of the Philmont Avenue Corridor Lower Moreland Township Montgomery County, Pennsylvania

Transcription

1 A FEASIBILITY STUDY for the Greenway and Redevelopment Plan of the Philmont Avenue Corridor Lower Moreland Township Montgomery County, Pennsylvania Woodlands and open fields adjoining Philmont Avenue, east of Red Lion Road Prepared for: Lower Moreland Township April 20, 2009 Prepared by: Campbell Thomas & Co. Architects 1504 South St. / Philadelphia, PA / with: Arora and Associates, PC, Consulting Engineers Brenton Associates, Inc., Landscape Architects

2 Feasibility Study for a Greenway and Redevelopment Plan of the Philmont Avenue Corridor Township of Lower Moreland Montgomery County, PA This project was financed in part by a grant from the Community Conservation Partnerships Program, Keystone Recreation, Park and Conservation Fund, under the administration of the Pennsylvania Department of Conservation and Natural Resources, Bureau of Recreation and Conservation. Additional funding was provided by the Township of Lower Moreland. DCNR Project Number: BRC-TAG The views expressed herein are those of the author and do not necessarily reflect those of the Pennsylvania Department of Natural Resources, nor any of their sub-agencies. Lower Moreland Township, Pennsylvania April 20, 2009 Page 1

3 Table of Contents I. Executive Summary A. Background...3 B. Goals and Objectives of this Study...3 C. Recommendations Facilities Design / Zoning... 4 D. Implementation Recommendations...5 E. Opinion of Probable Cost...5 II. Introduction A. Project Scope...7 B. Project Partners...7 C. Regional Context...8 D. Goals and Objectives...9 E. Benefits of Town Revitalization and Greenway...10 F. Projected Uses...10 III. Recommendations A. Characteristics and Alignments of Trails and Sidewalks...12 B. Special Village Design / Land Use / Zoning Recommendations Area around Philmont Avenue / Huntingdon Pike Intersection Huntingdon Pike and Other Links to Bryn Athyn Borough Philmont Avenue / Pine Road / Tomlinson Road Intersection C. Proposed Easements and Property Acquisition...27 D. Operation and Maintenance...28 IV. Implementation Plan A. Opinion of Probable Acquisition and Construction Costs...33 B. Opinion of Management and Maintenance Costs...34 C. Potential Funding Sources...34 D. Phasing Plan Prioritization of Recommended Improvements...35 E. Key Implementation Responsibilities...36 F. Recommendations for Future Action...37 V. Inventory and Methodology A. Existing Plans and Policies...39 B. Field Survey...39 C. Physical Conditions...39 D. Analysis Maps...41 E. Public Participation...41 F. Stakeholder Interviews...42 G. Demand and Usage Analysis...42 VI. Appendix Lower Moreland Township, Pennsylvania April 20, 2009 Page 2

4 I. Executive Summary A. Background This study investigates the feasibility of constructing a Trail and Greenway along the Philmont Avenue Corridor in Lower Moreland Township, Montgomery County, Pennsylvania. Throughout its proposed length, the Greenway would connect existing, isolated networks of local sidewalks with businesses, transit stations, parks and regional trails. At its western end, the Greenway would connect to Montgomery County s Pennypack Trail. Integral to this study, is an investigation of methods by which formerly industrial land use along the corridor may be redeveloped, and the town center redeveloped as an attractive, walkable people-friendly destination. Public participation has been a key component to the success of this project. Input from community groups, local governments, and the public in general has been solicited through public meetings, maps, graphic presentation and displays, publicly distributed project brochures, and interviews. This study s recommendations are the result of public participation garnered through a structured stakeholder interview process. The proposed Greenway alignments and configurations were developed through a series of meetings with the project study committees and in public forums. Western portion of the study area. For higher resolution, please refer to Appendix D B. Goals and Objectives of this Study This study assesses the feasibility of a Trail and Greenway along the Philmont Avenue Corridor in Lower Moreland Township, Montgomery County, Pennsylvania. The objectives of this study are to evaluate the feasibility of proposed trail and sidewalk alignments, make recommendations for redeveloping the formerly industrial properties, and make recommendations on how to reinvigorate Bethayres / Huntingdon Valley as a 21 st century pedestrian friendly town. Lower Moreland Township, Pennsylvania April 20, 2009 Page 3

5 C. Recommendations 1. Facilities Two miles of 12 foot wide paved multi-use trail would be constructed, from the Pennypack Creek, along Huntingdon Valley Creek and Philmont Avenue, to Ridgeway Park. Concrete sidewalks would be constructed along Philmont Avenue, three miles from the Huntingdon Valley Post Office to Byberry Road. Trail and sidewalk would parallel Philmont Avenue, on opposite sides of the road. Concrete sidewalks would be constructed to connect existing residential neighborhoods to the Philmont Avenue Corridor and train stations (along Red Lion Road, Pine Road, and Tomlinson Road. Artist s rendition of the proposed Greenway Trail along Huntingdon Valley Creek 2. Design / Zoning A new Village Center zoning district should be implemented for the area surrounding the intersection of Philmont Avenue and Huntingdon Pike. The new zoning district would: o Place buildings closer to the street, with parking behind o o o o o Allow mixed use, with retail uses, restaurants, service shops, and other uses that generate a good deal of foot traffic on the ground floor and residential or office space above Allow three to five story buildings Limit signage to appropriate, pedestrian scale Allow shared parking arrangements between complimentary uses, including parking for the nearby SEPTA R3 commuter rail station Complete missing sidewalks and provide for safer, more attractive pedestrian crossings Lower Moreland Township, Pennsylvania April 20, 2009 Page 4

6 D. Implementation Recommendations The successful remaking of the Philmont Avenue Corridor will take place over a long period of time five to ten years is not unusual for such a large number of improvements. Just as the newer post-war communities in the township were built out over many years, the rebuilding of an existing corridor and town center is a long, complex process. However, to maintain momentum, enough change must be apparent to keep stakeholders and funding sources highly interested. Fortunately, the large number of elements that make up the corridor public transit, highways, parks, trails, greenway, streams, housing, commercial area and such will give many people, companies, and agencies a strong interest in making improvements in a way that a single-purpose project might not. We strongly recommend that the Township create an entity akin to a long-term Steering Committee or an Improvement District to coordinate all the efforts for improvements along the Corridor. This will give a clear point of contact and information. The key players implementing this plan would include: Local Government County Government Regional Agencies State Agencies Businesses, Developers, Institutions and Large Landowners Residents, the Business Association, and Community Groups Detailed recommended responsibilities for all these players are outlined in section IV.E of the report. E. Opinion of Probable Cost 1. Acquisition Sidewalk and trail construction will, for the most part, occur within road rights-of-way. There are places where implementation of the Trail will require the acquisition of easements or the purchase of rights-of-way from private property owners. Based on recent purchases of trail corridors in Montgomery County, it is estimated that the total purchase price for these parcels may be approximately $30, The estimated cost of each parcel is listed in the Preliminary Opinion of Probable Cost. If easements or right-of-way are to be purchased, the use of a Pennsylvania Certified General Real Estate Appraiser is recommended for help in determining the fair market value. Some owners of other trail corridors have donated easements, often taking a tax deduction for such an easement. 2. Construction Lower Moreland Township, Pennsylvania April 20, 2009 Page 5

7 In the opinion of Campbell Thomas & Company, the probable cost for the entire Trail and sidepath network will be approximately $4.8 million, depending on the alternate alignments chosen. The analysis supporting this estimate of probable construction costs is provided in Section IV.A, and the cost table included in Appendix M. 3. Maintenance Costs Maintenance costs generally range from $5,000 to $7,000/per mile/per year for similar trails. We recommend that the responsible agencies use a figure of $7,000 per mile to estimate maintenance costs during the first year after development. This figure can be evaluated at the end of the first year. This cost can be used for fundraising purposes as well as to solicit volunteer help for maintenance. Wooded lands and open fields along Philmont Avenue Lower Moreland Township, Pennsylvania April 20, 2009 Page 6

8 II. Introduction A. Project Scope This study describes a vision and plan for the redevelopment of the Philmont Avenue Corridor with the goals of enhancing accessibility from the three railroad stations to businesses and residential areas along the corridor, and creating a link to the Pennypack and Huntingdon Creek Valleys. Flooding along the creeks and wetland areas adjacent to Philmont Avenue are also addressed. With the change of the corridor from an industrial/railroad based area into an office / light commercial / residential area, Philmont Avenue has become an important vehicular artery, but has also become increasingly unfriendly to pedestrians and bicycles. Highlighting the area s natural beauty and making the corridor accessible to all will provide a beautiful gateway to Lower Moreland Township and all the uses along Philmont Avenue, while linking the corridor to Montgomery County s Pennypack Trail and many parks. Philmont Avenue, looking east toward Pine Road B. Project Partners The progress that has been achieved would not have been possible without the talent and vision of the project s many partners. These partners generously contributed their time and ideas through participation on the Study Committee and numerous other meetings and site visits. Funding for this study has been generously provided by a grant from The Pennsylvania Department of Conservation & Natural Resources (DCNR) with matching funds from Lower Moreland Township. We particularly appreciate the time, encouragement, and constructive criticism offered by the officials and residents of Lower Moreland, the County of Montgomery, and the Lower Moreland Business Association. We wish to thank as well as the numerous property owners, agencies, residents, and other interested citizens along trail corridor who spent much time with us both in meetings and site visits, and who provided useful information and many helpful observations. Lower Moreland Township, Pennsylvania April 20, 2009 Page 7

9 C. Regional Context The Philmont Avenue Corridor is located in eastern Montgomery County, twelve miles north of Center City Philadelphia. Montgomery County s population is three-quarters of a million, in a metro area of six million. Post World War II, the region saw rapid development of auto-centric residential, commercial, and light industrial land uses. Everincreasing motor vehicle traffic has resulted in a situation where the simple act of walking and bicycling is an unpleasant if not dangerous enterprise. Aerial view looking east along Philmont Avenue Corridor Access to the study area is provided by a state-maintained highway system, and by electric commuter rail. Numbered state routes 63 and 232 traverse the study area. Three passenger railroad stations are located within the study area: Bethayres and Philmont in Lower Moreland Township, and Forest Hills in northeast Philadelphia. Local bus service is provided by SEPTA Route 24 and, at the southwest corner of the study area, Route 88. This service is primarily utilized by service workers accessing suburban jobs. The Philmont Avenue Corridor is within a broad stream valley formed by a geological feature known as the Huntingdon Valley Fault. 1 The valley is oriented at right angles to the north-south stream valley formed by Pennypack Creek. Due to the flatness of the valley floor, and the nearby confluence of the Huntingdon Valley and Pennypack Creeks, a significant portion of the study area is subject to inundation by flood waters. The railroad through the Huntingdon Valley that is now the R3 West Trenton commuter line was built in Reading Railroad s trains provided express service on this line between Philadelphia and New York until At this time, regional transit authority SEPTA operates hourly electric commuter trains between center city Philadelphia and West Trenton, New Jersey. Reading Railroad express trains between Philadelphia and New York once utilized the R3 tracks through Huntingdon Valley 1 Earthquakes along the Huntingdon Valley Fault are relatively infrequent, with seismic intensities no greater than 3.5 on the Richter Scale. Lower Moreland Township, Pennsylvania April 20, 2009 Page 8

10 Of particular importance to this study, is the network of regional trails now being created in Montgomery County and Philadelphia. The Pennypack Trail, now being designed, will pass through the western portion of the study area. The Philmont Avenue Corridor may be seen as a branch of the future greenway system, stretching three miles in an easterly direction from the Pennypack. Generous expanses of open space have also been preserved immediately north of the study area, primarily by the non-profit Pennypack Ecological Restoration Trust. The village of Huntingdon Valley is located along Huntingdon Pike south of its intersection with Red Lion Road. This traditional town center includes a commercial district, public library, and two schools (Murray Avenue School and Lower Moreland High School). Immediately to the north of the village of Huntingdon Valley is the Borough of Bryn Athyn, home to Bryn Athyn Cathedral and Bryn Athyn College. D. Goals and Objectives This Feasibility Study examines and/or addresses: Provisions for landscaping and a signage system for the corridor that will enhance its beauty, linking it with the Pennypack Greenway system. This proposed greenway trail and sidewalk network will provide pedestrian and bicycle linkages to the Pennypack Trail, a component of Montgomery County s Proposed Primary Trail Network. Pedestrian and bicycle improvements along the corridor that will provide a safe linkage from railroad stations in Philadelphia and Lower Moreland to places of work, commerce and residence, as well as one neighborhood to another. Linking residents and workers to centers of commercial and historic interest including Huntingdon Valley and Bryn Athyn. Flooding along Pennypack and Huntingdon Valley Creeks, which cross or run parallel to Philmont Avenue. At this time, Philmont Avenue often lacks provision for pedestrians An overall streetscape plan, as part of the greenway that will address coordinated improvements including lighting, fencing, paving, planting, walkways and the like, providing a recognizable character for the Avenue. Proposed changes in zoning to guide development of the town center as a more pedestrian friendly environment, and at the former industrial properties along the railroad corridor. Lower Moreland Township, Pennsylvania April 20, 2009 Page 9

11 E. Benefits of Town Revitalization and Greenway The Huntingdon Valley is exceptionally rich with natural, historical, and cultural assets. The Philmont Avenue Greenway would enhance the quality of life for local residents not only by providing for recreation and appreciation of the beauty of the Valley s natural landscapes, but also by stimulating economic revitalization of the historic town center, and along Philmont Avenue. Bringing the Trail through historic commercial centers provides mutually for the benefit of the town and the Trail users bring commerce to town centers. trail users. Town centers and their related businesses provide amenities to trail users in the form of restaurants, hotels, shops and site-seeing. Thus, trail users bring a new source of income to help grow current businesses and create opportunity for the development of new ones. Potential recreational business activities that could be generated or expanded because of the Trail include eateries, bed and breakfasts, bicycle rental, recreation activities, sightseeing excursions, and bicycle related shops. The proposed trail would enhance mobility and connectedness within Montgomery County and adjacent northeast Philadelphia. The Trail would also provide safer walking and bicycle commuting opportunities to businesses, parks, schools and the like. F. Projected Uses The Philmont Avenue Greenway Trail and its connecting sidewalks would appeal to a broad spectrum of users. It is intended that the highest benefit of this trail corridor will be the establishment of nonmotorized connections between towns, parks, residential and business communities, cultural, natural and historic resources. The Trail is further envisioned as a strategic element of the future growth and development of the region s potential for increased markets in heritage tourism and economic development. The nearby Radnor Trail Lower Moreland Township, Pennsylvania April 20, 2009 Page 10

12 Fortunately the region has a growing network of multi-use trails, including the Schuylkill River Trail and the Radnor Trail. These trails have sparked the interest and momentum that has led to this study. The citizens that use these trails have realized and appreciated the many benefits of trails and greenways and have initiated various studies and plans such as this one. Some current uses that would be immediately enhanced include: local joggers, picnickers, and hikers; recreational and commuting bicyclists; and employees and patrons of local businesses. Tomlinson Road, view towards Philmont Avenue Lower Moreland Township, Pennsylvania April 20, 2009 Page 11

13 III. Recommendations A. Characteristics and Alignments of Trails and Sidewalks Different trail surfaces and widths are recommended for different segments of the Philmont Avenue Greenway Trail and its network of proposed connections. The alignments depicted on Maps B utilize a wide green and a thin green line to differentiate these. Existing sidewalks and trails are shown as orange lines. Wide green line: 12 foot wide hardsurface trail. It is recommended that these trail segments be constructed to Montgomery County multi-use trail standards. In addition to the 12 foot wide pavement, both sides of the trail are to include 4 foot wide level shoulders where space and topography permit. 12 foot wide hard-surface trail Thin green line: 6 foot wide sidewalk or side-path. These segments are designed to provide accommodation for pedestrians, or small children on bicycles with adult supervision. Generally these are placed alongside existing streets, within public rights-of-way. 6' 6 foot wide sidewalk Specific trail cross sections, such as those to be constructed on steep slopes, are depicted in Appendix F. The proposed Greenway Trail is comprised of two main sections. (Please refer to the map provided with Appendix D, and to the detailed drawings provided with Appendix E.) The Huntingdon Valley Creek branch is proposed to run about two miles along the bank of Huntingdon Valley Creek. This branch begins at the Bethayres train station and ends at Lower Moreland Township s Ridgeway Park. At Red Lion Road, the Trail crosses from the south side to the north side of Philmont Avenue. The Pennypack Creek branch is proposed to run about one half of a mile along the bank of Pennypack Creek, and serve as a link in the Pennypack Trail. It begins near the intersection of Huntingdon Pike and Moreland Road, and ends near the point where Welsh Road crosses the Pennypack Creek. Lower Moreland Township, Pennsylvania April 20, 2009 Page 12

14 A possible trail link beneath the existing Huntingdon Pike railroad bridge could provide an offroad connection between the two segments described above. This link is depicted in Appendix G. If this connection is not built, trail users will need to utilize the crosswalk at the signalized intersection of Huntingdon Pike and Chestnut Street. A possible duck-under beneath the bridge that carries Welsh Road over Pennypack Creek would bring the trail to the north side of Welsh Road without needing to cross four lanes of traffic. If the duck-under proves to be infeasible, then a new crosswalk and push-button actuated pedestrian signal could be added to the existing signalized intersection of Welsh Road and Terwood Road. Greenway Trail: Huntingdon Valley Creek Branch The Huntingdon Valley Creek branch begins at the Bethayres train station. At the point where the existing driveway meets the train station parking lot, the proposed Trail parallels the right edge of the driveway, providing pedestrians and cyclists an off-road route to the station. An existing concrete box culvert carries the train station driveway over Huntingdon Valley Creek. Sufficient space exists between the edge of the driveway and the headwall of the existing culvert, to construct a sidewalk. On either side of the existing culvert, a raised bench will need to be constructed to carry the sidewalk. Gabion walls will likely be required in the areas nearest the culvert. It is recommended that a suitable railing be placed atop the existing concrete headwall and at the gabion walls. In addition, raising the sidewalk six or inches above the existing road surface and adding a concrete curb will help to protect trail users from automobile traffic. Once across Huntingdon Valley Creek, a trail user encounters a junction. The left-hand fork leads to a short section of new sidewalk connecting with existing sidewalk on the east side of Huntingdon Pike. From here, one can continue on a proposed sidewalk towards the Huntingdon Valley village center, or cross Huntingdon Pike on a crosswalk at the existing signalized intersection with Chestnut Street. Appendix E/Drawing 1 shows this area in detail. The right-hand fork is a continuation of the 12 foot wide multi-use trail. This area is park-like flood plain, lawn with intermittent mature trees, owned by Lower Moreland Township. As the trail passes near the Chestnut Street cul-de-sac it crosses into private property, following a de facto earthen footpath. The existing path here is evidence supporting the viability of this alignment. Clearly commuters are already walking this way, between Bethayres rail station and the employment centers along Philmont Avenue. Existing informal footpath from Bethayres train station to Philmont Avenue Lower Moreland Township, Pennsylvania April 20, 2009 Page 13

15 The next half-mile of Greenway Trail is proposed to run in the strip of land between Philmont Avenue and Huntingdon Valley Creek. Much of this is lawn with a mix of mature trees. This is private property, so an easement or right-of-way will need to be negotiated with the four property owners involved. Significant to this effort is the fact that this land is within the floodway of Huntingdon Valley Creek, and therefore off limits to most development. The last thousand feet of this segment (nearing Red Lion Road) is a parcel which has seen several proposals for development in recent years. It is hoped that provision for the Philmont Avenue Greenway Trail can be built into whatever proposal ultimately meets with Lower Moreland s approval. At the intersection with Red Lion Road, the Greenway Trail switches from the south side to the north side of Philmont Avenue. It is envisioned that the trail first cross Lawn between Philmont Avenue and Huntingdon Valley Creek Philmont Avenue to the corner occupied by Commerce Bank, and then cross Red Lion Road. Push button-actuated pedestrian signals and crosswalks should be added to all four corners the existing signalized intersection. At this intersection, connection is made to proposed sidewalks on Red Lion Road. These sidewalks are described in greater detail later in this report. Once on the northeast corner of the intersection with Red Lion Road, the next five hundred feet of Greenway Trail takes the form of a wide concrete sidewalk. If a narrow strip of trail easement is not available here, the sidewalk would be constructed within the existing highway right-of-way, adjacent to the existing curb line of Philmont Avenue. If a trail easement is made available, a landscaped strip can separate the sidewalk from the motor vehicle traffic on Philmont Avenue. Philmont Avenue east of Red Lion Road. Proposed trail alignment along left edge of photo Moving east, the next quarter mile of trail would be along frontage owned by S&P Philmont, LP. This tract of land has been the subject of development plans, none of which have come to fruition to date. Should development of this land move forward, an ultimate right-of-way line 60 Lower Moreland Township, Pennsylvania April 20, 2009 Page 14

16 feet from the centerline of Philmont Avenue would be established. The Greenway Trail could fit within this ultimate right-of-way. Alternately, the development plan which meets the approval of the Township could incorporate the Trail, allowing an alignment farther from the Philmont Avenue s traffic lanes. Such an alignment could result in a very fine natural experience for trail users (see the cover of this report). Towards the east end of this property, a trail bridge will be required over Huntingdon Valley Creek. East of the crossing over Huntingdon Valley Creek, an abandoned section of road-bed exists, to the north side of Philmont Avenue. When the state Department of Highways rebuilt and straightened Philmont Avenue decades ago, this five-hundred foot long abandoned road-bed remained. Because the surrounding land is low and floodprone, it may be advantageous to place the trail on this road-bed. Because the road-bed is as much as 30 feet outside the ultimate rightof-way line, an easement from two property owners would need to be negotiated. East of this point, the study recommends a 450 foot long A Trail boardwalk is proposed along the north side of Philmont Avenue (opposite side of the road in this view) boardwalk to carry the trail over a tributary to Huntingdon Valley Creek that parallels Philmont Avenue. An easement from this property owner is not required, because the boardwalk and trail will fit within the existing right-of-way. This boardwalk adjacent to natural wooded wetlands would offer trail users a high-quality trail experience. The 800 feet of trail between the proposed boardwalk and Tomlinson Road would be placed along frontage owned by Philmont Country Club. If this tract is sold for development, it is hoped that the Greenway Trail be accommodated in a way that allows some separation in the form of a landscape buffer between the trail and Philmont Avenue. It is recommended that the Greenway Trail cross Tomlinson Road and then Pine Road on a new crosswalk, with push buttonactuated pedestrian signals added to the existing signalized intersection. A trail bridge or culvert extension will be required The Trail would traverse Ridgeway Park (right side in this view) Lower Moreland Township, Pennsylvania April 20, 2009 Page 15

17 to cross a stream along Pine Road. Please refer to detail drawing 6 in Appendix E for the proposed design in this area. The final quarter mile of the Huntingdon Valley Creek branch of the Greenway Trail is within Ridgeway Park. Near the park s western end, a meander in the course of the stream that runs through the park will necessitate two trail bridges to first cross, and then re-cross the stream. The remainder of the trail runs through flat, open lawn interspersed with mature trees, to the south of the ball fields. The trail terminates at the parking lot on Manor Road, which may serve as a trailhead. Greenway Trail: Pennypack Creek Branch The Pennypack Creek Branch of the Greenway Trail will serve as a north-south link in the proposed Pennypack Trail. Montgomery County is in the process of constructing the Pennypack Trail north from Lorimer Park to the point where the unused Newtown Branch of the former Reading Railroad passes beneath Huntingdon Pike. This is adjacent to the municipal boundary between Abington and Lower Moreland Townships, near the intersection of Huntingdon Pike and Moreland Road. At a point 500 feet north of Huntingdon Pike, the abandoned Newtown Branch can not be used as a rail-trail due to an at-grade crossing with the active R3 commuter rail line. Therefore, it is recommended that the trail leave the abandoned trackbed south of the Huntingdon Pike overpass, and climb out of the cut to meet Huntingdon Pike at its intersection with Moreland Road. An existing crosswalk at that location will bring trail users to a new paved sidepath which this study recommends be constructed on the west side of Huntingdon Pike. One thousand feet north of Moreland Road, the new 10 foot wide side path would utilize the existing sidewalk on the bridge over the R3 railroad tracks. Pedestrians utilize the existing sidewalk on the Huntingdon Pike bridge over the R3 railroad Though only five feet in width, the existing sidewalk is protected from motor vehicle traffic by a concrete barrier. Once across the overpass, the 10 foot wide side path resumes. The proposed alignment places the side path behind the existing steel guide rail, a situation far preferable to the five foot wide concrete sidewalk that is currently squeezed between the guide rail and the high-speed travel lanes of Huntingdon Pike. Please refer to Appendix F for a drawing showing how the proposed trail would be placed in this area. A thousand feet north of the overpass, the Pennypack Branch of the Greenway Trail follows the edge of Elkins Field. The existing parking lot, with vehicular access from Huntingdon Pike, may serve as a trail-head. Lower Moreland Township, Pennsylvania April 20, 2009 Page 16

18 At the west end of Elkins Field, the trail alignment crosses a proposed bridge over the outflow channel that drains the retaining basin behind Huntingdon Place into Pennypack Creek. (Please refer to the illustration below). The trail would follow the berm that divides the basin from Pennypack Creek. An additional trail bridge would span the spillway on the west side of the basin. Proposed trail alignment on the berm between the retaining basin and Pennypack Creek The Greenway Trail alignment meets Welsh Road at the existing 6 foot wide sidewalk on the south side of the road. Welsh Road here is a high traffic-volume four-lane highway, to be crossed with caution. Trail users wishing to continue north to the trails of the Pennypack Ecological Restoration Trust should cross Welsh Road at the signalized intersection with Terwood Drive, 300 feet west of the point where the new trail intersects the existing sidewalk. This study recommends a new crosswalk, with push button-actuated pedestrian signal, on the east side of the intersection of Welsh Road and Terwood Drive. The final section of Greenway Trail is on the north side of Welsh Road, intended to bring trail users to the lands of the Pennypack Ecological Restoration Trust and its Bethayres Woods Trail. The trail also connects to existing sidewalk that connects with Huntingdon Valley village on the north side of Welsh Road. Greenway Trail: Alternate A Alternate A is a trail duck-under beneath the bridge that carries Welsh Road over Pennypack Creek. Such an off-road connection would enable trail users to avoid the potentially unpleasant crosswalk on Welsh Road. The crosswalk would also be implemented, however, for using during times of high water. Construction of the bench in the creek-bed upon which the trail would be constructed might not be allowed by permitting authorities, because the bench may adversely affect the ability of the bridge to convey flood waters downstream. However, it may be argued that careful excavation of Lower Moreland Township, Pennsylvania April 20, 2009 Page 17

19 flood-borne debris in the form of earth and stones that have accumulated beneath the bridge over the years may result in a net balance in the total size of the hydraulic opening. Drawings of this trail duck-under are provided in Appendix H. Greenway Trail: Alternate B Example of a trail duck-under beneath a four-lane highway Alternate B places a trail connection beneath the existing Huntingdon Pike bridge over the R3 railroad in Bethayres. Such a trail would provide an off-road connection between the two branches of the Greenway Trail, enabling trail users to avoid crossing four lanes of traffic. There is an unused bay beneath this bridge, separated from the active tracks by concrete bridge piers. Permission from SEPTA for a trail easement will need to be sought. Five hundred feet of trail on the west side of Huntingdon Pike are private property. Negotiation of a trail right-of-way or easement may be made easier by the fact that this area is in flood plain, and thus not eligible for development. The final three hundred feet of this connection are in the south end of townshipowned Elkins Field. Drawings of this trail connection are provided in Appendix G. Greenway Trail: Alternate C Alternate C is a multi-use trail behind the office building property at the northeast corner of Philmont Avenue and Red Lion Road. This trail would be placed on school district property, and on property owned by S&P Philmont LP and slated for future development. It would serve as an off-road alternate connection between the existing sidewalk on the school district frontage, and the proposed Greenway Trail on the north side of Philmont Avenue. Space exists beneath the Huntingdon Pike bridge over R3 tracks to accommodate the trail. Sidewalk Connections A series of sidewalks is proposed to complete the connections between the new Greenway Trail, residential neighborhoods, places of business, transit stations and parkland. Because there are a dozen separate sidewalk connections proposed, the following description lists them using the numbers displayed on the map included with Appendix L. Please refer to that map, and to the detailed plans provided with Appendix E. Lower Moreland Township, Pennsylvania April 20, 2009 Page 18

20 S1 This proposed sidewalk connects the Huntingdon Valley Post Office with the existing sidewalk on the south side of Welsh Road (the sidewalk currently terminates at Terwood Drive). The proposed sidewalk continues a short distance on Lieberman Circle, with a crosswalk providing access to the front entrance of the Post Office. It is recommended that this sidewalk be completed during the first phase of construction. Sidewalk to Huntingdon Valley Post Office is recommended along the south side of Welsh Road S2 This proposed sidewalk continues an existing sidewalk on the east side of Huntingdon Pike, and on the south side of Philmont Avenue. At its eastern end, this sidewalk connects with the proposed Huntingdon Valley Creek branch of the Philmont Greenway Trail. It is recommended that this sidewalk be completed during the first phase of construction. S3 This segment completes the sidewalk on the north side of Philmont Avenue between Huntingdon Pike and Red Lion Road. It is categorized as a Phase 5 priority. S4 This proposed sidewalk extends west of the study corridor to the intersection of Welsh Road and Valley Road. Its completion would connect the residential neighborhoods in the western corner of Lower Moreland Township to the Philmont Avenue Corridor. It is categorized as a Phase 5 priority. S5 This sidewalk connects the existing sidewalk on the east side of Red Lion Road, from the Lower Moreland High School property to Philmont Avenue. Because it will connect to the first segment of Greenway Trail, it is a Phase 1 priority. S6 A 10 foot wide sidewalk is recommended for the frontage of the office building at the northeast corner of Red Lion Road and Philmont Avenue. It will serve as a link in the third phase of the Greenway Trail. Lower Moreland Township, Pennsylvania April 20, 2009 Page 19

21 S7 This sidewalk will connect existing sidewalk on Red Lion Road south of the R3 railroad tracks, with Philmont Avenue and the Greenway Trail. A portion of this sidewalk, in front of EZ Storage, is already in place. This new link will include a pedestrian bridge over Huntingdon Valley Creek. Any widening of Red Lion Road (and widening of the dangerously narrow roadway where it crosses Huntingdon Valley Creek) should include construction of this sidewalk. Until such a widening occurs, this is categorized as a Phase 4 priority. Segment S7: Red Lion Road south of Philmont Avenue is of insufficient width to safely accommodate pedestrians or bicycles S8 This first priority segment places 3400 feet of sidewalk on the south side of Philmont Avenue, from Red Lion Road to Tomlinson Road. This sidewalk effectively extends the reach of first phase of the Greenway Trail, serving numerous commercial and employment centers. S9 This sidewalk will extend existing sidewalk on Pine Road to the Philmont train station, and to the first-phase (S8) sidewalk on Philmont Avenue. It is planned for implementation in Phase 2. S10 This Phase 2 sidewalk on the west side of Tomlinson Road will connect the Philmont Avenue sidewalk with the Philmont train station, and the light industries on Tracey Road. Construction of a sidewalk here will correct a dangerous situation where a narrow culvert near the R3 railroad tracks forces pedestrians and bicycles into the southbound traffic lane. S11 This extends the Phase 2 sidewalk on Tomlinson Road eight hundred feet from Tracey Road to the sidewalk network in the city of Philadelphia. This is a Phase 5 priority. S12 This segment of sidewalk will provide access to the commercial and industrial employment centers along the south side of Philmont Avenue from Tomlinson Road to Maple Road. Because it ties into the first section of the Sidewalk is proposed on Tomlinson Rd south from Philmont Av Lower Moreland Township, Pennsylvania April 20, 2009 Page 20

22 Greenway Trail to be completed, it is categorized as a Phase 2 priority. S13 through S15 These final-phase sections of sidewalk extend on both sides of Philmont Avenue to meet with the existing sidewalks on Byberry Road, providing access to the Forest Hills railroad station for Lower Moreland residents, visitors, and employees. Greenway will allow trail users to experience the natural beauty of Huntingdon Valley Creek Lower Moreland Township, Pennsylvania April 20, 2009 Page 21

23 B. Special Village Design / Land Use / Zoning Recommendations 1. Area around Philmont Avenue / Huntingdon Pike Intersection In addition to this study s primary goal of creating pedestrian and bicycle linkages between existing areas within the Township, another key aim of this study is to create options for future development of a village center that would serve as a destination for all of these trails and sidewalks and create a focal point for the Township. The logical location for such a center would be at the crossroads of Philmont Avenue and Huntingdon Pike. This crossroads is currently the Township s key transportation hub and is surrounded by automobile oriented commercial uses (services stations, a small strip mall shopping center, a few additional free-standing shops, and professional office uses), that have served the Township well over the past decades. Because this area has been primarily a highway crossroads and there have been limited opportunities for pedestrian or bicycle travel to or through this crossroads, the existing development here is oriented to automobile traffic. Parking lots are located in front of the buildings, with the buildings well set-back from the road. Signs are large and brightly illuminated to be seen by passing automobile traffic. While there are existing sidewalks on three of the four quadrants (the exception being in front of the service station on the southeast corner), these sidewalks do not all connect to other pedestrian facilities and there are no pedestrian crossings or routes through the parking lots to access the buildings. Both the physical and visual orientations of the developments around this crossroads are geared to the automobile. The area is simply not inviting to pedestrians or bicyclists. While it is a good location to make a quick stop for gas or milk or bread on the way home from work, it is not a destination that residents would seek out as a place to gather, to walk around looking at storefronts, to interact. As this crossroads area continues to develop and redevelop over time, however, it can and should become more of a destination, a village center. A Village Center could take on the character and appearance of many traditional small towns and village crossroads in the region. As we build sidewalks and trails and link them in such a way that this area becomes reachable on foot and via bicycle, we should also take steps to assure that it is not only accessible to pedestrians and cyclists, but that it is also inviting to these users. The area can Lower Moreland Township, Pennsylvania April 20, 2009 Page 22

24 become a place where people don t just stop off for convenience items, but where residents will want to gather and spend time. The key tool for changing the orientation and appearance of future development in this area is the Zoning Ordinance. The current zoning for the crossroads is Commercial on the south side of Route 63 and Restricted Commercial on the north side of Route 63. While the two districts allow for slightly different uses and development standards, both of these districts essentially require automobile oriented development patterns. A combination of lot dimensional requirements, building setback requirements, requirements for parking configuration, signage regulations, and landscaping standards all combine to result in the type of development that is in place in this crossroad area currently. Both of these zoning districts are also located elsewhere throughout the township. As such, it is not recommended that wholesale changes be made to these districts because the districts, as constructed, are appropriate for other locations in the Township. Rather, it is recommended that the Township create a new Village Center district and apply that zoning to the entire crossroads area. The Sketch of Redeveloped Town Center (next page) illustrates one possible configuration for new development in a Village Center district on the south side of Route 63. In creating a new Village Center zoning district and the regulations within this district, the Township should consider the following issues: Build to Lines vs Setbacks The current zoning in the crossroads area requires that buildings be setback from the street, with the natural consequence that parking lots are located between the street and the buildings. To create more pedestrian friendly development in the future, buildings should be located close to the street, with sidewalks taking up the space between the building and the street. Parking lots should be located behind the buildings, where they are as functional as parking lots located in front of the buildings, but do not have the same visual impacts on the development. To accomplish this, the proposed Village Center zoning district should use build-to lines rather than building setback requirements. A build-to line of 15 or 20 feet would require that the front of new buildings could be placed no more than the prescribed distance from the right-of-way boundary. The concept of moving the buildings out towards the street is illustrated in the drawing titled Sketch of Redeveloped Town Center on the following page. Sidewalk Environment The area between the street and building fronts becomes an outdoor room, the environment where citizens walk, browse, and interact. This area should be made as attractive and inviting as possible. Street trees should be used to create a buffer between traffic and pedestrians, adding to a feeling of pedestrian safety and security. On-street parking can have the same effect, but is likely impractical at this crossroads location. Street furniture, such as benches and bollards can also contribute to the atmosphere of this public space. Attractive paving materials also add to this atmosphere and sense of place. Finally, uses that involve the outdoor area can contribute to a sense of place. Examples include sidewalk cafes, bookstores with outdoor displays, newsstands, etc. Lower Moreland Township, Pennsylvania April 20, 2009 Page 23

25 Signs and Awnings In keeping with the pedestrian scale of the sidewalk environment, signs should also be geared more to pedestrian traffic rather than only to automobile traffic. Signs in this crossroads area now are scaled and lit to be visible to traffic passing by at mph. While limited signage should still be permitted to inform motorists of what is available in a new Village Center, pedestrian scale signs should be emphasized. Such signs often hang perpendicular to the sidewalk near a businesses door, rather than flush with the building, since such signs are more likely to catch the eye of a passing pedestrian. Such signs are relatively small and lighting is generally provided from an external source, rather than internally lit, glowing signs. Awnings are also a pedestrian friendly feature in that they protect pedestrians from inclement weather. Sketch of Redeveloped Town Center Permitted Uses Uses permitted in this Village Center zoning district will have a major impact on how effectively this area serves as a true center. Ground floor uses should involve public interaction as much as possible. As such, retail uses, restaurants, service shops, and other uses that generate a good deal of foot traffic are recommended. Uses where such interaction between the street and the interior are unwanted and discouraged, such as office and residential uses, should be discouraged at the ground level. Uses that add to the population of the Village Center area should be permitted on upper stories. Residential uses above retail shops, whether in two-story structures or four story structures, are very compatible uses. Similarly, office uses are appropriately located on Lower Moreland Township, Pennsylvania April 20, 2009 Page 24

26 upper stories above retail and service shops. Such residential and/or office uses bring people into the Town Center either to live or to work and create a critical mass of people in the area that can patronize the shops and restaurants at the ground level. Such a critical mass of population also adds to the interest of the area and creates a destination that other residents from around, and beyond, the Township will want to visit. The recently constructed Huntingdon Place condominium development immediately to the west of the Town Center area will help create this critical mass of residents and gives development of such a center a head start. It is possible that market conditions could result in a proposal to build a residential-only building in the Village Center. If the Township decides to permit a residential-only building, the ground floor should be designed to be as visually interesting as possible from the sidewalk, with a lobby, a management office, or other similar uses visible from the street, rather than residential units being visible at sidewalk level. The sketch below shows one of the buildings in the Village Center as a residential building with first floor retail/commercial uses. Scale of Buildings How large to allow the buildings in the Village Center zoning districts to be is a question of both community values and market forces. To create the most vibrant community, three to five story buildings would be ideal. As discussed above, having residential and/or office uses on upper floors helps create a critical mass of daytime and evening population to patronize the retail and service uses on the ground floor. However, if either community values or market forces limit the scale of development, successful village centers have existed for years with only ground floor commercial uses or two story buildings with ground floor commercial uses and second floor apartments. Given the scale of the Huntingdon Place condominiums, it is recommended that the Township permit similar scale buildings for the Village Center, but all involved must understand that market forces may not exist to build structures of that size at a given time. Landscaping Thoughtful landscaping is essential to create an attractive town center. Where possible, this should be coordinated with the removal of any unnecessary pavement, and the enhancement of storm-water management practices. Parking As noted above, parking for the Village Center district should be required to be provided behind the buildings, not between the buildings and the street. Depending on the scale of development, structured parking may be necessary and should be allowed. In Lower Moreland Township, Pennsylvania April 20, 2009 Page 25

27 some cases, parking should be located in a separate structure behind the main structure. In other cases, parking can occupy the upper floors of buildings or portions of buildings. Such an arrangement is illustrated in the Sketch of Redeveloped Town Center. The parking adjacent to Elkins Field would be combined with the rear parking for the new multi-story commercial building built closer to Welsh Road. Additionally, shared parking arrangements between complimentary uses should be encouraged (and permitted in the zoning ordinance). Additionally, given the proximity of SEPTA s Bethayres rail station to this Village Center area, some accommodation of SEPTA spillover parking might be possible within structured parking in the Village Center district. Access to the parking lots and/or structures located behind the Village Center buildings should be via driveways that pass behind the parking structures. Such drives are illustrated in the Sketch of Redeveloped Town Center. They have the dual benefit of moving curb-cuts farther from the main intersections of Routes 63 and 232 and also of allowing many of those using the rear parking areas to bypass the intersection altogether. Pedestrian Crossings A key to the success of a Village Center area as a pedestrian friendly gathering area is the ability of pedestrians to cross the busy streets that constitute the crossroads. These pedestrian facilities are discussed in greater detail throughout this report, but as illustrated in the Sketch of Redeveloped Town Center, crosswalks should be located in key locations. Given the width of these streets, mid-street medians should be included to allow elderly pedestrians, and others who are unable to cross in one cycle of the signal, an opportunity to rest mid-crossing and complete the crossing at the next cycle of the signal. Street trees can be included in these mid-street medians as well to help calm traffic speeds and create a safer and more inviting pedestrian experience. Links to the Regional Trail System which will pass through Bethayres should be clearly signed, both for residents and employees, and for visitors. Being perceived as a trail community is a good source of business. 2. Huntingdon Pike and Other Links to Bryn Athyn Borough The key improvements and strategies over time which will work to create an attractive, truly walkable link between the communities along Huntingdon Pike, and the businesses in the corridor: Preserve Historic Buildings: North of Philmont Avenue the historic village buildings, many reused now for commercial purposes, give much character to Huntingdon Pike. They should continue to be preserved, along with the width of Huntingdon Pike. Improve and Connect Sidewalks and Trails: Sidewalks are needed where missing along Huntingdon Pike. They should be introduced carefully in a manner consistent with the historic setting north of Philmont Avenue. The sidewalk on the east side of the Pike should be set back away from traffic. South of Philmont Avenue, the existing sidewalk on the west side of the Pike should be widened to accommodate multiple use traffic, and it should be connected to the section of the Pennypack Trail now being constructed by Montgomery County to Lorimer Park, which is expected to open in Spring of Lower Moreland Township, Pennsylvania April 20, 2009 Page 26

28 Landscaping and Trees: Much already exists, but the corridor would benefit from more planting. This could be designed along with sidewalk and storm-water management improvements. 3. Philmont Avenue / Pine Road / Tomlinson Road Intersection The south side of Philmont Avenue both east and west of the six-point intersection of Philmont Avenue, Pine Road and Tomlinson Road is currently zoned for Commercial use, and behind that, for Industrial use. The Philmont Regional Rail station is located a short distance away. In 2007 an average of 670 people boarded trains at Philmont station on any given weekday. The station parking lot holds only 249 automobiles, so the majority of rail passengers are not driving to this station. Once the sidewalks recommended in this study are constructed, a walkable Village Center has a great deal of potential here. At this time some of the properties adjacent to this crossroads are either vacant or in need of revitalization. A variant of the proposed Village Center Zoning district described in Section III.B.1 may also be applied to this Commercial /Industrial area, to allow for a more attractive, pedestrian-friendly and sustainable commercial center. This Village Center Zoning district should provide for a lower density of Large expanses of asphalt surround buildings, such as the vacant Sears Appliance Repair Center on Philmont Avenue development than that proposed for the Huntingdon Pike / Philmont Avenue crossroads. Instead of 3- to 5-story buildings, smaller 2- to 3-story buildings would be more appropriate here. The proposed build-to lines, sidewalk environment, signs and awnings, stormwaterattenuating landscaping and behind-buildings parking described in Section III.B.1 would be appropriate for the Philmont Avenue / Pine Road / Tomlinson Road intersection, and the area extending up to the Philmont Station. C. Proposed Easements and Property Acquisition Most of the Greenway Trail and sidewalk construction proposed by this study would be built on township-owned property, or within existing public rights-of-way. Several segments of trail, however, will require either the negotiation of easements or the purchase of trail right-of-way. Please refer to the map included as Appendix J. Segment M5 Three thousand feet of first-priority Greenway Trail, on the south side of Philmont Avenue between Chestnut Street and Red Lion Road, will require a trail easement or right-of-way. A 20 Lower Moreland Township, Pennsylvania April 20, 2009 Page 27

29 foot wide corridor should suffice. The properties affected are occupied by light industry at this time. The trail alignment is adjacent to Huntingdon Valley Creek, well within the flood plain and therefore not suitable for development. Segment M6 Fifteen hundred feet of third-priority Greenway Trail on the north side of Philmont Avenue east of Red Lion Road is along frontage owned by S&P Philmont, LP. This property has been the subject of development plans, none of which have yet advanced to the permitting stage. It is hoped that any permitted development incorporates the Greenway Trail, allowing it to move away from the travel lanes of Philmont Avenue. Moving eastward, the next four hundred feet of Greenway Trail will fit within the 120 foot wide ultimate right-of-way of Philmont Avenue. If, however, a trail easement can be negotiated with the property owner, the trail can be placed farther from Philmont Avenue, resulting in a higher quality experience for the trail user. Nine hundred feet of third-priority Greenway Trail along Philmont Avenue west of Tomlinson Road will require an easement from Philmont Country Club. If that portion of the Country Club is subject to land development, it is hoped that the trail will be incorporated into any development plan. Alternate A Construction of the duck-under beneath Welsh Road would require approximately 200 linear feet of twenty foot wide easement from property owner on the south side of Welsh Road. Alternate B Construction of this connecting link would require approximately 500 linear feet of twenty foot wide easement on the east bank of Pennypack Creek. Alternate C Seven hundred feet of this trail alternate is on the tract owned by S&P Philmont, LP. It is hoped that provision for this trail will be incorporated into any development plans that may be approved by Lower Moreland Township. D. Operation and Maintenance 1. Proposed Agency Responsibilities It is recommended that the Huntingdon Valley Creek branch of the Philmont Avenue Greenway Trail be maintained by the Lower Moreland Township Department of Public Works. This branch of the trail links Elkins Field and Ridgeway Park, already part of the Lower Moreland park system. Because the Pennypack Trail is part of Montgomery County s proposed trail network, it is anticipated that the County will assume maintenance of the Pennypack Creek branch of the trail. Maintenance of sidewalks and side paths within the street right-of-way are usually the responsibility of the abutting property owner. However, this can be determined on a case-bycase basis. Lower Moreland Township, Pennsylvania April 20, 2009 Page 28

30 2. Overview and Description Successful operation will rely on a continued and regular program of maintenance of the Trail and support facilities. A Maintenance and Management Program will not only ensure a quality recreational or travel experience for the trail user but is also an essential ingredient of a risk management plan for the trail operator. Sufficient manpower and resources must be devoted to a regular maintenance schedule in order to meet these goals. Among the factors determining maintenance requirements are existing landscape character and the nature and quality of capital improvements. Another key element of the maintenance and management system of the Trail would revolve around communication and information that would allow trail users to provide feedback and report on issues concerning trail maintenance and safety issues. This component of maintenance would be facilitated through the establishment of a park or trail users organization or committee as mentioned. Also advantageous, is the placement of effective signage throughout the Trail providing users with information on who to contact regarding such matters. A thoughtfully designed and maintained web site could be effective in this regard. The maintenance guidelines that follow are necessarily somewhat generalized, and will need to be re-evaluated at such a time when a detailed capital improvement program has been defined. The maintenance implications of trail improvements should be reviewed carefully when considering capital improvements. One particular area of concern, given the existing landscape conditions, is the problem of drainage and flooding that can quickly undermine pavement structures. Money saved during the trail development process may be spent many times over if inadequate design and development creates a greater than normal maintenance burden. Trail maintenance is a major program that is related to trail safety, attractiveness, and image. The trail operator risks liability for accidents, if maintenance is ignored or negligently executed. It is anticipated that the operating agencies will develop management systems for their respective segments of the Trail. It is recommended that consulting agreements for trail design services include a requirement that a detailed trail maintenance manual and schedule be provided. The elements of this system should include: Inventory of the Trail and its related facilities. Setting of maintenance goals and standards for the quality of maintenance, hours of operation, etc. Developing the tasks necessary to achieve maintenance quality levels. Assigning the maintenance tasks to designated groups or individuals. Monitoring the quality and frequency of the work. Implementing a control system for tracking accomplishments and relevant costs. Evaluating the maintenance management program. 3. Table of Maintenance Tasks and Operations Important maintenance tasks that management agencies must consider are indicated in the following Major Maintenance Tasks table as shown on the following page: Lower Moreland Township, Pennsylvania April 20, 2009 Page 29

31 TABLE OF MAINTENANCE TASKS AND OPERATIONS ACTIVITY DESCRIPTION FREQUENCY COMMENTS Mowing Pruning Removal of Trees/ Limbs Signage Access Control Trail Surface (on local roads) Trail Surface (gravel road) Trail Surface (boardwalk) Drainage Structures Litter Pick Up Trash Collection Bridges 4-foot min. wide each side of trail (where applicable) Prune woody vegetation 4-feet back from sides of trail 14- feet vertical clearance remove invasive vines Evaluation/ removal of unhealthy or dead trees and limbs Maintain directional and informational signs Replace damaged access control devices Resurface Repair surface damage from vehicles, erosion, etc. Replace damaged areas Clean inlets, keep swales clear of debris Trailside-litter pickup Access area litter pickup Removal of trash from receptacles at access areas Inspection by Prof Engr (P.E.) every 2 years Maintenance of bridge 3-4 times annually Flail type mower best - less debris on trail Annually Annual Permanent signs - periodically as required Periodically as required Periodically as required Periodically as required Periodically as required Minimum - Annually Weekly or as required Weekly Weekly Annually by PennDOT, Municipal or County Engineer Vegetation Management Program may reduce this task long term Fallen trees may remain as access control and to minimize disturbance Estimated frequency: 10% annually due to vandalism Based on municipal schedule Based on municipal schedule Spur trails only Complete rehabilitation during construction would dramatically reduce necessity for this type of maintenance after storms Encourage continued user carry-in, carry-out policy Problems with non-user trash. Some agencies do not have trash containers at access points for this reason Bridges associated with public roads are already on a regular inspection schedule. Lower Moreland Township, Pennsylvania April 20, 2009 Page 30

32 ACTIVITY DESCRIPTION FREQUENCY COMMENTS Graffiti Control to ensure structural integrity Repaint bridges/abutments as required Annual/spot basis 4. Law Enforcement and Safety Trail managers should take necessary steps to provide both a safe trail for the users and to protect themselves from liability claims. Where possible, hazardous conditions and attractive nuisances should be identified and removed during the original construction of the Trail. Those that cannot be removed should have warning signs posted. If trail segments are opened in phases, as is recommended in this study, clear mention should be made at all trail entrances and in any printed/electronic material (especially trail signage, maps, guidebooks and pamphlets) that portions of the Trail are still not yet fully developed nor open to the public and that users must exercise the necessary care when using the Trail. An effective maintenance program is critical for trail safety. The maintenance program should provide for regular safety inspections. Proper tree work and vegetation management are an important part of the safety program. This includes trimming of vegetation to maintain adequate sight distance for traffic safety and crime prevention purposes. In addition to reducing trail hazards, documentation of trail maintenance activities is essential in combating possible liability claims. Through written records of good maintenance practices, the managing agencies will be able to protect themselves from liability claims. In terms of property ownership and liability, it should be noted that Pennsylvania recreational use laws largely protect landowners from liability related to recreational use of their properties as long as no fee is charged and the landowners uses due diligence to maintain the property and/or warn recreational users of any safety hazards. Legislation passed in 2007 strengthens these protections. With the ever-increasing use of cell phones by the general public, including trail users, aspects of security have changed in recent years. Users are very well prepared to report and locate questionable activity on or within trail corridors. User surveillance tends to deter potential criminal activity. 5. Trail Facilities and Orientation Systems/Markings A trail marking and orientation system benefits both users and trail managers. Signs should be erected at all cross streets and highways, identifying the name of the cross street. This system helps trail managers to coordinate maintenance activities. The trail marking system could also help save lives in the event that emergency services might be required. Orientation signs showing services and points of interest should be posted as the trail approaches the town center and rail stations. Lower Moreland Township, Pennsylvania April 20, 2009 Page 31

33 6. Vegetation Management Effective vegetation management is a critical dimension of the maintenance program. Effective vegetation management is necessary to preserve and enhance the natural and scenic interest of the Trail. Effective vegetation management is an important component of trail safety. Adequate sight distance along the Trail should be maintained for crime prevention purposes. Hazardous tree limbs and other obstructions should be promptly removed. The following system-wide standards for vegetation management are proposed: 1. Mowing - Herbaceous material should be mown three to four times a year a minimum of 4- feet from the trail edge (where the trail adjoins meadows, roadways or grain fields. A flail type mower is recommended as rotary types blow the screenings, gravel and mulch (surfacing) off the trail. 2. Removal of Vegetation from Trail surfaces In order to maintain the integrity of trail surfaces, invasive vegetation should be eradicated through very limited and selective application of herbicides. 3. Woody vegetation control - Trees and shrubs should be controlled by an annual mowing along the edges of the trail (where trail is adjacent to fields, meadows and managed grass areas). Removal of woody vegetation in this width should minimize the need for frequent mechanical or hand pruning to maintain adequate horizontal and vertical clearances. Selective removal or limbing up of trees should also be scheduled to maintain or create desirable views from trail. Trees should also be kept clear of all drainage structures, bridges and walls that may be subject to mechanical damage by tree roots. 4. Invasive Plant Species and Vegetation Control: Vegetation control should discourage poison ivy along the trail and the removal of invasive plant species such as Mile a Minute weed. Paper Mill Road Trail in nearby Pennypack Ecological Restoration Trust Lower Moreland Township, Pennsylvania April 20, 2009 Page 32

34 IV. Implementation Plan A. Opinion of Probable Acquisition and Construction Costs 1. Acquisition Most of the Greenway Trail and sidewalk construction proposed by this study would be built on township-owned property, or within existing rights-of-way. Also, it is anticipated that some laterphase sections of trail will not be constructed until land developments occur, and that the trail will be incorporated into land development plans. Therefore property acquisition will not be a major component of the cost. However, several segments of trail, including those in Phase 1, will require either the negotiation of easements or the purchase of trail right-of-way (please refer to the map included as Appendix J). It is estimated that acquisition costs will be approximately $30,200. Detailed cost analysis is presented in Appendix M. 2. Construction The budgetary opinion of probable construction costs presented in this report is based on analysis of trail characteristics across each segment of trail. Linear foot costs for each trail type are derived from CTC s experience with trails of similar characteristics in Pennsylvania. The typical linear foot cost for each trail type is adjusted by a factor reflecting special construction characteristics within the reach (e.g., a trail constructed along a densely wooded slope will likely be more expensive than a trail traversing an open field). The Summary of Probable Costs table, broken down by phase, follows below. For a more detailed analysis of probable construction costs, please refer to the Preliminary Opinion of Probable Cost in Appendix M. SUMMARY OF PROBABLE COSTS Description Cost Phase 1 $548,592 Phase 2 $1,022,730 Phase 3 $1,297,271 Phase 4 $541,460 Phase 5 $951,280 Sub-total* $4,361,333 Lower Moreland Township, Pennsylvania April 20, 2009 Page 33

35 Costs include approximately 15% cost for design and completion of construction documents. *If Alternate A is constructed add $150,520; if Alternate B add $253,280 if Alternate C add $81,060. Grand total including three Alternates: $4,846,193. B. Opinion of Management and Maintenance Costs Maintenance costs generally range from $5,000 to $7,000/per mile/per year for similar trails. We recommend that the responsible agencies use a figure of $7,000 per mile to estimate maintenance costs during the first year after development. This figure can be evaluated at the end of the first year. This cost can be used for fundraising purposes as well as to solicit volunteer help for maintenance. Many trail operators have been able to supplement their maintenance program by creating partnership agreements with local businesses, clubs and organizations. Formal cooperative agreements can be made with these partners that clearly define the roles and responsibilities of each party. Developing an effective maintenance management system is an on-going process. C. Potential Funding Sources A detailed list of potential funding sources is attached to this report as Appendix A. Since this plan is for much more than a greenway, and represents a large measure of economic development, environmental conservation, and transportation enhancements, multiple types of funding will be appropriate. Some key examples include the following. See Appendix A for more details. Transportation Funding: Smart Transportation funding from PennDOT could be used to enhance intersections and links to the Regional Rail stations Since there are several school in the corridor, Safe Routes to Schools funding from PennDOT can be used to build sidewalks and paths As both Huntingdon Pike and Welsh Road / Philmont Avenue are state highways, PennDOT should continue to be monitored for potential projects along Routes 63 and 232 which could include pedestrian and bicycling improvements as part of larger repair, maintenance and improvement projects. Trail and Greenway Funding: As the Pennypack Trail, a multi-county regional trail, will pass through Bethayres and Bryn Athyn, Montgomery County Open Space Funds can be utilized for the Trail in the town center. Federal Transportation Enhancements other private grants. Economic Development: Community Development Block Grants are often used for town center improvements Lower Moreland Township, Pennsylvania April 20, 2009 Page 34

36 DVRPC s Transportation and Community Development Initiative Grants are appropriate given the traditional orientation of the corridor s communities to the existing Regional Rail stations. Montgomery County is planning a bond issue to provide assistance in revitalizing the County s traditional towns. Such funding might be usable in revitalizing the town center of Bethayres/Huntingdon Valley Owing to the economic development aspects of the Philmont Avenue Greenway, funding opportunities are available through the Department of Community and Economic Development. DCED s Single Application for Assistance allows applicants to apply for financial assistance from the Department's various funding sources. Details are at Environmental Conservation Given the large amount of wetlands in the corridor, several sources of funding are noted in the detailed list which could be of use. Partnering with the Development and Institutional Communities Since the improvement of the Corridor will inevitable involve considerable private efforts, partnering private investment with grants should prove a strong approach to funding the desired improvements to the public environment Public Dedication of Land and Fees-in-Lieu for Parks and Recreation. A free guide to using Section 503 of the Pennsylvania Municipalities Planning Code is available at D. Phasing Plan Prioritization of Recommended Improvements Please refer to the map provided as Appendix I. Phase 1 implementation accomplishes two things: it establishes an off-road trail from the Bethayres train station to the existing sidewalk along Red Lion Road at the high school, and extends the sidewalk on Welsh Road from its current endpoint at Terwood Drive to the post office. These segments will be of immediate use, with foot traffic along portions of both already evident in the form of de facto earthen trails. The final portion of the link between Bethayres station and Lower Moreland High School would be in the form of a concrete sidewalk on the east side of Red Lion Road, north of Philmont Avenue. Phase 2 extends the reach of Phase 1, and provides a new connection to the Pennypack Trail. Continuous concrete sidewalk would be built on the south side of Philmont Avenue between Red Lion Road and Maple Road. Sidewalk would also be constructed on the south side of Pine Road to link with existing sidewalk, and on the west side of Tomlinson Road as far as Tracey Road. The Philmont Avenue sidewalk would offer pedestrian access to the many employment and commercial uses on the Avenue. The Pine Road and Tomlinson Road sidewalks will offer pedestrian commuters to and from the Philmont train station a safer alternative to the current necessity of walking on the heavily-travelled roads. Lower Moreland Township, Pennsylvania April 20, 2009 Page 35

37 A wide side path would be constructed on the west side of Huntingdon Pike from its intersection with Moreland Road, to the existing sidewalk on the Huntingdon Pike bridge over the R3 railroad. This provides access to Huntingdon Valley for Pennypack Trail users. Phase 3 constructs the multi-use trail and boardwalk on the north side of Philmont Avenue from Red Lion Road to Ridgeway Park. This section has the potential to offer the finest trail experience, and it is the most expensive. Phase 4 completes two missing pieces. One first is the Greenway Trail from Huntingdon Pike at the railroad bridge, to the lands of Pennypack Ecological Restoration Trust. It is anticipated that this trail section will serve as a vital link in Montgomery County s Pennypack Trail, the first section of which is slated for opening in Spring The second is the gap in sidewalk on the east side of Red Lion Road, south of Philmont Avenue to connect with the existing sidewalk across the R3 tracks. This sidewalk may also be constructed as part of any future widening of that portion of Red Lion Road. Phase 5 extends sidewalks to the residential neighborhoods in the western portion of Lower Moreland, and to adjoining sections of Philadelphia. The former would be placed on the south side of Welsh Road, from Lieberman Circle to Valley Road. The latter would complete the sidewalks on both sides of Philmont Avenue, east from Ridgeway Park to the existing sidewalk on Byberry Road. This provides off-road connection to Forest Hills train station. Sidewalk would also be constructed on the west side of Tomlinson Road, from Tracey Road to the sidewalk network across the city line. E. Key Implementation Responsibilities The successful remaking of the Philmont Avenue Corridor will take place over a long period of time five to ten years is not unusual for such a large number of improvements. Just as the newer post-war communities in the township were built out over many years, the rebuilding of an existing corridor and town center is a long, complex process. However, to maintain momentum, enough change must be apparent to keep stakeholders and funding sources highly interested. Fortunately, the large number of elements that make up the corridor public transit, highways, parks, trails, greenway, streams, housing, commercial area and such will give many people, companies, and agencies a strong interest in making improvements in a way that a single-purpose project might not. We strongly recommend that the Township create an entity akin to a long-term Steering Committee or an Improvement District to coordinate all the efforts for improvements along the Corridor. This will give a clear point of contact and information. The key players and their responsibilities in implementing this plan would include: Local Government Taking the leadership role in implementing the vision for the Corridor Lower Moreland Township, Pennsylvania April 20, 2009 Page 36

38 Updating zoning and building regulations to reflect a 21 st century community Taking primary responsibility to see that the sidewalks, bikeway, landscaping, roadway, and greenway projects are implement in a coordinated and timely manner, whether performed by the Township or other entities Leading the effort to link local parks, including Elkins Field and Ridgeway Park, and other key points such as schools and commercial and residential areas via paths and trails. School District: supporting walking/biking programs, and the development of related sidepaths and multi-use trails Reaching out to adjacent municipalities to create projects related to the Philmont Avenue Corridor which are multi-municipal in nature, and thus more easily funded. County Government Performing large scale, multi-municipal planning linked to the Corridor Development of the Pennypack Trail through the Corridor as part of the County Trail System Open Space Grants, including grants for trails County Community Revitalization Program Regional Agencies DVRPC (Delaware Valley Regional Planning Commission): planning for infrastructure and transit-friendly development including that in the Philmont Corridor SEPTA (Southeastern Pennsylvania Transportation Authority): Railroad and bus transportation improvements along the Corridor State Agencies: Department of Conservation and Natural Resources and others: Providing funding and technical assistance for trail and greenway development, and for environmental planning PennDOT: development of Smart Transportation improvements; making PennDOT highways 63 and 232 complete streets, i.e. pedestrian and bicycle friendly Businesses, Developers, Institutions and Large Landowners: Working with the Township and other levels of government to assure the evolution of codes to allow innovative projects meeting the needs of this century Incorporating goals of the greenway and town center improvements into their own properties and projects. Coordinating with adjacent owners such that development and revitalization work shows both creativity and a common vision. Residents, the Business Association, and Community Groups: Being and remaining involved in advocating for projects for the Corridor s improvements, and in contributing ideas F. Recommendations for Future Action Bringing about this multi-faceted plan s vision will require action on many fronts. Many activities can take place simultaneously and will generate a sense that the Corridor is one of continuous and exciting improvement. Lower Moreland Township, Pennsylvania April 20, 2009 Page 37

39 See also the phasing plan in the report for more detail on recommended phases of the sidewalks, trail and paths within the Corridor. Short Term Actions (Year 1): These are the important items which will get the implementation of this project off to a sound start. These are also items which are more readily accomplished. Creating a permanent steering committee or improvement district Applying for trail, sidewalk and sidepath design and construction funds Coordinating with Montgomery County on their current construction of the Pennypack Trail to assure links to the town center and its businesses Coordinating with Bryn Athyn Borough and Bryn Athyn College on their plans in regard to the College s expansion, and linking pedestrian routes to Lower Moreland and the SEPTA Bethayres Station Working with SEPTA to create a more friendly environment at its Bethayres and Philmont Stations, including the development of a way to safely open the stations for protection from the elements at hours when no agent is on duty Working with SEPTA to have the Authority post up-to-date schedules, transit maps and information at all bus stops, and at rail stations. Working on Zoning and Building Code changes as discussed in more detail in this report For immediate implementation, where appropriate, applying wood chips to certain informal paths used by people staying out of the roadways on their way to the town center and transit stops and stations Publishing or updating a Bethayres/Huntingdon Valley Town Center brochure to encourage shopping and leasing of space, showing walkways, transit stops and stations as well as parking areas. Begin work on a more detailed town center plan Medium Term Actions (Years 2-5): Note that many action items which are medium-term may be completed in several years, but work on them must begin early in the project s calendar. Adopt Zoning and Building Code changes in coordination with this plan and a more detailed town center plan Track changes in ownership and other opportunities for redevelopment of town center properties in coordination with this plan, and encourage such development Begin construction work on earlier phases of trail, sidewalk, and sidepath improvements Long Term Actions (Years 5-10 and beyond): Note that many action items which are long-term may be completed in a longer number of years, but work on them must begin early in the project s calendar. Continue the development of town center properties Complete the trail, sidewalk, and sidepath improvements Lower Moreland Township, Pennsylvania April 20, 2009 Page 38

40 V. Inventory and Methodology A. Existing Plans and Policies This feasibility study builds upon previous studies, planning efforts, current field surveys, interviews and workshops. The findings in this report are the products of information found in existing planning studies, grounded in field observations, and guided by input from the public participation process. Information on existing conditions was obtained from year-2005 high-resolution aerial photography obtained from the Delaware Valley Regional Planning Commission, detailed topographic mapping obtained from Temple University Center for Sustainable Communities, and property parcel mapping obtained from Montgomery County Planning Commission. Planning documents incorporated into this study are listed below: Code of Lower Moreland Township Lower Moreland Township Open Space Plan, Updated 2006 Pennypack Creek Watershed Study Appendix D: Open Space and Trail Recommendations Montgomery County Proposed Primary Trail Network B. Field Survey Numerous field investigations were performed during the preparation of this study, including walking the entire length of the study corridor. Additional trips were made to further investigate specific situations, such as the recent upgrades to the intersection of Red Lion Road and Philmont Avenue, and conditions near the north end of the soon-to-be-constructed first phase of the Pennypack Trail. High resolution digital photography was also utilized to document conditions along the study corridor. Over three hundred photographs were made, a sampling of which illustrate this report. C. Physical Conditions Natural Features: Opportunities and Constraints Significant natural features and conditions were considered, including stream courses, Huntingdon Valley Creek overflows its banks at several locations, including the intersection of Philmont Avenue and Red Lion Road Lower Moreland Township, Pennsylvania April 20, 2009 Page 39