Old City Vision2026

VISION2026

FRAMEWORK

1.0

VISION2026

FRAMEWORK

1.0

BirthPlace of the Nation One of America’s Top 12 ArtPlaces Place to be: Philly’s First Downtown Paradigm-Shifting WorkPlaces A Place Called Home by Thousands

Philadelphia is growing for the first time in decades. Greater Center City is leading that growth and Old City is full of opportunity for current and future residents, workers, and visitors, alike. Such opportunity comes with growing pains and the need for important decisions about the future.

Nearly a quarter millennium ago at Independence Hall, America declared its sovereignty, and Old City has evolved, endured setbacks,and flourished ever since. Like the Centennial and Bicentennial before, 2026 will be an opportunity to consider and showcase what kind of City and Nation we consider worthy of our commitment, investment, and affection.

We have identified this Framework as Version1.0 to indicate that this is a living document that should change over time.

Vision2026 is an effort to embrace change and shape the future of our shared experience. The Old City District does not hold property or control open space or right of way, but we believe that with facts, vision, mutual understanding, and compromise, people can come together to tackle persistent challenges, nurture continued growth, and maintain a high quality of life.

- Job Itzkowitz, Executive Director

March 2016

231 Market Street Philadelphia, PA 19106 215.592.7929 www.oldcitydistrict.org prepared by The RBA Group with Urban Partners + Atkin Olshin Schade Architects Jonas Maciunas + Mark Keener, principal authors

Photographs by CJ Dawson Photography for Old City District

V I S I O N 2 0 2 6 FRAMEWORK

Old City is a special place in Philadelphia.

This is a place people love to live, work, visit, learn, and create. This network of personalities is the foundation upon which this Framework is built.

Vision2026 imagines a future for Old City in which more activity does not diminish the experience, but makes it even better.

Vision2026 will require refinement, partnership, and follow-through; this is the beginning, not the end of the planning process.

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Change Happens

At the advent of railroads, High Street (now known as Market Street and shown at 6th Street) carried the original Pennsylvania Railroad to the Delaware River. Market sheds (for which it was renamed) were erected and remained through the trolley era, contributing to the neighborhood’s identity. Eventually, this was no longer the right configuration of the street, and the Old City evolved around new transportation needs and preferences.

Photo Credit: The Free Library of Philadelphia

V I S I O N 2 0 2 6 FRAMEWORK

5

PHILADELPHIA

57+501950-2000 +44+18+8+1+2 6 + 11 + 2000-2014 100+100+100+100+100+100+100+100+100 27% Population Decline

43K Growth

Varying losses each decade

Accelerated since 2010

The second half of the twentieth century witnessed the managed, and sometimes chaotic, decline of America’s cities. Though there were certainly moments and places of urban investment during this period of suburbanization, on the whole, populations were falling and properties dropped in value. Increasingly, the thick building fabric of sections of Philadelphia, including Old City, physically hollowed out as a result of both market forces and deliberate public policy.

Times are changing. Since the 2000 US Census, population growth has resumed in Philadelphia, after decades of decline. Sixty percent of this growth has taken place in Greater Center City, yielding population growth of sixteen percent since 2000. As a result, market demand for residential development in Old City is especially strong, constrained only by availability of sites and the entitlements process. With the exception of occasional opportunity for creative or co-working space, however, Old City’s commercial office market remains relatively soft.

Retail vacancy in Old City currently hovers around ten percent,including about 60 storefronts.

Despite the concern this vacancy presents, existing residents and employees demonstrate the ability to support 122,000 additional square feet of a variety of retail. This latent demand, supported by Vision2026 initiatives to increase foot traffic, is expected to naturally fill much of the current vacancy.

If Center City residential development continues at its current pace, which there is little reason to doubt, Old City can be expected to capture 200-300 units per year and grow to a population of as many as 8,500 residents by 2026. This increased population would be more capable of supporting existing and additional retail, as much as 250,000 additional square feet, though not necessarily all in Old City.

Such growth can be difficult to accommodate without unintended consequences, including unwanted changes in character, a strained transportation network, and rising rents.

The central challenge of Vision2026 is to chart a course in which change and increased activity in the neighborhood are broadly viewed as a positive development, not one that inadvertently undermines the quality of life and business pursued by those who make Old City their own, and must either be stopped or reversed.

Bread Street Estates

Samuel Machinery Building Photo credit: Hidden City

151-159 N 2nd Street

Proposed: 218 Arch Street

Vision2026 began in June 2015 as a community conversation about shaping the future of Old City. This Framework document is the product of an initial phase of input, research, analysis, and consideration of best practices.

This process has included several walking tours, an economic market study, review of transit and traffic data, a public survey with nearly 500 respondents, three steering committee meetings, a public open house of initial findings, presentation and discussion of draft recommendations and several interviews and briefings with public officials, property owners, and private citizens.

Recognizing that city neighborhoods are complex places where not all interests readily align, the values and aspirations on the opposite page are meant to provide a set of basic tenets that reinforce each other and provide guidance when there are hard choices to be made.

V I S I O N 2 0 2 6 FRAMEWORK

Values + Aspirations that Guide the Vision Be a world-class walking neighborhood Foster civic life through great public space Re-Occupy vacant buildings and unbuilt parcels Clarify goals of the neighborhood for developers Cultivate people: more residents, workers, visitors Enhance and protect historic and creative character Attract neighborhood-serving retail (especially a grocery!)

Connect better to nearby neighborhoods Encourage car-free travel as the first choice of most

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Photograph by CJ Dawson Photography for Old City District

V I S I O N 2 0 2 6 FRAMEWORK

Elements of the Framework Parks + Open Space

p 11

Benjamin Franklin Bridge + Environs Improving Walkability

p 15

p 19

Driving, Parking, and Loading Bicycling Today + Tomorrow

p 21

p 23

Transit: The Architecture of Our Mental Map 2nd Street Station Plaza

p 33

Character Goals + Development Tools Key Next Steps + Beta Testing

p 41

p 37

p 29

9

Paris builds parks for Parisians, and tourists love them ... Philadelphia builds parks for tourists, and Philadelphians hate them.

Laurie Olin, Philadelphia Landscape Architect

6

7

Franklin Square Race Street Pier

RACE

3 4

2 1

MARKET STREET

Independence National Park

5

WALNUT STREET

8

Washington Square

3RD STREET

6TH STREET

Foglietta Plaza

Spruce Street Harbor Park

Old City is framed by The National Historic Park on its west and south side. While an incredible asset, this regional and international destination is not a neighborhood space.

Vision2026 Survey results indicate that while parks just beyond Old City (like Franklin Square, Washington Square, and Race Street Pier) are greatly appreciated, open spaces within the neighborhood are not yet as widely beloved.

With the right physical and programmatic interventions, Old City is poised to boast a patchwork of smallscale public spaces that enrich daily life of the neighborhood, and make it an even more wonderful place to visit.

V I S I O N 2 0 2 6 F R A M E W O R K 11

Parks + Open Space: Where Community Happens High quality public open space has repeatedly been shown to improve quality of life and value of nearby property. In fact, study of Bryant Park in New York City found that its transformation over the past several decades has created more than one billion dollars of nearby real estate value. In Old City, it will be essential for improved public space to most fully consider the needs and interests of its most regular users.

Firehouse Park 2 A midblock space beside the firehouse, this park often does not feel public; furniture, maintenance and better opening to the street can make it more utilized. The District can work with Old City Green to realize these possibilities.

Franklin Square Link 3

PH S

+ O LI N

Boldly reconfiguring bridge ramps would open up this space to better link Franklin Square to Old City, the Bridge, and the Mall. This proposal by the Pennsylvania Horticultural Society could actually improve traffic flow by eliminating the traffic signal currently needed on Interstate-676.

Elfreth’s Alley Pocket 4 The adjacent property, the National, is currently being developed and using this space for construction staging.

By transforming this patch of asphalt into a garden oasis, visitors to Elfreth’s Alley can receive a proper welcome. The District can work with the Elfreth’s Alley Association, resdidents, and the developer of the National to make this happen.

Welcome Park 5 Designed by Robert Venturi in concert with the adjacent garage (meant to be the main arrival point for tour buses), but presently of limited purpose and in moderate disrepair, this space could be restored and programmed as an iconic space in Old City.

Wood Street Park 6 This unique park space comprises three sections framed by highway ramps, 3rd, 4th, 5th, and Wood Streets. This linear park can be shared by Old City and neighborhoods to the north.

The District can work with near neighbors to realize this opportunity.

Delaware River Trail 7 Like the Schuylkill River Trail, DRT is poised to provide space for recreation and transportation to and from Old City. In order to maximize the benefit of this transformative project, it is critical for Old City connections to improve, and the District can collaborate with the DRWC.

Penn’s Landing Park 8 The Master Plan for the Central Delaware calls for a new park framed by the Delaware River, Front, Walnut, and Chestnut Streets.

This park, together with induced waterfront development will be a bona-fide destination and improve Old City’s waterfront connection.

Sq Capping I-95 will facilitate the project.

Red H argr ea v e s + re

This underutilized space has potential to be Old City’s great central green.

The park is centrally located, within a seven minute walk of nearly all of Old City residences and attractions.

By collaborating with the National Park Service to implement a series of tactical improvements, it can meet its potential.

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Christ Church Park 1

Models to Consider for Christ Church Park Christ Church Park is a small space nestled between Market, 2nd, and Church Streets, in the shadow of the spire. While it is a unique space requiring its own design, there are great public spaces around the world that we may draw lessons from to shape the destiny of Old City’s neighborhood green.

Fitler+Rittenhouse Squares Fitler Square is similar in size to Christ Church Park, and Rittenhouse is significantly larger, but both offer lessons in creating magnetic public spaces and provide replicable materials and design characteristics authentic to Philadelphia.

Especially noteworthy is the perception of Rittenhouse as a very lush space, despite having significant expanses of hardscape.

Paul Revere Mall, Boston This space was created in the 1930s, much in the way Christ Church Park was decades later, by demolishing buildings in a dense colonial neighborhood to create a vista to an historic church. Though mostly hardscape, the generous tree canopy, central fountain, and many benches create an oasis within the thickly settled, bustling, and historic North End neighborhood.

credit: newurbanarchitect.com

credit: northendwaterfront.com

Jackson Square, New Orleans Though larger than Christ Church Park, the elements composing Jackson Square are similar: a larger multimodal street on one side, the park in the middle, and a small stone-paved pedestrian street on the other side, with an historic church presiding over the space. Commerce remains at the edges. The green space, complete with walking paths, trees, and sculpture, provides opportunity for passive repose.

Rembrandtplein, Amsterdam

credit: Marion Golsteijn

Only slightly larger than Christ Church Park, Rembrandtplein is in the threshold between an entertainment district and a more residential enclave. In 2012, it was redesigned to have fewer fences and hedges, and more open space... all while maintaining a tree canopy and hosting a set of bronze statues. The park is integrated with surrounding streets, which have been designed to prioritize trams and bicycles.

V I S I O N 2 0 2 6 F R A M E W O R K 13

Christ Church Park: A Commons for Philly’s First Neighborhood In the middle of the 20th Century, commercial buildings at 2nd and Market Streets were condemned to create a viewshed to one of our most important civic buildings. Today, the lawn in the heart of Old City serves that purpose, but little more. Collaborative effort between the Old City District and the National Park Service can transform Christ Church Park into the beloved public space it deserves to be.

Vision2026 Recommended Christ Church Park Improvement Guidelines Too often, park renovations require wholesale reconstruction, effectively erasing the past. Alternatively, Vision2026 proposes a more iterative approach, imagining a series of improvements that build upon the existing condition.

New Entrances will help physically open up the park to the sidewalks around it, undoing the perception that it may not be open to the public. The Park’s fences and walls provide a frame for the space, but were erected in the mid-twentieth century and speak to aspirations and design sensibilities of the period. Their future must be carefully considered, but a successful public space requires gracious entry points that conform with pedestrians’ expectations and convenience.

Walking Paths are essential to urban green spaces, providing order within and recognizing that such spaces also serve as links between various points in the neighborhood beyond. These paths should be constructed of materials consistent with the aesthetic of the district, follow intuitive desire lines and come together to form both social and solitary spaces within the park.

Seating lends an opportunity for socializing, people-watching, a place to eat lunch, or quiet repose during a busy day. It may come in the permanent form of classic park benches or stone seat walls, programmed social forms like movable bistro tables and chairs, or impromptu iterations like picnic blankets. Whatever the form, seating is a key element to making Christ Church Park a hub of community in Old City.

New Trees + Planting will be important both as existing trees age in the future, and for improving the quality of the park experience tomorrow. If the park’s fences remain, adjacent gardens may help soften their effect. Plantings should comprise native species and may help frame spaces within, depending on the overall intent of a future layout, but given the park’s small scale, a more simple layout may be preferred.

Placemaking is the art of elevating everyday experiences. Water features, monuments, and other public art provide focal points of public space and communicate its culture to regular passersby and newcomers alike. Old City has infinite inspiration to draw upon, and like all great public spaces, Christ Church Park has the opportunity to be enhanced by and oriented around such placemaking features.

Keeping Commerce Out of the Park is an important stipulation of the National Park Service. Unlike many contemporary park projects which seek to offset their costs by creating revenue-generating commercial opportunities, Christ Church Park is positioned to be protected as a space for more passive recreation, requiring a conservative yet beautiful design envisioned by these guidelines.

Temporary seating simulates a more active space at Christ Church Park

Concept for the Bridge: Atkin Olshin Schade Architects

Credit: OLIN + PHS

Louisville, Credit: General Electric

Credit: Volley Studio Race Street, Facing West at 7th (DVRPC)

Credit: Volley Studio Race Street at Columbus Boulevard

Proposed Market Under Brooklyn Bridge (credit: Brooklyn Downtown Partnership + WXY)

Borough Market, approaching London Bridge (photo credit: David Feldman)

Quarry Street

Shared Street in Germany

V I S I O N 2 0 2 6 F R A M E W O R K 15

Benjamin Franklin Bridge: Shifting Old City from Edge to Center

COLUMBUS BLV D

3RD STREET

4TH STREET

Geographic isolation is one of the persistent challenges for Old City. Retail and dining establishments in thriving sections of Rittenhouse Square and Midtown Village are supported not only by workers, visitors, and immediate residents, but by residents of the next neighborhoods passing through on their way home from work in Center City. This is, generally, not the case in Old City, given that it is bound by the Delaware River on the east and major infrastructure and quasi-industrial areas to the north. Vision2026 charts a path to overcome this challenge.

Credit: Volley Studio

FLORIST STREET

RACE STREET

The Bridge Overlay is facilitating more dense development in a pocket of Old City.

Rezoning the Callowhill area, north of the I-95 ramps, will provide another outlet for development pressure, allowing the district to increase the number of near-neighbors passing through, supporting social and economic life, without adversely impacting architectural character.

Key Elements of Redefining the Bridge Relationship End of the Bridge: Connections, More Park Space, Better Highways. The Pennsylvania Horticultural Society and the Delaware River Port Authority are working together to determine if more park space can be created by establishing a direct highway link between the Vine Street Expressway and the Benjamin Franklin Bridge. Following through on these initial concepts would vastly improve the pedestrian connection between Old City, Franklin Square, and the Bridge, all while improving highway traffic flow.

Linking Franklin Square + The Delaware. Old City is framed by great public spaces on its east and west, including Franklin Square, Race Street Pier, and the future Delaware River Trail. These assets are ready to be better linked. East of 2nd Street, DRWC has built the south side of the Race Street Connector, and the north side will be built in 2016. The Philadelphia Streets Department has applied for funding to implement DVRPC’s recommended eastbound protected bike lane west of 6th Street, and discussions have begun to establish Florist Street as a bicycle-friendly route between 2nd and 5th Streets. The last remaining challenge is to create a safe, intuitive two-way connection between 5th and 6th Streets to create a seamless link between the Bridge, riverfront, and Franklin Square.

Life Under the Bridge. Underutilized space below the Bridge offers the opportunity to create a new and unique destination for commerce and social events, as well as reframing and redefining an iconic portal to Old City, in a way that transforms a barrier between parts of the neighborhood into a hub of the community. Additionally, space under the structure between 2nd and 4th Streets can accommodate up to 150 parking spaces. Structures including I-95 in Philadelphia often shelter parking spaces, and as surface lots get developed, this additional shared supply could prove valuable. Both of these concepts will need to be more fully vetted and accepted for operations and liability by the Delaware River Port Authority before they can be further advanced.

More immediately, however, bridges can be foreboding to pedestrians below, especially at night. This rift is especially problematic as Old City seeks to better connect to existing and future neighborhoods to its north. Uplighting the Bridge, much like the George Rogers Clark Memorial Bridge in Louisville, can create a sense of safety and vitality, welcoming people to cross from one side to the other.

Bicycle + Trail Connections to the North. Burgeoning sections of Northern Liberties, Fishtown, Kensington, and Port Richmond are beyond walking distance from the heart of Old City, and sometimes inconvenient by transit. Fortunately, Old City and these neighborhoods are home to many bicyclists. In order to make Old City an appealing destination for people of all ages, abilities, and levels of confidence, safe and intuitive north-south bicycle routes are critical.

Shared Space on Small Streets. As development materializes in the bridge overlay, property owners currently involved with semiindustrial operations may pursue a broader mix of uses, including on smaller streets like Quarry. If property owners choose to redevelop with a mixed-use building program, especially if involving retailing or restaurants, converting such streets into “shared space,” would heighten the neighborhood’s old world charm, and provide a path to compliance with the Americans with Disabilities Act.

All of our public space is shared and cars should not dominate the public space for any good reason.

Jim Kenney, Mayor

Breaking the Traffic + Parking Feedback Loop Urban business districts have inherently limited right of way and developable land. Economic and social vitality require the movement of people and goods.

During periods of decline, the value of land drops, and parking becomes an acceptable use of developable land and the right of way, especially as it supports what limited businesses and residents remain. However, as economies improve, and more productive uses become viable on developable land, demand for traffic and vehicular storage increases. This newly entrenched demand becomes a limiting factor for how much of that new activity will materialize. If these limits are not removed, rents are likely to rise, or the walkable quality of the district that made it an attractive place for investment in the first place will be undermined, and productivity will halt, risking a slide back into decline.

Because of these feedback loops, it is essential that during their revival, urban business districts also shift their transportation paradigm, prioritizing the access and activity of people over the movement and storage of their cars. If the District can successfully shift the paradigm, the movement of people can be achieved through vastly more efficient modes of walking, biking, and public transit. Vehicular access and storage can be oriented principally toward the movement of goods, and the district can continue to flourish.

V I S I O N 2 0 2 6 F R A M E W O R K 17

Transportation: Behavior and Preferences are Shifting

DRIVING

WALKING

BICYCLE

REGIONAL RAIL+ PATCO

SUBWAY

SEPTA/NJT BUS

Desire for Change. More people are choosing to visit, live, or work in Old City. Their transportation choices matter. The Vision2026 Survey asked participants if the neighborhood would get better or worse if more people chose to travel to, from or within Old City by a series of modes. The results were remarkably consistent across age groups, and various types of people, including residents, workers, visitors, and business owners.

* Full survey results available on project website

A Model. Amsterdam is often thought of for its exceptional walkability as an historic city. But it wasn’t always so. In the 1960s, its streets were as congested as any city in America, when residents decided they were tired of the crashes, traffic, pollution and noise. Since then, the city has made deliberate policy to shift transportation outcomes.

1960s

Today (Credit: Thomas Schlijper)

Market Street: 35% decline in traffic

15,629 in 1999 to 10,207 in 2015 - 8th to 5th (DVRPC)

N 3rd Street: 12% decline in NB traffic

6,794 in 1999 to 5,956 in 2014 - Market to Race (DVRPC)

Parking spaces + occupancy are declining

7% and 1.7% from 2010 to 2015 across Center City (PCPC)

SEPTA: 28% ridership growth 1999 - 2012 (Philadelphia MOTU)

Bicyling has increased by 260%

2005-2013, measured by peak-hour Schuylkill River crossings (Bicycle Coalition of Greater Philadelphia)

Change is already under way. Preferences are one thing, but transportation patterns are already in the middle of a major shift. Between the turn of the century and today, when the city’s economy stabilized and population grew for the first time in decades, a city-wide shift in travel patterns has taken place.

Will Old City embrace these new realities?

Urbanites all over the world ... avoid detours, obstacles, stairs and steps, and prefer direct lines of walking everywhere.

Jan Gehl, Urban Designer

78z 60+16+2031z 41+59z

78% of survey respondents walk in Old City at least several times per week 76% Say Old City would get BETTER with more people walking

RACE STREET

41% would like to WALK MORE

MARKET STREET

WALNUT STREET

Existing Crosswalks 3RD STREET

6TH STREET

Recommended New Crosswalks

Pedestrian infrastructure: existing and recommended

Shared Space Opportunities Lighting Priorities

V I S I O N 2 0 2 6 F R A M E W O R K 19

Improving Walkability The scale of Old City’s buildings, blocks, small streets, and modest avenues make it an exceedingly walkable place. To leverage this asset, however, there are key improvements to be made, in order to make walking more comfortable and a true pleasure, on par with the world’s great walking cities and neighborhoods. The key to these improvements is making pedestrian movement as free and unfettered as possible, minimizing unnecessary changes in direction for reaching one’s destination and overly cramped walking spaces.

Crosswalks: ADA Improvements to Alleys on Market Street.

The current Market Street streetscape has been in place for decades and is showing some deterioration, especially at the alley crosswalks.

The Streets Department is preparing to retrofit these crosswalks to create a flush pedestrian crossing surface to benefit users of all abilities.

Formalize Legal Unmarked Crosswalks + Add New Midblock Crosswalks. Not all desire lines occur at presently marked crossings. Rather than discouraging “jaywalking,” Vision2026 supports new crosswalks for intuitive crossings at links between NPS walking paths and at small streets.

Strawberry Street

4th Street

Hartford, CT

20th Street

Shared Space Opportunities. In some instances on small, inner-block streets, an even bolder assertion of pedestrian priority may be warranted. Especially if they (now or in the future) feature significant amounts of sidewalk dining, small streets may be converted into curbless spaces, in which cars travel as “guests” and pedestrians travel freely between buildings.

NACTO

Quarry Street

Germany

Independence Hall

Lit Brothers Building

Lighting: Chestnut Street + Independence Hall. Chestnut Street is among the most important gateways to Old City. Today, a lack of lighting of the 500 block inadvertently suggests that pedestrians ought not proceed further. The street and building can be lit to provide a welcoming ambiance and properly dignify the birthplace of America.

Uplight the Bridge. Bridges can be foreboding to pedestrians below, especially at night.

Uplighting the Ben Franklin Bridge can create a sense of safety and vitality, welcoming people to cross from one side to the other.

Benjamin Franklin Bridge

Pedestrian LED Lighting - 2nd, 3rd, 4th Streets.

The Philadelphia Streets Department has a high quality pedestrian light fixtures that have begun to be deployed in Old City, including 3rd Street from Chestnut to Race Street. Installing them along the lengths of the District’s primary streets, especially Arch, Chestnut, 2ndStreet, 4th Street, and even 3rd Street north of the District’s boundaries will cast Old City in the right light.

Credit: General Electric

The inefficiency of trucks in cities is, in large part, an adaptation by trucks to the competition of so many vehicles.

Jane Jacobs There are over 6000 publicly available off-street parking spaces between Spruce Street, 7th Street, the I-95 ramps and the Delaware River.

43% and 38% of survey respondents said the more and cheaper parking would help them drive more in Old City.

RACE STREET

However, 79% of respondents said Old City would become a little worse or much worse if there were more people driving.

MARKET STREET

If provision of parking induces more driving, then it is in the interest of Old City not to provide more parking, but to optimize the use of existing supply and manage its decline.

3RD STREET

6TH STREET

WALNUT STREET

Existing public off-street parking spaces (gathered from parkopedia.com)

V I S I O N 2 0 2 6 F R A M E W O R K 21

Driving, Parking, and Loading As the City’s economy improves and land values increase, parking is increasingly selected against as the highest and best land use (especially in a district with a height maximum), and parking occupancy rates in Center City are actually declining. This is a positive trend, but it must be recognized that the parking that remains must be utilized more efficiently than before.

Ultimately, this will require a rigorous curbside management program to identify the best uses of curbside space on all major streets. The following points outline a parking strategy:

Free Up Existing Spaces: Reduce Demand by Improving and Promoting Alternatives The more workers and visitors who choose to arrive by transit, bicycle, or foot, the less they use a limited and diminishing supply of parking, thereby freeing it up for those who cannot choose those alternatives. The most sustainable step toward managing the “parking problem” is to maximize the number of people choosing these alternatives. These alternatives must become more user-friendly; the District, the City of Philadelphia, and local businesses can work to promote them.

Prioritize Curbside Commercial Loading Over Private Parking Customers and workers are able to arrive by a variety of modes, but goods, materials, and inventory have more limited options. Ticketing of commercial vehicles making deliveries while parking illegally, in addition to being a burden for business, has been demonstrated to be an ineffective deterrent. More curbside space and time should be restricted to permit-only commercial loading, especially on busy retail streets.

District-Based Valet to Accommodate Busy Periods Valet parking can more efficiently use limited curbside space by letting guests arrive near their destination and having their car stored further away. Usually, such services are offered by individual restaurants with the unintended consequence of privatizing the curbside. In East Passyunk, however, businesses pooled their assets to provide valet for multple establishments. This approach supports dining without being constrained by immediate parking availability.

Support Package Delivery Consolidation Initiatives In generations past, the Postal Service delivered to local general stores instead of individual residences. Today, Amazon provides the option to deliver directly to partner retailers like 7-11, UPS’s new Access Points program partners with local stores to leave packages after the first attempt at delivery, and cities are considering off-hour loading and delivery. Such initiatives can drastically diminish local traffic, eliminate customer headaches, and drive foot traffic to local businesses. retailingtoday.com

Promote and Locate Space for Car-Sharing for Irregular Trips Car-sharing is ideal for business meetings, large shopping trips - even vacations - and can render private cars less and less important in cities like Philadelphia, unless commuting regularly to transit-inaccessible places. In fact, the average shared vehicle can do the work of 15 privately owned cars, which spend most of their time in storage. Unfortunately, Old City has a limited number today, making them less reliable than they should be. At least one provider is eager to expand. bizjournals.com

New Parking Opportunities Two sites exist where new parking does not compete with better uses: 1) Under the Bridge - structures like I-95 frequently have parking below, and the Delaware River Port Authority is open to the possibility. If security and access issues can be addressed, this space could provide up to 150 flexibly allocated parking spaces. 2) Additional decks on the 2nd Street Garage - the structure was designed to carry an additional two decks. Structural analysis can determine if this is viable.

AutoPark Garage

Assess Co-Development of Shared Parking Occasionally, there will be opportunities to develop large enough parcels to include parking. If developed, such facilities should not be limited to the immediate tenants of the building, but open to the larger neighborhood, including for use by district-based valet, car-sharing services, bicycle parking, and individual residents willing to pay the cost of construction.

Such parking facilities should always be hidden from public view, either by being under ground, or lined with active uses.

The number one reason people do not ride bicycles is because they are afraid to be in the roadway on a bicycle.

Roger Geller, Portland Office of Transportation

Benjamin Franklin Bridge

Trail/Sidepath

RACE STREET

Copenhagen

Protected Bike Lane

Spruce Street

MARKET STREET

Class-2 Bike Lane

18th Street

Marked Shared Lane

WALNUT STREET

Existing bicycle infrastructure

3RD STREET

6TH STREET

Market Street

Indego Bike Share Station

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Today: Limited Bicycling Infrastructure Though only 4.5% of Old City residents regularly commute by bicycle (compared to nearly 20% in sections of East Passyunk, Bella Vista, and Graduate Hospital), 15% of our survey respondents said they bicycle in Old City at least several times per week (compared to 42% driving that much). Nearly 30% say they would like to bicycle more, and 76% believe Old City would get better with more people bicycling. However, the infrastructure presently provided does not make bicycling a sufficiently safe, intuitive, practical, or pleasant choice for many people.

Limited Bike Lane Network Old City bike lanes are limited in quality and quantity. On most streets, bicyclists compete with motorists for space. On the few streets that do include bike lanes, a lack of physical separation results in frequent obstruction by a variety of idling vehicles, leading bicyclists to merge into moving traffic or onto sidewalks. Neither of these conditions engender feelings of safety or pleasure for new riders, walkers, or drivers.

S 3rd Street

S 5th Street

Tenuous Waterfront Links In addition to very limited bicycle infrastructure in Old City, the district’s bicycle connections to the Waterfront are underwhelming. With the success of Race Street Pier and Spruce Street Harbor Park on the north and south, and the forthcoming Delaware River Trail, it is important to provide safe and intuitive bi-directional connections between each of these points.

2nd + Race Streets

Dock Street

Heavily Utilized Bike Share Indego has a been a big success to date.

With only eleven docks, the station on the 200 block of Market Street is 5th busiest of 72 stations in the system on a rides-per-dock basis and the 14th busiest station overall, serving 78 trips per day in August 2015, many more than could have been handled by two car parking bays in the same space.

What use of curbside space provides the most access to and mobility within Old City?

Market Street

Juniper/Chestnut

Workers Already Bike In spite of the limited dedicated bicycle infrastructure, many who come to Old City every day already arrive by bicycle.

Interviews at The Franklin Fountain and Arcweb Technologies found that almost nobody working at the ice cream shop and digital product development firm drives to work, and that many bicycle regularly. More comfortable streets would make this a viable option for even more people.

The Franklin Fountain

Arcweb Technologies

When RITTENHOUSE SQUARE was closed to cars during the Papal visit, residents and visitors of all ages and abilities felt comfortable riding in the street. Not only that, but across Center City, levels of nitrogen dioxide and carbon monoxide, measures of air pollution, fell by 42 percent and 17 percent, respectively.

Local businesses in NEW YORK CITY saw retail sales increase 49% following the construction of a protected bike lane on 9th Avenue, compared to an average of 3% on other streets in the borough. Not only that, but despite spending less per trip, bicyclists are found to spend more in total than their driving counterparts.

V I S I O N 2 0 2 6 F R A M E W O R K 25

Case Studies: What if you prioritize bicycling?

In Philadelphia and cities across the country and around the world, steps have been taken to prioritize bicycling.

The following case studies provide examples of how this has been done, and what the results have been.

13th Street in MIDTOWN VILLAGE, which has a buffered bike lane and an Indego station, is one of Center City’s most successful commercial corridors. Duross+Langel Soapmakers estimate that 20-30% of their customers arrive by bicycle and have several employees who ride to work.

13th Street has now been identified by the Bicycle Coalition of Greater Philadelphia as a top candidate for installing a physical separation of the bike lane.

In AMSTERDAM, the establishment of a network of a physically separated bike lanes through the heart of the city, and filtering out of private vehicular travel has resulted in a dramatic drop in traffic fatalities and 38% of all trips being taken by bicycle.

Having the flexibility to have 30 developers in Philly who can ride their bikes to work is ... a necessity to remain competitive.

Paul Melchiorre, President of iPipeline (a Center City software firm)

Benjamin Franklin Bridge

Trail/Sidepath

RACE STREET

N 3rd Street shops have the most to gain from bicycle access, but the street has many businesses without convenient alley access for loading.

Continuous outreach and the most careful design/regulation will be required to determine the best way to provide a continuously safe bicycle route.

Copenhagen

Protected Bike Lane

Spruce Street

MARKET STREET

Class-2 Bike Lane

18th Street

Marked Shared Lane

WALNUT STREET

3RD STREET

6TH STREET

Market Street

Recommended bicycle infrastructure +Existing bicycle infrastructure

Indego Bike Share Station

V I S I O N 2 0 2 6 F R A M E W O R K 27

Proposed: Safe, Easy Bicycling Bicycling flourishes when it is a practical and pleasurable experience, not only one pursued out of principle or poverty. In order to achieve the stated preferences of the community, Old City streets must become significantly more comfortable and convenient for bicyclists of all ages, experience levels, and abilities. This will require careful design and difficult choices about how to prioritize space. Mayor Kenney has pledged to develop an approach to protected bike lanes that work on Philadelphia’s narrow streets.

Parking-Protected Lanes On Market Street

8th Avenue, Manhattan

Market Street is a key point of activity and arrival in Old City by foot, car, and transit, and should be by bicycle too. As a wide thoroughfare, measuring about 100 feet from building to building, the cartway between 5th and 2nd Streets can accommodate two curbside bicycle lanes, parking on each side, a single travel lane in each direction, and transit stops as needed. Initial analysis suggests such a scheme can be implemented without losing legal parking and that a single travel lane in each direction can be sufficient.

Bicycle Priority: 3rd, 4th + South 2nd Streets

S 3rd Street

Philadelphia has implemented buffered bike lanes on streets like Spruce, Pine, 10th, and 13th using paint.

However, these lanes are frequently obstructed by vehicles. Vehicular volumes on 3rd, 4th and South 2nd Streets appear low enough to bring traffic down to a single lane and create a separated bike lane using a low, mountable curb or flexible delineator posts. Especially given the need loading needs of businesses, a more detailed alternatives analysis and design must be conducted before permanent implementation.

Stone Street Improvements + Links

Varick Street, Manhattan

Stone streets shape the character of Old City, but as experienced by anybody bicycling on Dock Street, they can be difficult to ride on. By retrofitting such streets to include a flat stone inlay, Old City can stay true to this character without re-routing bikeways in confusing directions, or forcing riders to dismount in the middle of the street. This treatment can be deployed on streets with existing and recommended bike lanes, including 5th, Dock, and whichever route is developed to reach Spruce Harbor Park.

Riverfront Links: Race + Dock

Delaware River Trail, Northern Liberties

The DRWC’s Race Street Connector projects help bring Old City to Race Street Pier and the Delaware River. Extending that connection west by creating a bike lane on the south side of Race Street, and a bicycle-friendly treatment on Florist Street will better link Old City, the Riverfront, Franklin Square, and the Bridge. To the south, a clear connection must be created between the Spruce/Pine bike lanes, the proposed 2nd/Dock bike lane, and the riverfront through an inter-agency, community-involved effort.

Additional Indego Docking Stations

13th Street

With the exception of the one on the 200 block of Market Street, most of the Old City stations are at its periphery. In order to better serve residents and bring users to the front door of Old City shops and restaurants, and given the popularity of the Market Street station, an additional station or two should be considered, especially north of Market Street, along the 3rd Street corridor. Vision2026 imagines one south of Race Street, and one north of the Ben Franklin Bridge.

District-Wide Bike Racks + Corrals

Credit: Shift Design

Just like car parking, bicycles are less likely to stop and shop without a place to lock up. However, bike parking provides the same access at a fraction of the space required, and in a tight neighborhood like Old City, that’s a real asset. The space required for a single car parking space can provide access to ten bicycles. Vision2026 recommends at least one bike corral on each block of the District’s primary streets - Walnut, Chestnut, Market, Arch, Race, 4th, 3rd, 2nd, and Front. Business partnerships for installation and maintenance will be critical to this endeavor.

MF L

BSL SPRING GARDEN PA R

KW AY

PATCO

MARKET STREET

TROLLEY

CHESTNUT STREET

Recommended Transit Improvements

4TH STREET

20TH STREET

HUP + CHOP

3RD STREET

WALNUT STREET

CHRISTIAN STREET

Market Street: Co-existence with Bicycling, Improved Frequency, and Considering Waterfront Light Rail

401 Market Concept (Atkin Olshin Schade)

Priortizing Transit with Station Design. Parking-protected bicycle lanes recommended herein require careful coordination with transit. As recommended by the National Association of City Transportation Officials, offset transit bulbs would separate transit stops from the walkway, keep buses from needing to pull out of traffic to pick up passengers, and keep the bike lane from motorized traffic. By moving stops to the far sides of intersections, negative traffic impacts can be limited without undermining transit.

Off-Peak Frequency to Build Ridership. Beyond block-by-block street design, improved service frequency during off-peak periods can make travel to and from Old City a vastly more convenient. Research finds that people are more likely to ride transit without consulting a schedule when a bus arrives every eight minutes or less. With this in mind, Routes 17 and 33, which serve the North and South 20th Street corridors currently have evening, late night, and weekend headways ranging from thirteen to thirty minutes. By setting a service standard that brings these under ten minutes, SEPTA can help Old City reach its goal of making car-free options the first choice of people traveling to and from the growing neighborhoods served by those routes at all times of the day and week.

Future: Consider High-Capacity Modes. Routes like the 17 are running over capacity at the peak period, frequently turning away passengers north of Washington Avenue, rendering the bus not viable between Rittenhouse Square or Graduate Hospital and Old City.

In addition to double-decker or articulated buses, one way to keep up with demand would be upgrading services to light rail, akin to the soon-to-be-modernized West Philadelphia trolley network and trams of many European cities. Light rail has higher capacity, is known to stimulate development, provides a comfortable pedestrian environment, and is more intuitive for unfamiliar users, like tourists.

In 2010, DRPA studied the feasibility of Waterfront light rail to facilitate development, concluding that a Market Street alignment to City Hall would generate the highest ridership. Such service could be incorporated into the street design and frequency improvements above, but is not required by them. If the proposal is revisited in coming years, especially in light of newly strengthened Pennsylvania transit funding and regardless of operator, Old City should actively participate in the process.

Benefit to Old City increases, however, if the service is more than a waterfront project, and extends west of City Hall. Extensions to Penn Center, the Benjamin Franklin Parkway, 30th Street Station, Rittenhouse Square, and neighborhoods beyond, would make the line an intuitive choice for any and all tourists Concept at 8 + Market (Credit: Parsons Brinckerhoff) and conventioneers visiting Philadelphia, and provide supplemental capacity to some of SEPTA’s most crowded routes, including the Market-Frankford line. This consideration may be especially important as East Market Street re-emerges as one of the region’s most robust shopping districts, and should be part of any future study. th

V I S I O N 2 0 2 6 F R A M E W O R K 29

Transit: The Architecture of Our Mental Map Not only can it move far more people than personal cars, but transit shapes pattern of walkable development in cities. Just like inner ring suburbs grew up because of streetcar service provided, University City, Penn Center, and now East Market Street have flourished because of the tunnel that, in 1984, linked the Pennsylvania and Reading Railroad lines for the first time. By the same token, cutting back on transit eventually makes places less relevant.

Transit ridership has been growing in Philadelphia for fifteen years, and by establishing new connections and strengthening existing ones, Old City can become an even better place to live, visit, and do business.

2nd Street Station Plaza

Union Station, Toronto

The Market-Frankford subway carries about 187,000 daily passengers, more than any other line in the region. The 2nd Street Station is the point of arrival for people arriving from Penn Center, 30th Street Station, Kensington, and points beyond, and witnessed 29% increase in boardings between 2000 and 2014. However, because of today’s design of the street, Market Street cleaves Old City in two. By reconceiving the 200 block as a multi-modal plaza, in which pedestrians are the focal point of design, it can be transformed to pull Old City together. Old City has the opportunity to demonstrate leadership to the rest of Philadelphia for how to provide great transit arrival experiences.

Route 57: Enhancing Old City’s Bus Route Carrying over 11,000 passengers on 3rd and 4th Streets each weekday, the 57 is the busiest route serving Old City that doesn’t enter the core of Center City. This provides an opportunity to strengthen its identity and promote Old City through its service.

Bus Branding. With announcements and distinctive signage, the District can solidify itself in growing neighborhoods like Kensington and Pennsport, helping residents see Old City as their downtown, not just another neighborhood or a destination for folks from far away.

Frequency. Route 57operates on a 7-minute peak headway, but service drops off significantly on evenings and weekends. This diminished service keeps the commuter route from becoming a viable lifestyle option. Increasing frequency to a ten-minute headway during off-peak periods will, in turn, help make car-free travel a practical choice for residents to the north and south, and make Old City a convenient destination.

Routing. Many passengers get off at Market Street to transfer to the subway or a bus to Center City. Similarly, Old City lacks direct transit to residents, employers, and cultural destinations north and south of Center City. As suggested by the Center City District, it may be worth assessing the value of L-shaped routes pivoting off the trunk of the 57, potentially including Market, Spring Garden, or Christian Streets.

Rapid Bus on Walnut + Chestnut Streets The combined headways of Routes 9, 21, and 42 are frequent enough that they should provide convenient access to and from Midtown Village, Rittenhouse Square, and University City. However, because of many competing traffic interests, taking the bus from Independence Hall to Rittenhouse Square can often be slower than walking.

Service could improve by more fully dedicating the right-hand lane of each street as transit-only, aggressively enforcing this policy (possibly including bus-mounted camera enforcement, depending on state law), and utilizing the City’s new Traffic Operations Center to provide signal priority.

Franklin Square PATCO Station

Credit: philly.com

DRPA has allocated funding for the design to reopen the Franklin Square PATCO station at 7th and Race Streets. Reopening this station not only provides more convenient access between Old City and New Jersey, but transit between Franklin Square and the west side of Broad Street, making the district at the edge of Old City more attractive to walkable commercial and residential development. Coupled with the PHS proposal to realign the bridge off-ramps and better connect Franklin Square to Old City, this infrastructure investment presents the opportunity to reverse decades of car-oriented development in the northwest part of Old City, stitching it better to the heart of the neighborhood.

After (credit: Planit-IE)

Poynton, UK:

Before

By eliminating traffic signals and redesigning the central junction and “main street� to double the walking space and remove vertical curbs, the project won the 2013 Highways Magazine Annual Award for congestion reduction.

After

Toronto Union Station In year 2015, the City of Toronto rebuilt Front Street as a curbless street with only a single travel lane in each direction. The redesign has allowed the station to become a welcoming gateway and a more important civic space.

Before

V I S I O N 2 0 2 6 F R A M E W O R K 31

Case Studies: Shared Spaces and Transit Nodes Hans Monderman, the late Dutch traffic engineer, observed that “when you treat people like idiots, they’ll behave like idiots.” In other words, by always attempting to provide rules for every vehicular and pedestrian movement, the traffic engineer actually encourages irresponsible and potentially anti-social behavior, especially among motorists. Not only are preferences in Philadelphia shifting toward more walkable, bicycle-friendly, and transit-rich city neighborhoods, but nationally, traffic engineers are developing innovative solutions to an age old tension between vehicular mobility and quality of life. These innovators are crafting counterintuitive designs for streets where rigid separation of modes, strict rules of behavior, and seemingly endless markings and signage are replaced by equal standing among roadway users and a responsibility of motorists to proceed cautiously and make decisions by judging their surroundings and others around them. This approach to street design, which embraces the complexity of urban mobility, rather than artificially simplifying it, is called “shared space.”

Philadelphia as it once was, is today, and can increasingly become All of our streets, including Market Street, were once shared space. It was only after the advent of the automobile that travel modes became so rigorously separated, and streets made the domain of motorists, alone. Today, our many of our small streets, like Church or Delancey, retain a “shared space” character, because of which people feel comfortable walking in the street, and motorists yield to pedestrians.

By learning from our own traditions and innovative designs from near and far, Market Street can begin a new chapter in its evolution as a great Philadelphia public space.

19th Century Market Street

Church Street today (credit: Old City Coffee)

Market Square, Pittsburgh In 2010, Pittsburgh invested five million dollars to rebuild its historic Market Square as a European style piazza, where cars are permitted, but must travel slowly. The square has re-emerged as a hub of community and commerce.

1964

Today (credit: Market Square Merchant’s Association) Before (credit: Better! Cities & Towns)

The view of Old City from the Delaware River [...] should be as important a postcard image of Philadelphia as the Benjamin Franklin Parkway.

Robert Venturi, Author of 1976 Old City Master Plan

Walkway

14 Feet Strolling, shopping, dining, gathering

Transition 4 Feet Trees + infiltration

Bikeway

8 Feet Continuous path, separated from vehicular traffic by flexible zone

Flexible zone

8 Feet Parking, loading, bike racks, benches, and drainage.

Lose the Signals: Slower, More Fluid Traffic

Shared Space: A Curbless Environment

Traffic signals give cars the “green light” to zoom through neighborhoods, ultimately handing over streets as the domain of cars, not pedestrians. Cities from Holland to New Jersey are finding that by actually removing signals, drivers proceed more cautiously, pedestrians can be more assertive, and though proceeding more slowly, a similar volume of traffic can be processed over a given hour. Removing the signals at 2nd and 3rd Streets can help change the character of Market Street for the better, while continuing to serve its purpose as a vehicular throughway. Key considerations will include how to ensure compliance with the American’s with Disabilities Act, and whether Market Street’s I-95 on-ramp best serves neighborhood interests, or would better be closed or relocated. The latter may be raised during planning and design of Penn’s Landing and the capping of the highway.

Conventional streets differentiate between pedestrian and vehicular zones with curbs separating asphalt streets and sidewalks of concrete, bricks, or pavers. A Rue St Catherine, Montreal shared space design deemphasizes these hard distinctions by eliminating the use of vertical curbs and differentiating between zones through a more subtle use of material changes, also ensuring ADA compliance. These materials can include stone, asphalt, and high-aggregate concrete, among others. The result is an environment which is unobstructed for pedestrians.

V I S I O N 2 0 2 6 F R A M E W O R K 33

2nd Street Station Plaza Streets evolve dramatically over generations. Just as Market Street would have become obsolete in the 20th Century if it had kept the freight tracks and market sheds of the 19th Century, measured shifts in the way Philadelphians use streets and changing preferences about what they want from their neighborhoods require us to consider whether the Market Street of the early 1990s will still best serve Old City in 2026.

The 200 block of Market Street, reimagined as a shared-use station plaza, reflects Old City’s goals of being a world-class walking neighborhood, connecting to other neighborhoods, and promoting car-free travel. While not dependent upon it, this project can be integrated with Penn’s Landing and the capping of Interstate 95.

Modern Headhouses Vehicular travel lane

10.5 Feet Accommodates private vehicles, taxis, buses, and delivery trucks

Median

9 Feet Refuge for pedestrians crossing; space for vehicles to pass in case of double parking

While the interior of the 2nd Street Station is filled with light, the headhouses, themselves, are nearly opaque at street level. By adopting a design similar to that developed by Kieran Timberlake for the Center City District at Dilworth Park, these portals to the neighborhood can have a strong link with the rest of Center City, while providing more transparency.

Parking, Loading, and Bicycles

Opportunity for Festivals + Open Streets

The scheme visualized above can be implemented while losing little to no legal curbside parking spaces. Later stages of design may consider re-purposing an amount of parking spaces to more full-time loading space, bicycle parking, or parklets with benches and other seating. By keeping vehicular travel at a single lane of travel in each direction, Market Street has sufficient space for comfortable, parkingprotected bike lanes in each direction.

As the center of the community, rather than just being thought of as a highway ramp, Market Street is an ideal location for events and festivals. The shared space plaza design can readily be closed to vehicles for such events, and transit can the be temporarily rerouted on a 4th-Chestnut-Front-Arch-3rd loop.

The District can consider broadening such events to be #OpenStreets events, during Credit: CJ Dawson Photography which streets beyond Market are closed to traffic, even if they are not heavily programmed. San Francisco, New York, and other cities have found such events to be a boon to business and general quality of life.

4.5 1.6

Franklin Square 6.5 2.6

*.1

5.2

1.3

4.4

RACE STREET

4.5 3.5

2.3

2.3

4.1

4.1

1.4

1.2

6.6

3.5 2.1

4.2

1.1

2.4 3.4

MARKET STREET

1.7

3.1

4.1

2.2

5.3

5.1

5.1

5.1

Independence National Park 4.3

6.5

1.8

1.5

2.2 WALNUT STREET

Washington Square

4.4

COLUMBUS BOULEVARD

3RD STREET

VISION 2 0 2 6

4.3

V I S I O N 2 0 2 6 F R A M E W O R K 35

Shared Asset Recommendation Summary This Vision2026 Framework has outlined as series of public realm improvements, designed to enhance the quality of life of Old City and shape the pattern of growth in the context of a strong Center City real estate market. They have been organized into color-coded groups on the opposite map and list below. Each initiative will require leadership, collaboration, and further input and design. Once again, this Framework is not the end, but the beginning of a community planning process.

1 1 2 3 4 5 6 7 8

Parks Space Improvements Christ Church Park Firehouse Park Franklin Square Connection Elfreth’s Alley Pocket Park Welcome Park Wood Street Park Delaware River Trail Penn’s Landing Park

2 Transit Links + Enhancement 1 Market Street: Off-peak Frequency Upgrades + Considering Light Rail 2 Rapid Bus on Walnut/Chestnut 3 Branding + Increasing Route 57 4 2nd Street Station Plaza 5 Christian Street + Spring Garden + Market Street Connections 6 Franklin Square PATCO Station 3 1 2 3 4 5

4 Bicycle Safety + Comfort +Access 1 Priority on 3rd + 4th + South 2nd Streets 2 Parking-Protected Lanes On Market Street 3 Stone Street Improvements + Links 4 Riverfront Links: Race + Dock 5 New Indego Docking Stations 6 District-Wide Bike Racks + Corrals 5 Pedestrian-Oriented Lighting 1 2nd, 3rd, 4th Streets - Pedestrian LEDs 2 Uplight the Bridge 3 Chestnut Street + Independence Hall 6 Parking Access Improvements 1 Reduce Demand by Improving Alternatives 2 Prioritize Commercial Loading 3 District-Based Valet 4 Promote Car-Sharing for Irregular Trips 5 New Parking Opportunities 6 Co-Development of Shared Parking

Pedestrian Priority ADA Improvements of Alleys on Market Formalizing Legal Unmarked Crosswalks * Ben Franklin Bridge New Midblock Crosswalks 1 Life Under the Bridge 2nd Street Station Plaza Shared Street Opportunities: Church + Quarry

Throughout the Vision2026 process, The Old City District has conducted initial discussions with Councilman Mark Squilla, the Philadelphia City Planning Commission, SEPTA, the National Park Service, Philadelphia’s Office of Transportation & Infrastructure Systems, and the Philadelphia Streets Department.

After further study, design, and coordination with agencies of various jurisdictions, implementation of any changes to street configuration will require the approval of the Philadelphia City Council.

HIERARCHY

TRANSPARENCY

Transparent ground floor; smaller punched openings for decreased transparency in floors above to balance privacy and views

Decreased ground Increased transparency floor transparency on in newer construction neighborhood streets

Top: cornice in metal, wood, or corbeled brick; depth casts shadows Middle: punched openings in brick or stone Base: cast iron or stone with a high level of transparency

STREET FRONTAGE

Awnings at retail locations

Individual plantings on neighborhood streets

Iconic and historical signage applied to facades

Pedestrian-scale signage suspended perpendicular to facades

BUILDING ENTRANCES

… the warm, dark brick walls, and the deep color values of the trim … conform to a 19th century palette. Contrast derives ... from the diversity of the signs and styles of architectural ornament, especially at store front level…

-1976 Old City Master Plan

MATERIALS brick / cast iron / stone Pedestrian scale commercial entries

Large scale entries at civic Historic portals sized and cultural buildings for carriages

Corner entry

Separated entries at mixed use buildings

Architecturalas Character + Streetlife Streets asRooms Rooms Streets Streets as Rooms New development can diminish or contribute to the architectural integrity of Old City blocks and to the pleasure of walking along its streets. The summary “snapshot” to the left shows some of the characteristics that make this 1 part of the city so memorable 2 and so fun. Sustaining relies on the thoughtful collaboration use, 2-5 stories buildings, and 11-12 1 these 1 Mixedqualities 2 2 Office & cultural stories active participation property owners and11-12 business Mixed Mixed use, use, 2-52-5 stories stories of many Office Office & cultural & cultural buildings, buildings, 11-12 stories stories fronts. operators across adjoining building

MARKET

2ND/ 3RD 2ND/ 3RD 2ND/ 3RD

MARKET MARKET MARKET

Old AVENUES City buildings “set the stage” for a variety of experiences and commercial endeavors. Recent development CITY CITY CITY AVENUES AVENUES proposals demonstrate the need for a BIG PICTURE, agreed-to understanding of basic principals.

7 7 7 Mixed use, 2-5 stories

98’ 98’98’

RACE

2ND/ 3RD 2ND/ 3RD

in Robert Venturi’s 1976 Master Plan as a Victorian commercial/ wholesaling building, built from 1840-1890 and coming in various styles -- from the restrained utilitarian NEIGHBORHOOD STREETS facades along North Front St. to the elaborate cast iron NEIGHBORHOOD NEIGHBORHOOD STREETS STREETS Italianate facades of 103-111 Arch St. These structures are 4 approximately 20’-30’ 3 typically 4 to 5 stories in height and Mixed 2-5 stories wide by use, 70’-100’ deep. Though there is great variety in the building type throughout the district, certain traditional 7 8 7 -use, 8 in the neighborhood Mixed 2-5 stories forms common to many buildings Mixed use, 2-5 stories should be acknowledged by every future development 11 12 proposal.

1111Residential, 2-3 stories;

1212Light industrial, 2-3 stories

few trees Residential, Residential, 2-32-3 stories; stories; Light Light industrial, industrial, 2-32-3 stories stories fewfew trees trees - Continuous ground floor shopfronts and display, with

5 brick walls above.

8

Office & Cultural building, 11-12 stories

2ND/ 3RD

trees in residential & historic areas Small Small residential residential andand large large cultural/ cultural/ civic civic buildings; buildings; trees trees in residential in residential & historic & historic areas areas

64’ 64’64’

Mixed use, 2-5 stories

RACE 7

89 9

Mixed use, 2-5 stories

98’

4TH/ 5TH

ARCH

RACE RACE RACE MARKET

stories 6 6 building type, identified 5 BUILDING 5 Mixed use, 2-5 details: The “typical” Mixed Mixed use, use, 2-52-5 stories stories

8 8

9 10 9 9 Small residential and large cultural/ 10civic 10 buildings;

6stories

5

Mixed use, 2-5 stories

ARCH

STREETS as rooms: Most Old City streets are framed by 3 to 6 story masonry facades. Small streets such as Cuthbert, CITY AVENUES 3 Church, Filbert, American, and 4Little Boys Court create a 2-5 stories 4 3 walking 3 Mixed use, system connecting a4 relatively quiet zone to the Mixed Mixed use, use, 2-52-5 stories surroundingstories hustling commercial streets The 48’ width of 2nd, 3rd, and Race Streets is framed by buildings 30 to 60 feet tall, making for a 1 to 1 height/width proportion often described as “ideal” by experts on great urban places.

The Old City Residential Area Overlay, adopted in 2013, 1 2 that those qualities are established a height limit of 65’ so use, 2-5 storiesby future development.

Office & cultural buildings, 11-12 notMixed over-shadowed

Mixed Mixed use, use, 2-52-5 stories stories

4TH/ 5TH 4TH/ 5TH 4TH/ 5TH

ARCH ARCH ARCH

Streets as Rooms It is a shared responsibility that operates at the scale of the district, the street, the building and the block.

4TH/ 5TH 4TH/ 5TH

ms

V I S I O N 2 0 2 6 F R A M E W O R K 37

48’ 48’48’

9 5 5

5

12 12

3

4 3 3 8 8 8

4 4

Mixed use, 2-5 stories

2 /3 nd

rd

2 2 2 10 10civic buildings; Small residential and large cultural/ 10 trees in residential & historic 10 areas

1

9 20’ 20’20’ 48’ 48’

64’

24’ 24’24’

Mixed use, 2-5 stories

5

9

4th / 5th

6

Mixed 2-5 stories - Firstuse, floors facing principal streets are to be a minimum

range of future uses.

9 of 15’ high - supporting a 10 9 residential and large cultural/ civic10buildings; Small

8

-Setbacks and curb-cuts rare.

Small and large cultural/ civic buildings; trees inresidential residential & historic areasare trees in residential & historic areas

NEIGHBORHOOD STREETS - Buildings form a more or less continuous streetwall,

66’ 66’

with varied cornice heights, and architectural features.

- Mid-block access entrances to parking or commercial 6 5 12 courtyards are designed as gateways.

9 6 5 9

12

- Inner-block parking and loading should not front directly on principal streets.

11

12

3 4 3 Light industrial, 2-3 stories 4 8 8

Residential, 2-3 stories; few trees

2

3

4

48’

1

11 11 7 7

Small residential & large cultural/civic buildings; 2 trees in residential & historic areas 10

20’

24’

Residential, 2-3 stories; few trees

Light industrial, 2-3 stories

In recent years the number of new building projects has been accelerating. Today over 1,000 new apartments, condos and houses are proposed or presently under construction. Given the beloved qualities of Old City streets and buildings, it is important that each new business, and each new building, renovation or expansion contributes to, rather than diminishes, the overall the experience of Old City. Three new “tools” are described below: 1

The RCO “Civic Checklist” lays out frequent zoning issues and positions. These

The Old City District participates in discussion evaluating the merits and negative impacts of any development projects or substantial building renovations that come before the Zoning Board of Adjustments for consideration of a Variance application or Special Exception. As The Registered Community Organization (RCO), Old City convenes public meetings and reports on proceedings to city departments as needed. In this past year, the RCO was asked to evaluate many applications for both variances and special exceptions typically focused on height, foodrelated uses, parking requirements, building setback regulations, lot coverage or loading.

Here is a summary of how those themes play out in Old City:

topics are summarized here. A more detailed discussion is provided as an addendum to the Vision2026 Framework.

Height Matters - Typically, requests to build above the limit should not be supported.

The height of Old City buildings varies – with most streets framed by three to six story buildings.

The architectural quality of the district is defined by mixed-use “loft” buildings designed to be occupied in a variety of ways, often with ground floor workshops and storefronts and over-theshop dwellings, production floors, or warehouse space above. Most were built before elevators were common, so the height is partially the result for how high the upper floor can be if it is to be accessed daily by stairs. The Old City Residential Area Overlay height limit of 65’ ensures that future development does not compromise the comfortable scale of the streets in the traditional “core.”

Vitality will continue; taller buildings are planned to the east, north and south.

Monitor Food-Related Uses - Not as urgent a topic as it once was. Gauge potential nuisances.

Food-related uses (such as a pub,deli, restaurant, or cafe) are permitted only by special exception in the district. Much of Old City’s ground floor space is accessible, high-ceilinged, and right-sized for these uses. However, businesses that prepare / serve food and drink are sometimes a source of nuisance in compact, urban places like Old City. Typical issues are with noise, odor, vermin, trash, deliveries, and hours of operation. For a while the blocks framed by Front, Market, Walnut and Fourth Streets became a nightlife “hotspot,” attracting noisy, unruly patrons. Over time this trend has been tempered because of an increase of more localized destinations across the city.

Manage Parking Policy - Requests to roll back parking requirements should usually be granted Parking supports and increasingly competes with the things that make Old City a desirable place to live, work, play or visit. Parking lots, garages, and curb cuts diminish the quality of the walking experience and occupy space that could host commercial activity or homes for people to live.

Some Old City businesses do rely on customer parking (furniture stores and art galleries) so that big, heavy purchases can be transported,but more customers of the many other businesses can arrive with equal or greater effectiveness by walking, biking and transit.

Lot Coverage and Setbacks - Typically, requests to exceed coverage should not be supported Lot coverage and setback regulations are intended to ensure that occupants of adjacent buildings have access to light and air. As a steward of that public good, projects seeking to exceed permitted coverage resulting in diminished access to light and air should not be supported. Alternatively, a project where the additional coverage would have no adverse effect should be considered on its merits.

Loading Operations - Evaluate requests to reduce required loading bays for negative consequences.

Loading operations should be as efficient and as safe as possible. Large buildings are required to provide off-street loading so that, for example, if a building with many apartments has several leases expire at once, moving day does not impact adjacent neighbors and businesses.

V I S I O N 2 0 2 6 F R A M E W O R K 39

Development Aspirations + District Tools 2 Legislative Actions Old City offers a continuous, engaging, pedestrian experience, only rarely interrupted by curb cuts, blank walls, or great distances between building entrances. For these qualities to endure, some adjustments to the city zoning code would be helpful, such as: - Prohibit new buildings from presenting blank, windowless walls to 2nd 3rd, Race or Arch Streets.

- Prohibit curb cuts on principal streets - Require minimum floor-to-floor dimension of 15 feet for the first floor for new building fronting 2nd, 3rd, Race or Arch Street so that a variety of uses can be supported over the decades (or centuries) it is home to people and/or commerce. Presently, an 8’ floor-to-floor can be built anywhere ground floor residential is planned.

1

3

2

RCO Civic Checklist

Recommend Legislative Actions

Since most variances and special exceptions are focused on height, food-related uses, parking /loading requirements, or building setback regulations, the District will prepare a compact summary of underlying issues and implications that inform community expectations.

The long-range strategy to protect and improve the quality of the walking environment will include adding some additional controls.

Advocate for zoning amendments that will encourage more durable building types and a lively streetlife.

3 Design Guide: A Next Step Residents, visitors, and businesses owners explain that handsome period architecture, walkable streets and interesting shopfronts are important to them and to the experience of the Old City section of Philadelphia. Those qualities could be compromised; especially by building projects that diminish, rather than complement, and enhance the character of 2nd and 3rd streets. A simple, illustrated Design Guide will provide a framework supporting constructive discussion and should be appreciated by developers and their architects.

The Old City Design Guide will share observations and advice on design issues not directly regulated by the Zoning Code. Most Design Guide topics are meant to define qualities and standards more or less unique to the district. The Guide will be developed cooperatively with the City of Philadelphia Historic Commission and will augment the Secretary of Interior Standards and Guidelines for Historic Buildings.

A 1976 Plan for the district introduced detailed recommendations regarding size, scale, color, and materials for new buildings, renovations and expansions. This, together with standards and specifications recommended by the Historic Commission will be refreshed and presented in a compact, visually compelling document. Additional guidance will describe the nature of Old City architecture -- especially: - Architectural qualities of the mostly transparent ground floor shopfront.

- Materials, proportions and 3-dimensional character of Old City street-wall facades - Colors, signage and lighting

Provide Design Guidance Illustrated “manual” providing advice on design issues not directly regulated by the Zoning Code. Most Design Guide topics would define qualities and standards more or less unique to the district.

PUBLIC SURVEY RESULTS Should there be more or fewer of the following in people Old City?

RESIDENTS

WORKERS

VISITORS

Should there be more or fewer of the following shopfronts in Old City?

GROCERIES

GALLERIES

RESTAURANTS

BARS

VINTAGE/LOCAL

SOUVENIRS

NOW: Beta-Testing Transformative Change The best way to engage the public is not to invite them to meetings or present drawings and slideshows, but to show them big ideas in action. By simulating some of the proposed transformative changes of Vision2026 at relatively low cost, the District can test hypotheses, achieve early successes, build support (or draw the right criticism!), and generate publicity and interest from the neighborhood, the rest of Philadelphia, and beyond. These six beta-tests can all be conducted in the next year:

Bring in temporary seating and small, non-commercial gatherings during First Fridays or N3rd Market

North and south of Old City, deploy ‘tactical’ wayfinding to encourage ridership on SEPTA Route 57

Pilot bikes lanes using temporary material in 2016, for only a few hours, up to several days

Test new crosswalks at five key locations in 2016 through use of temporary materials

Bring festivals to Market Street in 2016; close other streets to vehicular traffic for #OpenStreetsPHL

During Park(ing) Day 2016, bring a temporary farmers’ market to the parking lot on North 3rd Street

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NEXT: Key Steps in Planning + Design The preceding pages are a framework for Vision2026 and set high aspirations for how Old City can mature over the next decade. Each element of the plan will require leadership, collaboration, and continued input from various stakeholders and the broader community. Equally important, each will need further technical analysis and design development before implementation. The six items below represent next steps in advancing key elements of Vision2026:

Christ Church Park: Community Planning + Conceptual Design

SEPTA Route 57: Promotion + Improvement

This effort will require a significant community input process about the desired uses, functions, features, and materials of an iconic public space in the heart of Old City. The process will develop several alternative concepts and result in an illustrative plan of a re-imagined park space, which can then be taken to preliminary and final design, and used to raise the necessary funding for implementation.

Ridership to Old City on Route 57 can be promoted with changes to bus marquees indicating “via Old City� and permanent wayfinding on new bus stops installed by the City. Thereafter, collaborative planning between the District, SEPTA, and the Center City District can determine how service frequency can be increased and which routing modifications would provide the greatest connectivity.

Traffic + Curbside Management Plan

More Crosswalks: Joint Traffic Study Request

Uses of the public right of way are inherited and often tweaked on an ad hoc basis. As Vision2026 contemplates bold changes to these uses, including loading, bicycle, and transit priority, it will be important to develop a holistic operational curbside management plan, assigning space and time on a block-by-block basis on primary streets. The focus will not be to determine if Vision2026 is possible, but how streets need to configured to reach its goals.

Given mutual interest in a walkable neighborhood, the District and the National Park Service can submit a joint traffic study request for the several crosswalks identified in Vision2026. Like the curbside management plan, it is important that this request not only be tested against potential impact on traffic, but prioritized for the aspiration of safe and fluid pedestrian mobility.

2nd Street Station Plaza: Concept Design + Fatal Flaw Analysis

Developers Toolkit: An Old City Design Guide

This may be the single boldest proposal of Vision2026. As such, a traffic, constructibility, and operations fatal flaw analysis should be conducted.

In conjunction with this analysis, a conceptual site plan and materials recommendations begin a collaborative effort with the Streets Department, SEPTA, and the Pennsylvania Department of Transportation.

A simple, illustrated Design Guide will provide a framework constructive discussion and should be appreciated by developers and their architects. The Guide will provide advice on design issues not directly regulated by the Zoning Code. It will be developed cooperatively with the City of Philadelphia Historic Commission, augmenting the Secretary of the Interior Standards and Guidelines.

RACE STREET

MARKET STREET

FRONT STREET

5TH STREET

VISION 2 0 2 6

3RD STREET

WALNUT STREET

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Notes, Ideas, Priorities, Questions:

For downloadable versions of VISION2026 and its supporting documents, please visit:

www.oldcitydistrict.org/ vision2026 Comments or questions? email us at:

info@oldcitydistrict.org This Framework was adopted in principle by the Old City District Board of Directors on 16 December 2015. It is the beginning, not the end of the community planning process, and we look forward to further community engagement.

STEERING COMMITTEE Christopher McGill, OCD Board Chair Richard Goldberg, Steering Chair & OCD Board Lynn Martin Haskin, OCD Board Patricia J. Lavelle, OCD Board Joseph F. Ritchie, OCD Board Peter Rothberg, OCD Board Albert Taus, OCD Board Betsy Cassel James J. Cuorato VISION2026 DESIGN TEAM Mike Fabius John T. Hanson / Fran O’Brien The RBA Group David Hess with Sara Ann Kelly Atkin Olshin Schade Architects Ian Litwin Urban Partners Cynthia MacLeod and contribution from Sebastian McCall Center City District Sean McMonagle CJ Dawson Photography Carolyn Pfeiffer Delaware Valley Regional Planning Commission Bob Moul Hargreaves Associates + Red Square Gresham Riley The Mighty Engine Joe Schiavo OLIN Carlo Sena Parsons Brinckerhoff Timothy Snowden Philadelphia Office of Transportation + Infrastructure Systems Rick Snyderman Philadelphia Streets Department Karen Thompson SEPTA Ellen Yin

East River Bank Resident, The Center for Art in Wood Resident & PACDC Colonial Penn Brandywine Realty Trust Coldwell Banker Commercial Albert Taus & Associates Scout Vintage Independence Visitor Center Resident Delaware River Port Authority Posel Management Sara Ann Kelly Public Relations Philadelphia City Planning Commission National Park Service Charlie’s Jeans Office of Councilman Mark Squilla The Kaiserman Companies Entrepreneur Resident Resident Penns View Hotel, Panorama Resident, First Service Residential Resident, Snyderman-Works Galleries Delaware River Waterfront Corporation Fork / High Street on Market

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Thank you to all of those who participated in this process, giving generously of their time and resources to shape the future of their community.

231 Market Street Philadelphia, PA 215.592.7929 oldcitydistrict.org © 2016 Old City District + The RBA Group