Ivy Ridge Trail Feasibility Study - April 2014

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IVY RIDGE TRAIL

FEASIBILITY STUDY

prepared for

Manayunk Development

Corporation

by

Whitman, Requardt & Associates

Interface Studio

A.D. Marble & Company

Ruggiero Plante Land Design

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IVY RIDGE TRAIL FEASIBILITY STUDY

ACKNOWLEDGEMENTS

Manayunk Development Corporation (MDC)commissioned the preparation of this feasibility study for the design and planning of the Ivy Ridge Trail.

The project was led by Kay Sykora, Director, Destination Schuylkill River.

MDC is a non-profit community development corporation formed to encourage economic development that benefits the entire community.

Incorporated in 1985 and first staffed in 1988, MDC was originally known as the New Manayunk Corporation. The New Manayunk Corporation took

responsibility for parking, the Canal and capital projects within the district. A separate entity, the Business Association of Manayunk (BAM), worked to

promote the district by creating a number of festivals including the Main Street Stroll, the Manayunk Arts Festival, and the Indian Summer Festival. In

1992, BAM and the New Manayunk Corporation were merged to form MDC. Under MDC, the functions of the original two groups have continued and

grown.

This project was financed in part by a grant from the Community Conservation Partnerships Program, Environmental Stewardship Fund, under the

administration of the Pennsylvania Department of Conservation and Natural Resources, Bureau of Recreation and Conservation.

The project was also financed in part by the William Penn Foundation.

The feasibility study was developed in close coordination with the following stakeholder groups:

Bicycle Coalition of Greater Philadelphia

Canton Street residents

City of Philadelphia Department of Parks and Recreation

City of Philadelphia Department of StreetsDelaware Valley Regional Planning Commission

Friends of the Ivy Ridge Trail

Ivy Ridge Green

Manayunk Development Corporation

Pennsylvania Department of Conservation and Natural Resources

Philadelphia City Planning Commission

Southeastern Pennsylvania Transportation Authority

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IVY RIDGE TRAIL FEASIBILITY STUDY

TABLE OF CONTENTS

Introduction............................................................................................................................................................................................................................ 1

Background............................................................................................................................................................................................................................. 4

Process ................................................................................................................................................................................................................................. 13

Trail user experience ............................................................................................................................................................................................................ 17

Trail segments ...................................................................................................................................................................................................................... 19

Leverington Avenue bridge area

Canton Street areaFountain Street area

Ivy Ridge station

Schuylkill River Trail / canal towpath connection alternatives ............................................................................................................................................ 34

Amenities, materials, and landscape.................................................................................................................................................................................... 38

Safety, maintenance, and operations .................................................................................................................................................................................. 42

Final design requirements .................................................................................................................................................................................................... 43

Costs and implementation ................................................................................................................................................................................................... 46

Appendix summary of public comments ................................................................................................................................................... following page 47

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IVY RIDGE TRAIL FEASIBILITY STUDY Introduction

INTRODUCTION

The primary goal of the Ivy Ridge Trail study is to provide a safe,

user friendly pedestrian and bicycle connection between the

Manayunk Bridge Trail and the Umbria Street bike lanes at Ivy

Ridge Station. This trail connection will enhance the Greater

Philadelphia Regional Trail Network (also known as the

Circuit) by adding approximately eight tenths of a mile of a

hard-surface, accessible trail, as an alternative to the unpaved

section of the Schuylkill River Trail. Although this segment is

relatively short, as an extension of the Manayunk Bridge Trail,

this rail-to-trail provides a key link in the network while meeting

the goals of the Philadelphia Trail Network as outlined in the

2013 City of Philadelphia Trail Master Plan.

In order for this goal to be achieved, a successful trail study fullyengages the public early in the design process. The purpose of

this planning effort was to develop a plan that has been fully

vetted through a series of public meetings and achieves the goals of the project while meeting the wants and needs of the community.

In addition to developing a plan based on public input, the purpose of this plan is to develop a concept design that has been sufficiently advanced to

provide concept level costs and potential implementation steps. Performing a detailed concept design reduces the level of uncertainty as the project

moves into final design. Planning-level cost estimates allow the project to be broken into phases for stakeholders to obtain funding for final design

and construction.

This report was funded by grants from the Community Conservation Partnerships Program, Environmental Stewardship Fund, under the

administration of the Pennsylvania Department of Conservation and Natural Resources, Bureau of Recreation and Conservation; the Delaware Valley

Regional Planning Commission (DVRPC); and the William Penn Foundation.

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http://www.dcnr.state.pa.us/


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Introduction IVY RIDGE TRAIL FEASIBILITY STUDY

Benefits of trails

In general, trails offer a number of benefits to a community. This is particularly true of the Ivy Ridge Trail and potential surrounding connections.

Recreation, Health and Fitness

Americans place a high priority on having trails and open space in their community for recreation purposes. Trails encourage healthier lifestyles by

serving as nearby outdoor fitness resources for walking, jogging, bicycling, and other forms of exercise. As an extension of the Manayunk Bridge Trail,

the Ivy Ridge Trail provides a unique opportunity to provide a connection between the urban setting of Philadelphia and the suburban, natural, rolling

hills of Lower Merion, allowing for distinctly different recreational opportunities for residents of both communities.

Transportation Choices

Many Americans are choosing to reduce or eliminate motor vehicle use. Transportation is typically the second largest cost in a household budget,

behind only housing. Increasing gasoline prices, traffic congestion, and interest in sustainability also factor into reduced car usage. Trails provide

people safe means to travel without a car. The Ivy Ridge Trail is expected to serve as a commuter corridor as well as a destination. The direct trail

connections proposed in this report link the Cynwyd Heritage Trail in Lower Merion Township via the Manayunk Bridge to the south with the existing

Umbria Street bike lanes to the north, providing a continued linear commuter connection paralleling I-76, which is prone to daily congestion. Just as

important as the linear trail extension is the proposed trail

connections to the community via the Schuylkill River Trail (SRT)

which is heavily used as a commuter route connecting the many

major employment centers along the Schuylkill River.

Safety and Community

Trails encourage safe and interpersonal interaction by linking

neighborhoods. Trails also ensure that people who wish to travel

without a car have a safe means to do so without walking or riding

in motor vehicle traffic. Direct connections with the Ivy RidgeStation will also allow users to safely walk or ride to public transit.

Equity

Trails provide safe, comfortable opportunities for people who cant

drive to travel to their destinations. Making these facilities

accessible ensures that people with mobility impairments can enjoy

them as well.

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IVY RIDGE TRAIL FEASIBILITY STUDY Introduction

Project Partners

A Study Committee composed of project stakeholders representing community interests guided the entire course of the study. The committee met on

a monthly basis to discuss the design process and determine preferred alternatives based on public input. The study committee consisted of the

following organizations:

Southeastern Pennsylvania Transportation Authority (SEPTA) property owner, lessor

Philadelphia Parks and Recreation lessee, responsible for trail maintenance and operations

Delaware Valley Regional Planning Commission (DVRPC) design funding source

Manayunk Development Corporation grant applicant and community coordination lead

Philadelphia Bicycle Coalition bicycle community representation

Friends of Ivy Ridge Trail and local residents community representation

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Background IVY RIDGE TRAIL FEASIBILITY STUDY

BACKGROUND

History

The Ivy Ridge Trail corridor has a long history of various freight and commuter rail use since the early 1800s. The original alignment was owned by the

Pennsylvania Schuylkill Valley Railroad (PSV) and extended from Philadelphia to Reading paralleling the Philadelphia & Reading Railroad. In 1902 the

Pennsylvania Railroad (PRR) purchased the Pennsylvania Schuylkill Valley Railroad. Soon after the PRR replaced the steel structure built in 1884 with

the current S-shaped structure, constructed in 1918, to allow for heavier train use. In 1976, SEPTA took over the rail corridor and ran commuter trains

as part of its R6 regional rail line. SEPTA built the Ivy Ridge Station in 1980 and ran commuter trains for ten years until structural concerns with the

Manayunk Bridge led to discontinuation of rail service beyond the Cynwyd station. SEPTA rehabilitated the bridge in 1999. However, commuter

service has not been restored and the Ivy Ridge Station was removed in 2012. An adjacent Ivy Ridge Station on the Manayunk/Norristown Line, down

the hill from the previous station, continues to serve commuters.

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IVY RIDGE TRAIL FEASIBILITY STUDY Background

Land use

Historically, Manayunk was known for being a manufacturing village. When looking at the 1942 land use map, much of the area north of Parker Street

along the rail line was not yet developed. The area south of Parker Street, however, contained a mix of industrial uses, including coal storage, the

Manayunk Plush Manufacturing Company, the Glen Willow Ice Manufacturing Company, the S.S. Keeley & Sons Lumber Yard, and the Container

Corporation of America. Parcels in the area also included many residential properties, particularly fronting Canton and Umbria Streets. By 1962, thearea north of Parker Street had started to fill in with auto-related commercial properties, but still remained largely vacant.

1942 land use: Philadelphia Geo History 1962 land use: Philadelphia Geo History

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Today many of the residential properties have remained the same. However, many of the active industrial properties have left the area, leaving large

swaths of vacant land. Redevelopment of some of these properties is taking place, such as the proposed 168 apartments at Umbria Village at the

former location of the Glen Will Ice Manufacturing Company.

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Cultural resources

The proposed Ivy Ridge Trail comprises the former right-of-way of the Pennsylvania Railroad Schuylkill Valley Branch, which was previously

determined not eligible for listing in the National Register of Historic Places and does not contribute to the National Register-listed Manayunk Historic

District. The former railroad corridor no longer retains features such as rails and catenaries that were associated with the active use of the rail line.

A review of the Pennsylvania Historical and Museum Commission (PHMC) Cultural Resources Geographic Information System (CRGIS) revealed the

presence of nine other historic resources with previous eligibility determinations in the vicinity of the project area:

Manayunk Main Street Historic District (Listed)

Manayunk Bridge (Eligible, Not Contributing)

Schuylkill Navigation Company Canal/Manayunk Canal (Eligible and Contributing)

Philadelphia, Georgetown & Norristown Railroad (Eligible, contributing status is undetermined)

S.S. Keeley & Sons Mill, 100 Leverington Street (Eligible and Contributing)

Leverington Avenue Bridge (Not Eligible, Not Contributing)

Fountain Street Bridge (Not Eligible, Not Contributing)

Green Lane Bridge (Not Eligible, Contributing)

James Dobson School (Listed)

Section 106 of the National Historic Preservation Act of 1966 (NHPA) requires Federal agencies to take into account the effects of their undertakings

on historic properties. In order to complete the Section 106 process for the project (assuming Federal funds may be used), an Area of Potential Effect

(APE) should be finalized that includes all areas of potential direct effects as well as all resources within the viewshed of the proposed improvements.

Coordination should be initiated with PHMC and consulting parties in order to identify any other potential historic resources within the project area

and evaluate the effects of the project on historic resources. As the project limits extend within the National Register-listed Manayunk Historic District

and are adjacent to the National Register-eligible Philadelphia, Georgetown & Norristown Railroad, efforts may need to be made to minimize the

impacts of the improvements on the surrounding historic resources. It is anticipated that effects will be minimal due to the nature of the project along

an existing railroad right-of-way, and the majority of the project improvements taking place at a distance from known historic resources.

Archaeology

As previously mentioned, the APE should be finalized to include all areas of potential direct effects in relation to the proposed development as they

pertain to potential archaeological resources. Considering the nature of the project along an existing railroad right-of-way placed on ballast, and along

existing roads and sidewalks for access, it is anticipated that the potential for the presence of unrecorded archaeological resources is extremely low.

However, in the event project designs include areas outside the railroad right-of-way, further evaluation of archaeological potential will be necessary.

For example, the proposed project limits include a forested area southeast of the Ivy Ridge Station parking lot and an access area to the Leverington

Avenue bridge that could require further investigation. Prior to the onset of any project-related activities, coordination with the PHMC will be

initiated.

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Connectivity to regional trail network

Phase one of this project includes the final design of the

Manayunk Bridge, completed in 2013. Scheduled to open

in 2015, the bridge will connect the Cynwyd Heritage Trail

with an entrance at Dupont Street that is suitable forbicycle and pedestrian traffic. This first phase will make it

possible for residents in Lower Merion Township to access

Manayunk shops and restaurants by walking or biking

without having to interact with the two active railroad lines

and major highway that currently exist in their path.

This report is focused on the second phase of the project,

the Ivy Ridge Trail. This trail will connect the Manayunk

Bridge with the Ivy Ridge Station and the Umbria Street

bike lanes. This connection is an integral part of The Circuit,

a trail planning initiative to integrate 750 miles of bicycle

and pedestrian paths in the Greater Philadelphia Region,and includes the Schuylkill River Trail, the Cynwyd Heritage

Trail and the Wissahickon Valley Trail. The Ivy Trail will

directly connect to the following regional trails:

Schuylkill River Trail and the Manayunk Towpath - The

Schuylkill River Trail, once completed, will be a 130-mile

multi-use trail that will connect Philadelphia and Pottsville.

From the north, the off-road trail currently comes to an

end at the intersection of Nixon Street and Port Royal

Avenue. Users continue on Nixon Street until its end,

making a slight right to access the Manayunk Towpath justnorth of the Flat Rock Dam. The towpath continues along

the Manayunk Canal until its end at Lock Street, where

users can access Main Street, following it to connect to the

Wissahickon Valley Trail and the Kelly Drive path at Ridge

Avenue.

Cynwyd Heritage Trail - This 2.5-mile trail starts at the

Cynwyd SEPTA Station and runs to Belmont Avenue and

Rock Hill Road. It is the first piece of the former Ivy RidgeSource: Philadelphia Trail Master Plan, 2013

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Branch to be completed. It opened in October 2011 and has separate bicycle and pedestrian trails. Users of the Ivy Ridge Trail will be able to access

this trail directly via the Manayunk Bridge. They can then continue on until its end at the Cynwyd SEPTA Station, or continue down to the other side of

the Schuylkill River via the proposed Cynwyd Spur. In the future, this spur will connect to the Wissahickon Valley Trail and Kelly Drive via the Pencoyd

Bridge as part of proposed development project in Lower Merion Township, allowing Schuylkill River Trail users to avoid Main Street in Manayunk.

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Structural Evaluation

On July 24, 2012, the project team performed a visual inspection of the Ivy Ridge Trail site to determine the conditions of the existing structures and

discuss options for a trail across those structures. The visual inspection was performed from under and on those spans which were readily accessible

from the ground or street. The following SEPTA-owned structures were evaluated:

High Street / Leverington Avenue bridge approach retaining wall Elevated rail bed with ballast fill

Leverington Avenue bridge Concrete arch structure

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Fountain Street bridge Concrete encased steel girder

Full descriptions of each structure and proposed modifications can be found in subsequent sections of this report.

As a result of the visual inspection of the aforementioned structures it was determined that there are no significant structural issues that should

prevent development of the Ivy Ridge Trail. As these structures were originally designed to carry railroad loads, which are far more than expected

from a trail, it is the project teams opinion that structural analysis of these spans will not be required. The key issues to be addressed are the railing

and protective fence requirements across the structures, as well as SEPTA drainage and waterproofing requirements. Each system must meet

standards for structural integrity and functionality, as well as possess properties that will support the goal of providing the public with a safe and

aesthetically pleasing trail.

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IVY RIDGE TRAIL FEASIBILITY STUDY Process

PROCESS

A fully engaged public during the feasibility and

concept stage is one of the most essential

aspects of successful trail development. The

project embarked on an ambitious publicinvolvement program. The following public

involvement activities were undertaken. More

detailed information on the alternatives that

were considered may be found in subsequent

sections of this report.

A stakeholder committee, composed of the

project partners representing community

interests, guided the entire course of the study.

The committee met frequently to discuss the

design process and determine preferredalternatives based on public input to ensure

meaningful stakeholder involvement in the

conduct of this study.

The project team held three public meetings

throughout the concept design process. A full

summary of all public correspondence can be

found in the appendix.

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Process IVY RIDGE TRAIL FEASIBILITY STUDY

Public Meeting No. 1, November 19, 2012

The goal of this meeting, held at the Manayunk Brewing Company, was to introduce the project to the public and obtain input on the publics needs

and desires for the trail. The design team presented the project limits and the following requirements of the trail as determined by the steering

committee:

The trail must have a hard surface so that it is viable for both commuting and recreation

The trail must link the Umbria Street bike lanes with the Manayunk Bridge

The trail must be safe and secure

The trail must fall within SEPTAs right-of-way

The trail must be financially reasonable to build

The trail must be easy to maintain

The project was broken down into four distinct areas and aerial photo mapping was presented

for each area for discussion and markup. No concepts were presented by the design team at

this time, as the primary purpose was to generate ideas based on the publics input. Based on

input received from this meeting, the steering committee felt it was necessary to hold anadditional public meeting with the residents along Canton Street to discuss parking impacts.

Meeting with Canton Street residents

Currently, there are many automobiles parked on the SEPTA parcel at Canton Street. Concerns

over loss of parking prompted a separate meeting discussing parking scenarios with nearby residents. Residents agreed that maximizing parking at this

location was a priority. Also discussed at this meeting was the potential for changing traffic direction to one way along Canton Street in order to limit

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IVY RIDGE TRAIL FEASIBILITY STUDY Process

the amount of pavement needed for two travel lanes and utilize the extra pavement for parking. It was decided that, because of the excessive traffic

on Leverington and Umbria Streets, this option was not viable.

Public Meeting No. 2, April 22, 2013

The second public workshop was held at the North Light Community Center in Manayunk. The design team presented alternatives to the trail design

for each of the four sections of the trail. These alternatives included:

Path separation: The Cynwyd Heritage Trail and the Manayunk Bridge both have separate pedestrian and bicycle lanes. Public criticism of the

way the lanes are actually being used, where pedestrians use the bike lanes and vice versa, prompted a discussion of whether or not splitting

the width of the trail by mode of travel was necessary for the Ivy Ridge Trail.

Path width: Two different path widths were explored during this process: 16 feet and 20 feet. While a 20-foot path would offer the option of

two bicyclists being able to ride comfortably side-by-side in both directions, a 16-foot path might be scaled more appropriately for the

community.

Path connections: Several scenarios on how to access the Manayunk Towpath were explored as part of this process. Solutions include a

simple stairway down to the Fountain Street steps, a long ramp traversing the hillside down to the base of the Fountain Street steps, cutting

through Leverington Park to the Towpath entrance on Main Street from the Canton Street entrance, as well as other options for navigating

from the Canton Street entrance down to the Manayunk Towpath entrance. Parking on Canton Street: The same scenarios for parking on Canton Street that were presented to the Canton Street neighbors were

presented during this workshop.

After the alternatives were presented, comment cards were

handed out. Participants were asked to respond to large format

prints of each of the trail sections and alternatives. The cards

had two columns, one for stating elements they liked about each

design, and one for elements they would rather see. A full list of

these responses can be seen in the appendix. In general,

participants preferred creating landscaping along otherwise

unused space along Canton Street, 90-degree parking on CantonStreet, landscaping on the Leverington Avenue bridge, and a

connection to the Towpath via Fountain Street, preferably one

that could readily be negotiated by bicyclists. Some additional

suggestions included providing bicycle parking at the Ivy Ridge

Station; making the Umbria Street connection as safe as possible

with traffic calming measures; creating clear signage that

includes trail maps, digital QR codes and historical information;

and residential permit parking along Canton Street to alleviate

trailhead parking concerns.

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Process IVY RIDGE TRAIL FEASIBILITY STUDY

Meeting No. 3, July 7, 2013

The final public meeting was a presentation of preferred alternatives at the North Light

Community Center. After the presentation, concerns were raised regarding the ramp down to

the Fountain Street steps and its connection to the steps. Neighbors who maintain the steps

would like the proposed interventions not to interfere with their work. Other concerns were

echoed from the last meeting in making sure the Umbria Street intersection was as safe as

possible.

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IVY RIDGE TRAIL FEASIBILITY STUDY Trail User Experience

TRAIL USER EXPERIENCE

Several trail types and configurations were evaluated during the design process. Through public input and stakeholder comments it was determined

that a minimum width of 16 feet would create a safe multi-use trail environment for all potential users. Each corridor segment was evaluated for

various trail applications based on available space and constraints. The following trail design alternatives were developed for the Leverington Bridge

section and evaluated for potential conflicts, constructability, and ease of maintenance.

A. 25-foot fully paved multi-use trail

B. 16-foot fully paved multi-use trail with landscaping

C. Separated 8-foot pedestrian and 12-foot bicycle trails

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Trail User Experience IVY RIDGE TRAIL FEASIBILITY STUDY

Stakeholders felt that the 16-foot-wide section would be scaled more appropriately for a

typical trail experience and would allow for landscaping and site amenities along the length of

the trail. While the separate paths were supported by some in the community because of

perceived safety advantages, the narrow landscaping strip would not be enough to sustain

plantings. In later discussions, certain users

asked that a two-foot soft surface, such as

gravel, be included parallel to the trail for as

a soft surface for joggers.

If it is determined during final design that

plantings are not feasible on the Leverington

Bridge part of the trail due to structural and

drainage constraints, a fully-paved section

may be used.

The Manayunk Bridge trail includes sections

that separate bicycles and pedestrians, and

care must be taken when transitioning between the shared section of the Ivy Ridge Trail andthe separate trails of the Manayunk Bridge.

While the Ivy Ridge Trail is proposed to consist of an asphalt trail surface, the Manayunk

Bridge Trail includes multiple paving types, and a transition needs to be considered during

final design. Trail surface type will depend on the drainage requirements of the Leverington

Bridge and will determine whether this transition should occur at the termination of the

Manayunk Bridge Trail or once the trail is off structure at Canton Street.

One of the requirements of the trail is to provide accessibility in accordance with the latest

appropriate design standards and guidelines. The following must be followed during final

design:

o Americans with Disabilities Act (ADA) Accessibility Guidelines

o U.S. Access Board, Draft Public Right-of-Way Accessibility Guidelines

o U.S. Access Board Accessibility Guidelines for Outdoor Developed Areas

o City of Philadelphia Streets Department ADA standards

o PennDOT District 6-0 ADA Design Guidance (depending on funding source)

o Federal Highway Administration Manual on Uniform Traffic Control Devices (MUTCD)

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TRAIL SEGMENTS

Early in the design process the design team determined there were four distinctly different segments of the inactive rail corridor that would define the

trail based on existing structures, land use, ease of construction, and connectivity.

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Trail Segments IVY RIDGE TRAIL FEASIBILITY STUDY


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Leverington Avenue Bridge Area. The Leverington Avenue section extendsapproximately two tenths of a mile along the elevated, inactive SEPTA railbed from the Manayunk Bridge Trail terminus at Dupont and High streets across Leverington Avenue to Canton Street.

The first segment of this elevated section consists of railroad ballast

retained by stone and concrete retaining walls on either side. Overhead

catenary towers carry active PECO and Amtrak high voltage transmission

lines. The steel rails have been removed by SEPTA, but the railroad ties

remain in place on the eastern half of the corridor. Remnants of the

Pennsylvania Railroad Manayunk East Station platform can be found just

beyond the northern end of the steel through-plate girder structure

over SEPTAs Norristown line.

The Leverington Avenue

bridge was constructed in the

early 1900s and consists of

four concrete arch spandrels

varying in length. The surfaceout-to-out width is

approximately 28 feet

extending from outer edge of

the parapets. The existing

ballast width is approximately

25 feet and was considered

the effective width for the

trail design.

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The transition from the MBT to the Ivy Ridge Trail will need to be seamless to maintain a visual connection to the Manayunk Bridge as well as to

provide a safe transition of the trail surfaces if required. A continuation of design elements and pavement types will allow for this smooth transition.

Due to this section being elevated, protective fencing will be required the

entire length of this segment. Proposed fencing should consist of similar

materials and design parameters as being proposed for the MBT. The fencing

as well as all metal objects shall be bonded and grounded to meet theoverhead utility requirements.

Drainage along the trail will be required to adequately drain the trail, as well

as properly drain the existing structure. Proposed trench drains as well as

scuppers shall be added if required. An eight- to ten-foot width along the

elevated approach section provides an opportunity for green space which may possibly be used to capture runoff from the paved trail. This method of

collecting drainage may significantly reduce costs by eliminating the need for engineered trench drains. Landscape areas will need to incorporate

native plants in a low maintenance setting that does not require watering.

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Canton Street Area The Canton Street area extends approximately 0.15

mile from Leverington Avenue to Wright Street.

Existing conditions:

The trail runs diagonally from the end of the Leverington Avenue bridge

across the SEPTA property between Canton Street and a private parkinglot behind the buildings facing Umbria Street. Since SEPTA removed the

rails the property has been used by the community as a parking area,

often filled to capacity with numerous cars randomly scattered

throughout the parcel. The asphalt pavement along Canton Street is in

disrepair and full depth pavement reconstruction should be considered.

Proposed conditions:

Precautions should also be taken to ensure the safety of trail users as

they cross Wright Street. Options could include a raised crossing and/or

bollards to prevent drivers from using the trail. Trail users may also crossCanton Street at the top of the hill that leads down to Leverington

Avenue to connect to the

Towpath. This crossing is

particularly challenging due to

poor visibility. Potential pavement markings, lighting, and/or raised crossings should be considered during

final design.

This area provides special opportunities for landscaping at the potential trailhead near the end of the

Leverington Avenue bridge. The formalized parking area could be lined with trees not just to beautify the

area, but to help delineate the parking and prevent vehicles from encroaching on the trail. This area may

have similar soil contamination issues to the Leverington Avenue bridge section, so soil may need to be

remediated.

A variety of plans were presented to the residents of Canton Street to determine how to address parking. Currently, approximately 80 cars use the

SEPTA owned property for parking. A major concern of the residents was what would happen to this parking when the trail is developed. After a series

of discussions, the residents preferred an option that would include parallel parking on the residential side of Canton Street, with paved and striped

90-degree parking on the trail side. This would allow for approximately 70 formalized parking spaces. Further study will be needed to determine if

permit parking for residents would be an option to alleviate parking concerns for the adjacent residents. Because the parking is not strictly a part of

the trail project, alternative funding sources may need to be utilized for construction related to the parking.

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Opportunities:

Landscape and pedestrian amenities The Canton Street area will serve as an access point for the Ivy Ridge Trail as well as the Manayunk

Bridge Trail. As such, there is an opportunity to provide trail head site amenities including signage, landscape, seating, and sculpture. The

area currently has no landscaping, so street trees could provide much needed beautification as well as a benefit to the environment.

Parking Parking may be considered an opportunity as well as a challenge. The proposed plans include formalizing existing parking alongCanton Street with the potential to provide dedicated residential sticker parking for the residents along Canton Street.

Challenges:

Relatively high cost Potential improvements to the parking and Canton Street may include curbing, full depth pavement and striping.

Environmental remediation Further soil testing is required in this area to determine the presence of contaminants.

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Fountain Street Area The Fountain Street area extends approximately 0.2 mile from Wright Street across the Fountain Street steps to the Ivy Ridge

Station parking lot.

Existing conditions:

The Fountain Street area is the most secluded area of the alignment as well

as the widest section of the corridor. The area is bound by SEPTAsNorristown line and a strip of undeveloped, steeply-sloped wooded land to

the west and mixed use residential properties to the east. The railroad ties

and steel rails have been removed and the ballast remains in place. Catenary

poles remain and will provide the outer limits for the trail.

The Fountain Street steps are City owned and provide pedestrian access

from Umbria Street to the canal. Stone drainage channels and storm sewer

infrastructure exist on both side of the steps. The community has adopted

the maintenance of the area and has constructed a native plant garden in

the areas adjacent to the steps.

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Structural Evaluation

Fountain Street bridge - The single-span reinforced concrete slab bridge spans a pedestrian walkway that

connects Umbria Street to the Schuylkill River Trail/Towpath. Although the walkway below consists primarily of

concrete steps, it is also being used by bicyclists, as has been witnessed during site visits. The bridge is in

satisfactory condition with no structural concerns. Approximately 5% of the deck underside exhibits scaling or

spalling with exposed reinforcement bars. It is recommended to patch these areas in order to eliminate hazardsto public safety associated with continued deterioration of the deck underside and falling concrete. The curbs

of the bridge are in good condition with negligible deterioration. It may be possible to mount the proposed

hand railing or fence directly to the existing curbs. It may be necessary to extend the proposed hand railing at

the southwest and southeast quadrants adjacent to the bridge to eliminate safety concerns associated with

steep embankments in these areas.

There has been some discussion as to whether or not an access ramp leading from Umbria Street to track level of the Fountain Street bridge should be

built. This ramp would require the construction of a retaining wall as well as significant utility coordination, or possible relocation due to the presence

of a sanitary sewer and overhead utility wires that parallel the walkway.

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Proposed conditions

Trail Alignment Two alternative trail alignments were initially evaluated for the Fountain Street area. The first was a 16 foot wide single paved

surface with pavement markings separating pedestrians and bicycles. The second alternative included a landscaped buffer and a total paved surface

width of 20 feet. A final preferred alternative was developed to include a 16 foot wide shared use trail with a soft surface buffer for joggers. Due to

the wide flat area there is an opportunity to meander the trail through this segment for visual interest and creation of areas for site amenities and

landscaping.

Landscaping The existing landscape character of this section includes dense

trees on the southwest side of the trail and lighter, screening landscaping alongthe back yards of houses on the northeast side. Additional screening should be

coordinated with the adjacent property owners.

The Fountain Street steps are landscaped and maintained by the community.

Improvements to the bicycle and pedestrian infrastructure should be installed

with the preservation of these community resources in mind. Further discussions

of proposed improvements for the Fountain Street steps can be found in the

connection alternatives section of this document.

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Opportunities:

Low cost Excluding the potential Fountain Street step connections, the Fountain Street segment will be relatively low cost to provide a

simple paved shared use trail extending from Canton Street to the Ivy Ridge Station.

Connections to the Schuylkill River Trail / Towpath See connection alternatives section of this document.

Challenges:

Right-of-way encroachments Several of the adjacent property owners have fence lines and other items that encroach into the SEPTA right

of way. Further coordination with property owners may be required.

Prohibiting vehicular access Bollards or other devices should be included to deter vehicles from accessing the trail. Coordination with

emergency services should occur during final design to ensure access is maintained.

Environmental remediation Further soil testing is required in this area to determine the presence of contaminants.

April 2014 31


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To meet ADA requirements for the transition from the lower lot to the upper lot,

low retaining walls and railings may be required.

Minor adjustments to the upper parking lot will be required to provide a safe

pedestrian crossing through the parking lot. Potential safety improvements could

include a raised crosswalk to improve motorist awareness of the trail. As a de

facto trailhead, this section provides an opportunity to include user amenitiessuch as bike parking, benches, garbage cans, and public art.

Umbria Street Crossing - Safety measures must be taken to ensure the safety of

trail users when interacting with vehicles. Where the trail crosses the upper lot, a

raised crossing could be included. Tactile

safety features will be employed at the

crosswalk ramps on Umbria Street, and a

highly visible crosswalk, potentially with a

unique pattern designating the trail, will

help users cross Umbria Street safely. Some

concerns were expressed about the safety features at Umbria Street. Suggestions included flashers for stop

signs or a traffic signal. Further traffic study, outside the scope of this project, will be needed to determine

whether additional traffic controls are needed and, if so, who will maintain them.

Opportunities:

Future trail connections to points north and Shawmont

Connections to Umbria Street bike lanes

Connection to Ivy Ridge Station provides multi-modal enhancements

Challenges:

Minimize impacts to existing parking

Minimize pedestrian/vehicular conflicts within the parking lot

Moderate cost of retaining walls and ramp

April 2014 33

Connection Alternatives IVY RIDGE TRAIL FEASIBILITY STUDY

/


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SCHUYLKILL RIVER TRAIL / CANAL TOWPATH CONNECTION ALTERNATIVES

Canton Street/Leverington Avenue/High Street connections - The area where the Leverington Avenue bridge ends at Canton Street provides an

opportunity to connect to the Towpath. Several options were considered for this connection. The first would include bike lanes on either side, which

would connect to shared lane markings for bicyclists (Sharrows) on Canton Street and High Street. This would allow people to ride off the Ivy Ridge

Trail at Canton Street, down a bike lane on the northwest side of Leverington Avenue, to a shared-use path on Main Street that would connect to the

Towpath; or to ride off the Towpath at Main Street, up the southeast side of Leverington Avenue, and up High Street to the trail access at Dupont

Street. This could be an interim phase before building a more permanent and expensive connection.

34 April 2014

IVY RIDGE TRAIL FEASIBILITY STUDY Connection Alternatives

As a later option a two way shared use path could be constructed from Main Street along either side of Leverington Avenue connecting to Canton


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As a later option, a two-way, shared-use path could be constructed from Main Street along either side of Leverington Avenue connecting to Canton

Street or High Street. The Canton Street connection on the northwest side would allow for a safer crossing of Main Street and a shorter overall

connection, but would include a steep grade on Canton Street (approximately 15%). An off-road connection parallel to Canton Street would require a

new retaining wall and fill on the north side of Leverington Park, as well as potential land acquisition from neighboring properties which could be very

expensive, so it was determined Canton Street should be marked or signed as a shared street. The High Street connection would be less expensive and

have a more manageable slope, but would have a less desirable connection across Main Street and a longer path overall. The Canton Street

connection emerged as the preferred alternative.

Opportunities:

The Canton Street/High Street connection is critical to linking the Ivy Ridge Trail to the Schuylkill River Trail and downtown Manayunk

Interim striping option could be implemented independently, is cost effective, and would provide access to the Manayunk Bridge Trail via

high street prior to construction of the Ivy Ridge Trail

Challenges:

Traffic/safety conflicts along Leverington Avenue, Canton Street, High Street and Main Street

Limited available right of way for implementation of off-road facilities

Steep grades on Canton Street and Leverington Avenue

Increased costs to implement off-road improvements

April 2014 35

Connection Alternatives IVY RIDGE TRAIL FEASIBILITY STUDY

Fountain Street Connector the Fountain Street steps though not designed for cyclists provide a pedestrian connection between Umbria Street and


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Fountain StreetConnector the Fountain Street steps, though not designed for cyclists, provide a pedestrian connection between Umbria Street and

the Towpath. Several alternatives were evaluated to connect the Ivy Ridge Trail to the Schuylkill River Trail/ Towpath via the Fountain Street steps.

One option would be to include a stairwell at the bridge passing over the

Fountain Street steps. This would impact the least amount of space and could

potentially have the lowest cost. However, it would require riders to

dismount and would not provide an ADA-accessible route. A bike trough couldbe included that would allow cyclists to walk their bikes down the steps. If this

becomes the preferred option, further coordination with the community

during final design is required to determine the location of the steps that least

impacts the landscape.

Another option would be a path that would connect from the Ivy Ridge Trail

near the southern end of the Ivy Ridge Station parking lot. This path would

traverse the wooded slope and be made up of segments of moderate slope

(8.33%) with regularly spaced landings and would include a switchback

adjacent to the lower section of the Fountain Street steps. The construction

of this structure would require significant grading for the retaining walls, as

well as railings for ADA compliance. Terraced gardens could be incorporated

into the design to mitigate impacts to the Fountain Street landscape.

Opportunities:

Direct off-road accessible connection to Schuylkill River Trail/Towpath

Challenges:

Meeting ADA grade requirements

Costs associated with grading, switchback retaining walls

Minimizing disturbance to Fountain Street steps/gardens

An additional connection to the towpath was evaluated via Parker Street andthe Umbria Village apartment development currently under construction.

Initial discussions with the developer included providing an ADA accessible

trail through the property connecting directly to the towpath. However, as of

the date of this report, construction only included a set of steps with a bike

trough requiring bicyclists to dismount.

36 April 2014

IVY RIDGE TRAIL FEASIBILITY STUDY Connection Alternatives


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Proposed switchback and terraced gardens adjacent to the Fountain Street steps

April 2014 37

Amenities, Materials, and Landscape IVY RIDGE TRAIL FEASIBILITY STUDY

AMENITIES MATERIALS AND LANDSCAPE


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AMENITIES, MATERIALS, AND LANDSCAPE

Site Amenities

In addition to providing a key transportation link in the Citys regional trail network, the Ivy Ridge Trail has the potential to become a premier

destination in this part of Philadelphia. As an extension of the Manayunk Bridge Trail, the Ivy Ridge Trail should include design elements that are

similar and complement the historic nature of the rail corridor and the community while ensuring accessibility, including ADA compliance, for a wide

range of users.

Seating Seating should be added at trailhead locations and resting areas along the trail. The Leverington Avenue bridge segment provides

opportunities for resting areas and outward views. Benches should be pre-approved by Philadelphia Parks and Recreation or the entity that is

determined to be responsible for long term maintenance of the trail.

Lighting Future funding for lighting should be considered for safety. Conduits for future lighting are being proposed for the Manayunk Bridge Trail

and once funds are available for lighting the bridge, continuing that lighting along the Ivy Ridge Trail should be considered for safety and security.

38 April 2014

IVY RIDGE TRAIL FEASIBILITY STUDY Amenities, Materials, and Landscape

Public Art/Sculpture The incorporation of public art can play an important role along the Ivy Ridge Trail to provide aesthetics, a sense of place, and a


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connection to the community. Public art has also proven to provide an economic benefit to the community through attracting visitors as well as

deterring vandalism and graffiti in some instances. Although the purpose of this planning study is to provide a safe trail for transportation and

recreation purposes, it is recommended that further discussions be held with the Association for Public Art and other local art organizations to

evaluate opportunities for incorporating art into the trail and its surroundings.

April 2014 39

Amenities, Materials, and Landscape IVY RIDGE TRAIL FEASIBILITY STUDY

Pavement materials The trail surface must meet the loading requirements of maintenance


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vehicles for overhead utilities as well as emergency vehicles. Transition from the concrete

separated trails of the Manayunk Bridge should occur seamlessly and safely. It is anticipated that

the Ivy Ridge Trail will transfer from a concrete trail surface

to an asphalt trail surface once off structure. One

opportunity to continue the use of concrete is to incorporate

a concrete band at the trail edge as shown in the adjacent

photo. This treatment provides an aesthetic linear visual

element as well as a clean edge making it easier to maintain

the trail surface over time. Exposed aggregate treatment

similar to what is proposed for the pedestrian side of the

Manayunk Bridge Trail could be incorporated where the transition occurs.

Fencing Protective fencing will be required along the entire length of the elevated Leverington Avenue bridge segment as well as a short portion on

the Fountain Street bridge. A similar treatment as proposed for the Manayunk Bridge should be incorporated for aesthetics and safety. Materials

include; Galvanized steel angle posts with a handrail and welded wire mesh infill panels. The height of the fence should be 4-8 over its entire length.

Other Materials Railroad ties and rails can be

incorporated into the design to provide aesthetic edge

treatments and reflect the history of railroad use

through the corridor.

40 April 2014

IVY RIDGE TRAIL FEASIBILITY STUDY Amenities, Materials, and Landscape

Landscape pallette Landscaping shall be designed to meet the following requirements:


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Low maintenance - Plantings should be selected from the Philadelphia Parks and

Recreation native plant list for their ability to thrive in urban conditions.

Seasonal interest Low maintenance does not mean plant material cannot be colorful.

Careful selection of species that provide seasonal interest should be incorporated intothe design.

Water quality Stormwater treatment may not be a requirement for the trail, however

plant beds should be designed to collect surface runoff from the trail to minimize

the need for irrigation and to treat runoff.

Safe environment for users Proposed vegetation should be carefully placed and

existing vegetation carefully managed to not interfere with the safety of the trail.

A narrow strip of low plantings capable of handling occasional foot traffic should

be placed adjacent to the trail and larger plantings should be set back far enough

to keep a clear line of sight for trail users.

April 2014 41

Safety, Maintenance, and Operations IVY RIDGE TRAIL FEASIBILITY STUDY

SAFETY, MAINTENANCE, AND OPERATIONS


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Like the adjacent Manayunk Bridge Trail, the final design of the Ivy Ridge Trail must account for maintenance and operations concerns. These may

include:

General operations- A number of public agencies have participated in the development of this

feasibility study. This study recommends that the agencies develop a memorandum ofagreement regarding ownership, operations, and maintenance as early as possible to ensure

that its provisions will be in place prior to completion of the trail. The participating agencies will

undoubtedly also look for partnership opportunities, such as a friends group and/or corporate

sponsorship, to provide ongoing maintenance. Operational responsibilities to be identified at

this stage include trail and landscape maintenance, emergency vehicle access, policing

responsibilities, graffiti removal, snow removal, and ADA compliance. The final design of the

trail will need to address these issues to minimize ongoing operational costs.

Lighting and security- The need for lighting and security elements such as cameras, call boxes,

and policing will be dependent on the practices of the agency that operates and maintains the

trail. At the present time,use of the Manayunk

Bridge Trail will be

limited to daylight hours,

so lighting is not

provided and the bridge

will be gated at night.

Access to the Ivy Ridge

Trail cannot be as easily

secured, so lighting and

security will be especially

important. The final trail design should incorporate elements of Crime

Prevention Through Environmental Design (CPTED), such as good sight lines,

clear delineation of public and private areas, and ease of maintenance. Amount

of use and visibility are both important factors.

Photo source: Ivy Ridge Green

Photo source: Ivy Ridge Green

42 April 2014

IVY RIDGE TRAIL FEASIBILITY STUDY Final Design Requirements

FINAL DESIGN REQUIREMENTS


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The following tasks are anticipated during final design:

Permitting

Chapter 102 (25 Pa. Code) is the Pennsylvania state regulation for erosion and sediment control and stormwater management. Projects disturbing oneor more acres must obtain authorization through a National Pollutant Discharge Elimination System (NPDES) Permit for Stormwater Discharges

Associated with Construction Activities before beginning any earth disturbance activity. It is anticipated that the Ivy Ridge Trail project will result in

greater than one acre of ground disturbance associated with the construction of the trail and associated access features, including parking lots and

trailhead access areas. Due to the potential for soil contamination, it is also anticipated that an Individual NPDES permit will be required.

It is recommended that a pre-proposal meeting be conducted with the Southeast Region of the Pennsylvania Department of Environmental Protection

and the Philadelphia Water Department (PWD) to initiate the project file with these agencies.

Soil testing/hazardous waste treatment

Due to the nature of the project along an inactive railroad, soil contamination is anticipated. A Phase I Environmental Site Assessment (ESA) using theASTM (American Society for Testing and Materials) Standard 1527-05 as guidance for the proposed project will be required. The Phase I ESA will

include a review of all existing records and databases for the properties scheduled for acquisition and any adjacent properties of concern. If any

evidence of contamination is found, Federal, State, and local environmental health regulatory agencies should be contacted to obtain information on

permits and enforcement actions. A potential contaminant inventory of known hazardous waste sites or areas of contamination will be included. The

Phase I ESA will determine whether additional field work, soil and groundwater testing, or laboratory analysis will be required.

Based on experience from the Manayunk Bridge Trail project, it is anticipated that a Phase II Environmental Site Assessment (ESA) will be required due

to the potential for soil contamination. Historically, railroad beds have exhibited contamination associated with the operation of railroad trains.

Contaminants can include volatile organic compounds (VOCs), semi-volatile organic compounds (SVOCs), metals, herbicides, asbestos, and

polychlorinated biphenyls (PCBs). Soil sampling should be considered to ensure or limit exposure pathways of potential contaminants to future

recreational users of the proposed trail. The investigation should include the submission and approval of a sampling plan to SEPTA, the sample

collection and delivery to laboratory, and preparation of a Phase II ESA Report.

Soil borings for structures

Soil borings should be performed along the corridor where proposed structures are anticipated requiring soil analysis for footing design. Structural

elements may include overhead lighting, retaining walls, ramps, steps, significant art or sculpture, fencing subject to wind loads, and others as

required.

April 2014 43

Final Design Requirements IVY RIDGE TRAIL FEASIBILITY STUDY

Utility coordination


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A Pennsylvania One Call is required during final design to identify all existing utilities and potential conflicts within the corridor. Depending on the

funding source, coordination may also need to occur with the Pennsylvania Public Utilities Commission (PUC) throughout the design process. The

existing catenary towers carry high voltage PECO and Amtrak lines as well as SEPTA signal wire. Design information and coordination for the

requirements of these utilities occurred during the Manayunk Bridge Trail project and should apply to the Ivy Ridge Trail. Other utility clearances may

be required depending on the final design and construction funding sources.

Traffic studies

The completion of the trail itself does not require any additional traffic analysis. However, additional traffic studies may be required for trail

connection alternatives at Canton Street, Leverington Avenue, Main Street, High Street, and the Umbria Street crossing.

Environmental clearance

Preliminary design approval for the Ivy Ridge Trail will require resolution of several environmental issues, notably review by DCNRs Wild and Scenic

Rivers program, and Section 4(f) review. The project lies within the Schuylkill River Pennsylvania Scenic Rivers Corridor System. This requires that the

project design be reviewed to be consistent with the protection of river values, including its aesthetic and recreational values.

Section 4(f) permits the use of publicly-owned parks, recreational areas, wildlife or waterfowl refuges, or any significant historic sites for

transportation use only when it has been determined that there is no feasible and prudent alternative to such use, and the project includes all

possible planning to minimize harm to the property resulting from such use. If there are no feasible and prudent alternatives to avoid the use of

Section 4(f) resources, mitigation measures will be developed.

There are two potential Section 4(f) resources present within the project study area, including the Manayunk Historic District and the Schuylkill River

Trail (SRT). If the proposed trail will result in the use of the Section 4(f) properties, a Section 4(f) Evaluation would be warranted. However, it is

anticipated that the project will have no adverse effect on any historic resources and that the project will have a de minimis use on the SRT.

Therefore, it is anticipated that the PennDOT Section 4(f) de minimisor No Use checklists will be sufficient to clear any Section 4(f) use.

Stormwater/erosion and sediment control

For all earth disturbance activities exceeding 5,000 square feet, an adequate erosion and sediment control (E&SC) plan must be properly designed and

implemented. The plan must show how the land is to be protected against accelerated erosion through the use of E&SC Best Management Practices

(BMPs). Examples of E&SC BMPs include: silt fence, mulch, diversion ditches, sediment traps and basins, and the planting of grasses or similar

vegetation. The plan must show the site, location of the BMPs, and timing and sequence of their installation for maximum erosion control.

44 April 2014

IVY RIDGE TRAIL FEASIBILITY STUDY Final Design Requirements

In addition to an E&SC Plan, a Post-Construction Stormwater Management (PCSWM) Plan is required for all construction activities requiring an NPDES

Permit. The PCSWM Plan will need to include PCSWM BMPs designed to maximize infiltration technologies, minimize point source discharges to


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surface waters, preserve the integrity of stream channels and protect the physical, biological and chemical qualities of the receiving waters.

As part of the Individual NPDES permit, an approved E&SC and PCSWM plan will be provided to the PADEP and PWD for review and approval. In

addition, all projects that generate an earth disturbance of 5,000 square feet or more must submit an Existing Resources and Site Analysis (ERSA)

worksheet and attachments to PWD through the PWD Plan Review website.

Construction plans, specifications, and estimates

Final construction plans and specifications should be prepared in accordance with the anticipated funding source for design and construction. For the

purpose of this report, it is assumed final design will fol low PennDOT standards and design approvals. Design submissions and approvals may include:

Safety Review

ADA Compliance Review

Right-of-Way Clearance

Utility Clearance

Traffic Review

Lighting Review (If lighting is proposed)

Construction Review

PS&E Review (Contract Management)

In addition to PennDOT reviews the project will need to be reviewed concurrently with Philadelphia Parks and Recreation, Philadelphia Streets

Department (specifically the Departments Bridge Unit), and SEPTA.

April 2014 45

Costs and Implementation IVY RIDGE TRAIL FEASIBILITY STUDY

COSTS AND IMPLEMENTATION


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Potential funding sources

Although no funding has been secured for the final design or construction of the Ivy Ridge Trail, the project has been listed as a medium priority

project in the 2013 Philadelphia Trail Master Plan due to the availability of right-of-way, current planning studies, and relatively low cost of

implementation. Based on this ranking, City funding for this project is in the 5-10 year stage. However, the Manayunk Bridge Trail is scheduled forconstruction in 2014, and upon completion of this t rail momentum will build as trail users will want to continue along the corridor to the northwest.

Potential public funding sources include:

Future Federal Transportation Investment Generating Economic Recovery (TIGER) grants

Discretionary grant programs, such as the Delaware Valley Regional Planning Commission (DVRPC) and William Penn Foundation Regional

Trail Program

PA Department of Conservation and Natural Resources (DCNR) grants

PA Department of Environmental Protection Coastal Zone Management grants

City of Philadelphia capital funds through Philadelphia Parks and Recreation and the Department of Commerce

Potential private funding Private funding for trails is typically easier to obtain when there are large corporations or developers that will benefit from

trail use through increased property values or alternative modes of transportation for potential employees. Although there are none of these large

corporations directly within the area of the trail, private funding should be further investigated as a potential funding source.

Project costs

The following page contains a summary of anticipated costs to design and build the Ivy Ridge Trail as described within this report. Costs were

developed from recent bid unit prices from PennDOTs Engineering and Construction Management System (ECMS). Estimated prices are based on

2014 costs and inflation should be considered accordingly. The following additional project costs have been accounted for in the project costs below:

Construction engineering - 18% of the design item costs Mobilization - 5% of the design item costs

Contingency - 20% of the design item costs

This report does not include construction costs for connecting the Ivy Ridge Trail to the Schuylkill River Trail. Further planning and design, including

survey and property ownership verification, is needed to develop accurate construction costs for these trail connections.

46 April 2014

IVY RIDGE TRAIL FEASIBILITY STUDY Costs and Implementation

Final design

Final design is estimated to be 10 15% of the total design item construction price excluding construction engineering Design costs include the


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Final design is estimated to be 10-15% of the total design item construction price excluding construction engineering. Design costs include the

following anticipated services and fees:

Development bid ready plans, specifications, and estimates

SEPTA right-of entry agreement and railroad protective liability insurance Soil samples @ $1000 per sample

Soil borings @ $1500 per sample

Environmental permitting fees

Construction administration services

Total design fee $450,000

Construction

Overall project construction items anticipated to be required for the overall trail project $100,000

Inspectors field office/equipment package

Maintenance and protection of traffic

Railroad right of entry fees and insurance

Construction costs per trail segment:

Leverington Avenue bridge area $2,500,000

Canton Street area $650,000

Canton Street parking improvements $100,000

Fountain Street area $700,000

Ivy Ridge Station area $200,000

Planning-level cost estimate for designing and constructing the Ivy Ridge Trail $4,700,000

April 2014 47


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IVY RIDGE TRAIL FEASIBILITY STUDY Appendix Summary of Public Comments

COMMENTS FROM MARKED UP PLANS

Canton Street Section


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Provide lighting

Increase visibility at Wright St./ Canton St.

Cut through traffic south on Wright St. Need safe crossing (at Wright St. & Trail).

Make Canton St. one way. Convert all parking to parallel parking only.

Add street trees.

Need green space, public art, playground at Canton St.

Add community garden with ROW.

Canton St. Provide good access to tow path via Leverington Avenue.

Mark the entrance to tow path better.

High St. & Leverington Ave. intersection is a death trap.

Leverington Bridge Section

Provide access ramp to Canton St.

Utilize space of old station. Provide a dog park.

Do not take away parking at SEPTA lot.

Why do we need two sets of stairs?

Why do we need a ramp?

Emergency vehicles can cross at Canton St.

Connect direct to green lane via old railroad steps.

Fountain Street Section

Provide traffic signal at trail access point from Umbria Street (at station parking).

Should be more than a stop sign.

Provide traffic calming devices, safer pedestrian and cycle crossing and more visible crosswalk at Fountain and Umbria Streets intersection. Ramp connecting Fountain Street to the Ivy Ridge Trail at grade with Umbria Street.

Provide traffic calming at Fountain Street.

More lights please! Thanks for the cleanup!

Provide ramp through undeveloped property between Gates and Fountain Streets to access tow path through Fountain Street underpass of

Norristown Lane.

Access tow path via Gate Street ROW.

Appendix Summary of Public Comments IVY RIDGE TRAIL FEASIBILITY STUDY

Ivy Ridge Station Lot Section

Sell this as the High Line South!

Traffic calming for bike at trail entrance to parking lot (coming off of Ivy Ridge Trail).


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g p g ( g y g )

Use old rail ROW within travel lane? Cars currently park along travel lane.

Cut into hill and provide new trail outside of parking limits.

Cars travel too fast through parking lot.

Add bike here? (not sure) Convert area where old station was removed to Transit Caf.

Add bike parking at old station location.

Provide ramp down to Parker Avenue adjacent to rail corridor.

Add 4-way stop at Parker Avenue. This intersection is unsafe!

The existing bike lanes on Umbria Street will get more use and maybe more dangerous.

Parker Avenue will need light or new development on river.

Can children use the trail to get to school?

Lamonte Street is unsafe for pedestrians.

Umbria Street backup in the morning hours approaching Leverington.

Would like to see the path follow the old ROW through the parking lot.

Connect to tow path via Parker Avenue.

IVY RIDGE TRAIL FEASIBILITY STUDY Appendix Summary of Public Comments

PUBLIC MEETING NO. 2

April 22, 2013

Manayunk North Light Community Center


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I like:Fountain Street connection to the towpath.

Because:Fountain Street connection from Fountain Street to the Ivy Ridge Trail. Fountain Street is a key connecting street into the neighborhood

and need to connect to the trail.

I like:Landscaping on Canton Street.

Because:Bank is seriously eroding and paving will increase the runoff problem.

I would rather see:Parallel/head-in Canton Street Parking (70-75 spaces)

Because:As a Canton St. resident, Im painfully aware of the scarcity of on-street parking and any path plan needs to offer the most possible

spaces. Im also looking forward to the City raking up the leaves from all the new trees.

I like:The entire concept.

Because:It connects the area with trails. The wider concept for the trail because the trail traffic will grow and the room will be needed. More

people are biking trails.

I would rather see:A shorter connection where possible.

Because:People will always take what appears to be a shorter route even though it may be steeper.

I would rather see: Option C/D.

Because:Safety!! A buffer between walkers and cyclists will go a long way for safety. (On the Leverington Ave. Bridge Area board.)

I like: A connection to Fountain Street steps and the towpath.

Because:It will provide another access point to the towpath in addition to just either end (@ Main & @ Shawmont)

I like: Buffer strip between bike and ped paths.

Because:It will largely prevent conflicts. Example: On the boardwalk in Ocean City, NJ, pedestrians ignore the painted bike symbols and risk

collisions.

I like: Purple connector from Fountain Street to towpath.

Because:It provides safe bicycle and handicap access.

I like: Buffer in middle (C) Leverington Ave. Bridge onward.

Because:Safety reasons. Sometimes cyclists and pedestrians dont mix. Also, connection @ Fountain St. steps a good idea to gain access to

towpath.

I would rather see: 1. Connection at Ivy Ridge Station to the canal path. 2. Traffic calming on Umbria Street including the Shawmont/Umbria

intersection.

Because:Public access and public safety.

Appendix Summary of Public Comments IVY RIDGE TRAIL FEASIBILITY STUDY

I like: Improved organization of Ivy Ridge Station (?)

I would rather see:Bikes directed to Lemont Street, Same as vehicles. Pedestrians given access to Umbria.


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Sent by email:

To help alleviate weekend parking concerns, promote free weekend parking at the Ivy Ridge SEPTA stop. I did not see it listed as a permit

parking lot.http://www.septa.org/parking/permit.html

Consider adding bike parking facilities at Ivy Ridge.

The new trail will be dumping even more cyclists on to the already dangerous bike lanes on Umbria Street. Traffic calming is needed it is all

too common for motor vehicles to exceed 50 mph on Umbria. All-way stop signs are needed at the intersections with Domino Lane, Autumn

River Run (at The Glen at Shawmont apartments), and the extremely dangerous Shawmont Avenue intersection. The entrance to the Umbria

Golf Center, 7200 Umbria, endangers west-bound cyclists as motor vehicles use the bike lane to get around vehicles turning left into the golf

center. Several SeeClickFix links are listed below that illustrate the Umbria Street bike lane problems. Also, I would think that the residents of

the Glen would appreciate a three-way stop at their intersection with Umbria as left-hand turns onto Umbria are risky due to speeding east-

bound traffic. (From Wikipedia - SeeClickFixis a web tool that allows citizens to report non-emergency neighborhood issues, which are

communicated tolocal government,as a form of communityactivism.It has an associated freemobile phoneapplication).

To help separate cyclists from pedestrians and runners, consider a wider trail with multiple surfaces that help to define user lanes,

especially at the Ivy Ridge station. For example, in front of Boathouse Row, the trail is asphalt in the center, with brick pavers on the outer

sides. Peds and runners tend to stay to the outer edge lanes, using the brick pavers, while cyclists stay on the center asphalt. Also, hard-

pack surfaces on the outside of the paved trail would be preferred by runners, also helping to relieve contention between trail users.

Access to the Manayunk Canal Path from Umbria Street/Parker Avenue: In attempting to secure public access through the under-

construction Station at Manayunk, emphasize the need for police and emergency access, as well as handicap access, to this somewhat

remote section of the canal path.

Consider the use of QRs (matrix barcodes) on trail signage for info on the trail, nearby history, and local info (parking, food, hotels, hostels,

etc. even possibly a source of revenue from advertisers).

Increased signage and publicity to make the public aware of the trail I spend a lot of time on the Schuylkill River Trail talking to trail users

and am always disappointed to find that so many have only recently become aware of this treasure. There has been an effort for increased

signage such as on Ridge Avenue, but more needs to be done. For example, when coming into Manayunk from Lower Merion on the Green

Lane bridge, new signage to the SRT, the canal path, and the Manayunk Bridge would greatly increase awareness.
http://www.septa.org/parking/permit.htmlhttp://en.wikipedia.org/wiki/Local_governmenthttp://en.wikipedia.org/wiki/Local_governmenthttp://en.wikipedia.org/wiki/Local_governmenthttp://en.wikipedia.org/wiki/Activismhttp://en.wikipedia.org/wiki/Activismhttp://en.wikipedia.org/wiki/Activismhttp://en.wikipedia.org/wiki/Mobile_phonehttp://en.wikipedia.org/wiki/Mobile_phonehttp://en.wikipedia.org/wiki/Mobile_phonehttp://en.wikipedia.org/wiki/Mobile_phonehttp://en.wikipedia.org/wiki/Activismhttp://en.wikipedia.org/wiki/Local_governmenthttp://www.septa.org/parking/permit.html


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MANAYUNK

DEVELOPMENT

CORPORATION

DESTINATION

SCHUYLKILL

RIVER

4312MAINSTREET

PHILADELPHIA,PA19127

215.482.9565

WWW.MANAYUNK.ORG

WHITMAN,REQUARDT&ASSOCIATES,LLP

THREEMILLROAD,SUITE309

WILMINGTON,DE19806

302.571.9001WWW.WRALLP.COM

Ivy Ridge Trail Feasibility Study - April 2014

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Transcript of Ivy Ridge Trail Feasibility Study - April 2014