Street

by removing the existing bike lanes and narrowing the vehicle travel lanes.

The median would include a 10- to 12-foot-wide bikeway, separated fromadjacent travel lanes by five- to eight-foot-wide landscaped buffers or, on

the blocks west of Broad Street with left-turn lanes, three-foot-wide striped

buffers with flexible plastic posts.

A B


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The SGSG design includes high visibility bicycle intersectionmarkings (chevrons and peg-a-traks) to facilitate bicyclistsmovement through the intersection and to alert motorists

to watch for bicyclists within the intersection.

There are a number of existing bicycle routes thatintersect Spring Garden Street at several cross streets,and additional cross-street bicycle routes are identifiedfor future implementation in the Citys bicycle masterplan. The SGSG design includes bicycle intersectionmarkings for these cross-street bicycle routes at ColumbusBoulevard/Delaware Avenue; 2nd, 5th, 6th, 11th, 13th,

15th, 21st, and 22nd streets; and Ridge Avenue.

A

B


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2

Pedestrians

The SGSG design incorporates numerous features to

improve the corridors appeal, comfort, and safety for

pedestrians, including the following:

High-visibility crosswalks to alertdrivers to be aware of pedestrians

Relocation of vehicle stop bars to10 feet in advance of crosswalks toimprove pedestrian visibility and reduce

vehicle encroachment into crosswalks

Replacement of substandard, broken,or missing sidewalks and reconstructionof all corners to make them compliantwith the Americans with Disabilities Act

Neckdowns would be provided at eachintersection along the corridor. Thesedesign features would effectively reducepedestrian crossing distances, reduce

pedestrian exposure to vehicles, andslow the speed of turning vehicles.

Pedestrian refuge islands east of Broad Street, where the streetis wider these islands are effectively median extensionsthat provide waiting space for pedestrians who may nothave time to fully cross the street in one signal phase

Retiming of traffic signals to MUTCD pedestrian standards,described above (see Motor Vehicles section, page 28)

New street trees and landscaping

New lighting to improve safety and security forbusinesses, residents, motorists and greenway users

In addition, the traffic calming effect of other elements in the design (narrowed travel lanes, expandedmedian, etc.) should reduce vehicle speeds. A pedestrians mortality risk in a crash increases exponentiallywith vehicle speed, and even a small vehicle speed reduction can significantly improve pedestrian safety.

A

E

F

B

C

D

C G

E

A

D

B

F

H

G

H

Crosswalks

Vehicle Stop Bars

Sidewalk Safety

NeckdownsLandscape

Lighting

Traffic Signals

Refuge Islands


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A

B

BA

Buses

SEPTA bus route 43follows the length of Spring Garden Street. Additionally,

other bus routes travel on shorter segments of the street, with numerous

routes crossing Spring Garden Street on intersecting streets. The SGSGdesign includes several design features intended to improve bus operations

on the street.

SEPTARoute43

Currently, buses maneuver from the outside travel lane tocurbside bus stops. Many of the no-parking zones withinthe bus stops are too short for buses to properly accessthe bus stop. With the bus at an angle to the curb, ratherthan parallel to it, boarding and exiting the bus can be

inconvenient, particularly for those with disabilities. It alsotakes time for buses to maneuver in and out of stops.

Bus Bulbs

To address these issues, the SGSG design includesbus bulbs at the bus stops along the corridor. Busbulbs effectively extend the sidewalk into the busstop/curbside parking lane, allowing buses to pullclose to the bus stop without maneuvering out ofthe travel lane. This speeds bus travel and allows forconvenient and efficient boarding and exiting of the

bus, as the side of the bus is flush with the curb.

As shown in the above figure, the bus bulbs arelocated at the existing bus stops on the near side of theintersection. While not included in the design due tostakeholder concerns, relocating the bus stops to thefar side is generally considered a best practice amongtransit planners and could improve bus operations byreducing bus delay at red lights. Bus stop consolidationcan further improve bus speeds by removing five lowridership stops of the 24 existing bus stops on SpringGarden Street at 6th, 9th, 13th, 18th, and 21st streets.

Bus Lay-By Area

As discussed previously, the SGSGdesign replaces the no parking/bus zone between 2nd and Frontstreets with a wider (10 foot)dedicated bus lane/bus lay-byarea. Bus activity is heavy at thislocation as it is a transfer point tothe Spring Garden Station of theSEPTA Market-Frankford Line.


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4

$5M

$

$10M

$15M

$20M

HardC

ost

Traffic

Control

Concrete Curb

& Sidewalk

Lighting

Stormwater

Management

Prep Work

Resurfacing

Street

Street Trees

& Furniture

Traffic

Signals

Signage &

Wayfinding

$20.3M

Implementation of SGSG would have a number of

positive impacts on the surrounding neighborhood and

the city. The project team conducted a detailed cost-

benefit analysis, the results of which are summarizedhere. The benefits that are leveraged by this

investment include the following:

Increased employment and economic activity

related to the construction of SGSG

Real Estate Strategies (RES) estimated the economic impact of constructingSGSG using the Regional Input-Output Modeling System developed by theU.S. Department of Commerce Bureau of Economic Analysis. These benefitsrepresent an addition of nearly $40 million in economic activity, including $6million in earnings and the creation of 127 jobs during the construction period.

Increased property values, real estate, and transfer tax revenues

Several academic studies have documented increased property values associatedwith proximity to green space, streetscape improvements, and the installation ofimproved pedestrian and bicycle facilities. One of the most recent and rigorousanalyses was completed in 2006 by University of Pennsylvania researchersSusan Wachter and Kevin Gillen. Wachter and Gillen found that property valuesfor Philadelphia properties located adjacent to greenstreetscape improvements have values 28 percenthigher than similar parcels on unimproved streets.

RES reviewed the September 2011 Office of PropertyAssessment (OPA) file of market and assessed valuation forthe 455 parcels fronting Spring Garden Street. Contiguousparcels under the same ownership as the parcel frontingSpring Garden Street were also included. The OPA marketvalue for all properties (taxable and tax-exempt) totaled$357.2 million. Applying the 28 percent premium to the OPAmarket values of these parcels results in the following:

Increased real estate market value of more than $100 million

Increased assessed valuation of $13.2 million based

on current assessments of taxable real estate Increased annual real estate tax revenues (from

taxable properties) of $1.25 million

Increased total real estate transfer taxescollected from sales of property along SGSG,as a result of higher property sales prices

This analysis only considers the impact on existingproperties. New development will add to the tax base aswell, subject to any tax abatement period in effect.

The required capital investment to

construct the preferred option is

estimated to be $20,300,000.

Annual maintenance costsare estimated to be $15,638.

Costs &Benefts

VII.


35/40

SoftCo

sts

Construction &Utility Contingency

Construction

Management

Design &

Permitting

$10.4M

Improved mobility and recreation

and health benefits

For each $1.00 invested in implementing SGSG,

the project yields between $1.18 and $1.92 inimproved mobility and health benefits. Mobilitybenefits are quantified based on the premiumresearch shows bicycle commuters are willing topay for the opportunity to ride on protected bikelanes rather than riding on a street with no bicyclelanes and parallel-parked cars. Health benefits arequantified based on the median value of findingsfrom ten separate studies on the medical costs ofphysical inactivity. The model applies this figure tothe estimated number of new cyclists generatedby establishment of the bicycle facility. If recreationbenefits are added to the analysis, then the benefitgenerated for each $1.00 invested increases tobetween $3.42 and $25.18. Recreation benefits arecalculated based on the concept of implied valueof a recreational activity over and above the valueof time spent to take part in the activity. Universityof Minnesota researchers reviewed an extensivebody of literature on the economic value consumersascribe to many forms of outdoor recreation,including cycling. The values estimated in theliterature cluster around $10 per hour, and this is

the figure used in the model, assuming one hourof cycling activity per day. The calculation is basedon the total of new cyclists less new commutersgenerated by the establishment of the bicycle facility.

An improved real estate

development environment

The corridors development potential improvesthanks to increased property values, a morefunctional and attractive streetscape environment,

and the opportunity for relief from stormwater feesand mitigation/retrofit costs potentially offered bythe stormwater management features of SGSG.The implementation of SGSG, in conjunctionwith the improving real estate market in the areassurrounding Center City Philadelphia, may spurdevelopment projects along Spring GardenStreet that have been on hold for years.

Increased retail sales andsales tax receipts

University of Pennsylvania researchers concluded

that transformation of Spring Garden Street into aComplete Street would result in increased levelsof bicycle and pedestrian activity over currentconditions. The Penn Health Impact Assessment(HIA) cited studies of areas with improvedcycling and pedestrian facilities that found thatpeople who bike or walk to a business visit moreoften and spend more than those who drive.

The Philadelphia City Planning Commission (PCPC)tracks 382 commercial corridors in Philadelphia.Four of the PCPC-defined commercial corridors

would be impacted by implementation of SGSG: 20thand Green streets; 15th and Spring Garden streets;5th and Spring Garden streets, and 2nd Street andFairmount Avenue. An Econsult study indicatedthat these corridors had more than $30 million insales in 2005. Implementation of SGSG shouldresult in incremental sales above existing levels,particularly in those corridors east of Broad Street.

The City of Philadelphia collects a 2 percent salestax on many retail items, and additional retail saleswill result in increased sales tax revenue to the City.


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6

Phase 1:Short Term Improvements & Final Design | 2 years

The City of Philadelphia has designed bicycle and pedestrian improvements for the western end of SpringGarden Street from the Art Museum/Kelly Drive to the intersection of Spring Garden and 25th streets. Fundedin part by the William Penn Foundation through PEC, these improvements include new directional signage,bicycle lane striping, and pavement markings. These changes are expected in late 2013 or early 2014.

On the east end of Spring Garden Street, DRWC is in the process of designing sidewalkimprovements on Spring Garden Street from 2nd Street to Delaware Avenue. Artist LeniSchwendinger has also been hired to design a light installation under I-95 to make theSEPTA Spring Garden Street Station a more inviting gateway to Northern Liberties and theDelaware River waterfront. DRWC will invest $2 million in these improvements in 2014.

Amenities such as banners, new trees, bicycle parking, and other low-cost improvements are being discussed along the corridor.

Finally, PEC and PWD are jointly applying for funding to produce final engineering designson a four-block section. These final designs will also yield detailed cost estimates that can beextrapolated across the corridor and provide a better sense of the total funding required.

Year 1

Phase 2:Public & Private Fundraising | 4 years

SGSG will require investments from public agencies at the city, state, and federal level as wellas private sources. The Parks and Recreation Department has indicated willingness to plantnew trees for the corridor, and PWD is prepared to commit significant resources to installunderground stormwater retention basins as part of their Green City, Clean Waters program.

In January 2013, PEC convened the Greenway Leadership Group (GLG). Composed ofbusiness owners, civic associations, and institutional leaders, the GLG represents a broadcoalition of stakeholders with a committed interest in seeing Spring Garden Street revitalized.The GLG meets on a quarterly basis to review progress and make strategic decisions abouthow to proceed with the project development. PEC provides staff support to the GLG.

PEC and the GLG will be working with elected officials to place the project on the regions TransportationImprovement Plan, which makes it eligible for federal transportation funding. Grant applications to thePennsylvania Department of Conservation and Natural Resources and Department of Community andEconomic Development will be submitted. Project sponsors will also work with city council membersto place elements such as sidewalk repairs, lighting, and neckdowns in the Citys Capital ImprovementPlan. Grants will also be submitted to private foundations to supplement public funding streams.

Year 4

ImplementationVIII.

SGSG will require investments from public agencies at the city, state, and

federal level as well as private sources. By aligning investments already

programmed for Spring Garden Street, such as street resurfacing and signal

replacements, the overall project costs can be distributed among multiple

agencies.


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Relationship to Other Planning Efforts

SGSG is not only a 2.1-mile river-to-river greenway, but also key component of other planning effortsto improve connectivity, mobility, accessibility, recreation, and open space and spur economicrevitalization in Philadelphia and the region. These include the following City initiatives:

Trail Master Plan

Callowhill - Chinatown North Strategic Plan

Master Plan for the Central Delaware

Green2015 Action Plan for parks, recreation, and open space

Phase 3:Construction | 3 years

SGSG could be constructed in two sections Delaware Avenue to Broad Street or Broad Streetto Pennsylvania Avenue however, significant cost savings can be generated by packaging theconstruction into one phase. The earliest construction is expected to begin is 2017 followingat least one year of final engineering design and permitting. While parking impacts would bekept to a minimum during the construction phase, there may be traffic delays on certain blocks

where the median is being rebuilt. Additional community meetings and clear communicationto the public and property owners would be provided in advance of this phase.

Year 5

Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Year 7

Phase 1

Phase 2

Phase 3


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8

Greenway Leadership Group

Civic Associations

Spring Garden Civic Association

Logan Square Neighborhood Association

West Poplar CommunityDevelopment Corporation

Callowhill Neighborhood Association

Northern Liberties Neighbors Association

Non-Profit & Cultural Institutions

Community College of Philadelphia

Spring Garden Senior Center Advisory Council

Bicycle Coalition of Greater Philadelphia

East Coast Greenway Alliance

Government

National Park Service Edgar Allan Poe House

Business

Thomson Reuters

Stantec

Finnigans Wake

The Greenway Leadership Group (GLG) is a partnership among public, private, andnon-profit organizations working to make the Spring Garden Street Greenway a reality.

Please reach out to PEC to learn how your organization can be involved.

For a complete list of supporters, go to the project website: www.SpringGardenStreetGreenway.com

SupportersIX.


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SUPPORT THE SPRING GARDENSTREET GREENWAY PROJECT

LIKE US ON FACEBOOKStay informed about promotional events and project updates at

SEND A LETTER OF SUPPORTWrite to Deputy Mayor Rina Cutler announcing your organizations official endorsement of the project

ATTEND A PUBLIC MEETINGSign up at to receive email updates on upcoming events

MAP YOUR THOUGHTSGo to to Map Your Thoughts to share place-specific insights

GIVE US A CALL!Want to contact us directly to offer support for the project or just to voice your opinion?Contact the Pennsylvania Environmental Council at (215) 545-4570.

facebook.com/SpringGardenStreetGreenway

SpringGardenStreetGreenway.com

SpringGardenStreetGreenway.comSpringGardenStreetGreenway.com


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Documents

Philadelphia’s Spring Garden St. Greenway Master Plan