Appendix_Schuylkill River District RFP.pdf
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8/10/2019 Appendix_Schuylkill River District RFP.pdf
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Title PageMaster Plan Study for the
Lower Schuylkill River District:
Existing Conditions Appendix
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I. Overview
Source: Pictometry
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Aerial of Study Area
Source: Google Earth
Interstate 76
Interstate 95
Passyunk Avenue
Lindbergh
Boulevard
Satellite imagery of the study area
shows its heavy industrial nature, large
and oddly configured parcels, and
assortment of highways, interchanges,
and rail. The labels on the map show
the streets that comprise the area
boundaries as well as the three bridges
that cross the river in the study area.
Grays Ferry
Avenue
Penrose Avenue
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Industrial Areas in Philadelphia County
Northeast
Lawncrest
Roxborough
Parkside
Southwest Grays Ferry
South Delaware
Callowhill
Northern Liberties
American Street
Lower North Delaware
Upper North
Delaware
Hunting ParkWest Hunting Park East
Aramingo
Source: Philadelphia Industrial Development Corporation
The Lower Schuylkill River District
represents a combination of the Grays
Ferry and Southwest industrial districts
analyzed in the Philadelphia Industrial
Land and Market Strategy. The study
area contains 20% of the citys industrial
land and 68% of the citys underutilized
industrial land.
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Key Infrastructure
CSX Eastside/TransfloIntermodal Yard
I-76
Port of
Philadelphia
I-95
CSX GreenwicIntermodal Yar
Amtrak NortheastCorridor
25th StreetViaduct
Infrastructure that runs through or
surrounds the study area includes rail,
airport, seaport, highway, and gas and oil
pipelines (underground and above-ground)
These assets will support additional
industrial development, but often bisect
neighborhoods and limit public access and
connectivity.
Source: Philadelphia Industrial Development Corporation, Philadelphia City Planning Commission,Delaware Valley Regional Planning Commission
Philadelphia
International Airport
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Primary Land Uses
Source: Philadelphia City Planning Commission
This map shows the primary land use
zones in the project area: industrial on
both sides of the river, Auto Mall in bright
red on Essington Avenue, and residential
pockets scattered across the perimeter.
The Planning Commission is updating this
data as it conducts its district plans, which
is why the east side has more specific use
classifications than the west.
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Primary Site Ownership
Source: Philadelphia Industrial Development Corporation
PIDC
Sunoco
Philadelphia Gas Works
Point Breeze Terminal
U.S. Postal Service
University of the Sciences
Woodlands Cemetery
University of Pennsylvania
Redevelopment Authority
Phila. Housing Authority
City of Philadelphia
Army Corps of Engineers
Philadelphia Regional Port
Authority
Most of the land in the study area is
owned by industrial and utility interests.
Also present are expanded institutional
interests from University City and a
smattering of publicly-owned land. The
text bubbles show on-site operations
information that is more specific than the
parcel ownership data conveys.
BartramVillage
BiosolidsRecyclingCenter
BartramsGarden
Sunoco
PhiladelphiaWholesaleProduce Market
Philadelphia
Navy Yard
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Public Sector Ownership
Source: Philadelphia Industrial Development Corporation
While most land in the study area is
privately owned and operated, there
are important portions of public sector
ownership. These include parcels at both
the northern end near University City
and the southern end near Philadelphia
International Airport. Ownership data will
be updated as part of the Master Plan and
is subject to change.
Public Sector Ownership
Private Sector Ownership
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Parcel Plan
Source: Philadelphia Industrial Development Corporation
This map illustrates the range of parcel
sizes and configurations that make up the
study area. The parcel sizes on the east
side are generally larger than on the west
side. The limited number of rowhouses
in the study area are dwarfed by their
industrial and commercial neighbors.
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Spotlight: Industrial History
The Lower Schuylkill River District hasplayed a vital role in Philadelphias richhistory as the United States rst majorindustrial city dating back to the early19th century. The opening of what isnow Sunocos Philadelphia Renery
complex in the 1860s makes it thenations oldest continuously operating
renery. The long history of heavyindustrial businesses in the project areacontinues to this day with the dominantland use in the study area being oilrening, storage and distribution.
Other forms of manufacturing inthe study area became prominent
during World Wars I and II with theincreased demand for ships, trains,and other items to support militaryefforts. Businesses that opened alongthe Lower Schuylkill in the early20th century include US Gypsum(a gypsum board manufacturingfacility), National Heat and Power(a petroleum marketing terminal),M.A.B. Paints (manufacturer ofresidential, commercial, and industrial
coatings), and Transmontaigne (apetroleum bulk storage and blendingfacility). However, industrialbusinesses began shutting down orleaving Philadelphia for surroundingcounties in the 1950s. The exodus of
business from Philadelphia followeda national trend of suburbanization of
residential, commercial, and industrialdevelopment with the increasedstreamlining of automobile productionand the construction of the nationalhighway system. Most of the businessesin the study area were served via bargeand rail, so the additional emphasison roadway development exacerbated
this decline. In order to minimize thepopulation loss, federal urban renewaldollars contributed to new suburban-style residential development withinthe city, including development innearby Eastwick. This urban renewalproject also included the creation ofthe industrial park between LindberghBoulevard and Essington Avenuewithin the study area. While thisdevelopment brought some industrial
activity back to the study area, it wnot able to curb the massive net losmanufacturing jobs, the remnantswhich the study area and the city awhole are still trying to rectify.
Addressing the study areas extensindustrial legacy and subsequenvironmental contamination is critfor future development and the creatof a Master Plan for the study aEnvironmental issues pose constraon what can be built in the study abecause most sites once contaiheavy industrial or manufacturing uat a time that predates the regulatof hazardous chemicals and materiSince many sites have been vacantunderutilized since the ight of indusin the 1950s, minimal remediation been completed. In addition, thare market constraints on what be built because of the signicpublic sector investment neefor remediation and the irreguparcel congurations left by previindustrial uses. There is also a lackintegrated transportation networksthe study area, as highways, ramps
feeder streets dictate the movemof goods and people and freight trenches create grade change issues limits access to certain portions of study area. In this respect, the LowSchuylkill is an area that many peopass through because of its intermoroad and rail access, but fewer peoare actually directly served by businesses. Further, the land has binaccessible for so long because ofheavy industrial use that progress
approaches to new development hnot been considered.
Sources: Weigley, Philadelphia: A 300-Y
History; City of Philadelphia Industrial L
Atlas; PennPlanning Lower Southw
District Workshop Report, Spring 20
Workshop of the World; Natural Muse
of American History.
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Spotlight: Current Built Environment
Though there are a variety of usesand scales in the 3,700-acre studyarea, a few trends stand out. First andforemost, heavy industry dominates,as it has done for 150 years. Second,the agglomeration of businesses
and operations are sprawling withlarge parcel sizes and auto-dominantcongurations uncharacteristic ofmuch of the rest of Philadelphia.
Eastern Side
The most dominant presence in thestudy area is Sunoco, whose 1,175-acre oil renery and storage facilitiesoccupy 32 percent of the study area.Sunoco reports that it processes over300,000 barrels of crude oil into fueleach day at this renery, the majorityof which is located on the eastern shoreof the Schuylkill River. While Sunocoowns 66 percent of the east side of thestudy area, its operations have shrunkin recent years, and large parcels such
as its 250-acre North Yard site appearlargely inactive.
This North Yard is anked on eitherside by equally inaccessible industrial-related uses: CSXs Eastside/TransoYard to the north, with up to 29 paralleltracks at its widest, and PhiladelphiaGas Works Passyunk Plant to the
south (50 acres). These sites are largelyisolated and so large that the rivercannot even be seen from their borders.There are active uses south of Sunocoon the east side of the river, includingwaste management and a tug and
towing service.
At the northern end of the study areasits a FedEx distribution center, aPhilly Trolley Works parking lot withadjacent riverfront access, and the 23-acre Marshall Labs site at 34th Streetand Grays Ferry Avenue, a former paintplant operated by DuPont since WorldWar I that was recently purchased bythe University of Pennsylvania.
Western Side
The west side of the study area, whilestill dominated by tank elds, has amore diverse array of uses and parcelsizes. With Philadelphia InternationalAirport just south of the study area,
many automobile-dependent anddistribution-related businesses occupythis stretch of Southwest Philadelphia.Most notable is the United States PostalService Processing & DistributionCenter, a 930,000 square foot $300million dollar facility built on a 50-acresite on Lindbergh Boulevard between70th Street and Island Avenue. There
are many other active industrial sisouth of 70th Street in PIDCs EastwA industrial park (Pepsi, M&M, Heretc.). North of 70th Street to 63rd Stris occupied by the Philadelphia AuMall, a string of car dealerships on t
west side of Essington Avenue. Acrfrom the Auto Mall lies the newcompleted Philadelphia WholesProduce Market, a 667,000 square frefrigerated wholesale facility tprovides fruit, vegetable, and produtrading to the region. North of 6Street is dened by a string of vacancsurrounding a tangle of freight apassenger rail infrastructure, residenneighborhoods, and Bartrams Gardthe oldest surviving botanical gardin North America. Industry that sexists in this section includes HOil and Haines & Kibblehouse,construction materials and contractcompany. PIDC is currently workwith Philadelphia Parks and Recreatto create trail extensions along parcthat PIDC owns both north and souof the Garden.
Due to the study areas isolation fr
residential and large parcel sizes,has become the default location many uses that would not otherwt in Philadelphias dense residenneighborhoods or compact commerccorridors. This phenomenon most visible on 61st Street aPassyunk Avenue just west of tPassyunk Avenue Bridge. South a commercial strip mall with varioadult entertainment uses, the aincludes a string of auto repair sho
and scrap yards. Another example in the wedge of land between the PlBridge, I-95 and the Schuylkill Riverthe southern end of the study area. Tarea does not have a fully connecstreet network, and consists oflocal police communications towerconcrete manufacturing plant, a dredspoil disposal facility operated by tU.S. Army Corps of Engineers, athe Philadelphia Biosolids RecyclCenter.
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Economic Anchors
Despite the large-scale, heavyindustrial uses within the study area,there are economic centers nearbythat represent opportunities for newdevelopment trends in the future.One is the Airport, located just on theother side of I-95 from the study area.
PHL has nearly 500,000 total ightmovements annually, ranking it 11thin the world. It has seen $1 billionin capital improvements since 2000,and it has a capacity expansion plan toadd a new runway and terminal thatwill likely boost development in thestudy area, as new businesses arriveand existing companies relocate dueto displacement during construction.Opportunities also exist for modernand green industry, research and
development, and public access to theriverfront. For example, just east of thestudy area lies the 345,000 square footLEED-certied Tasty Baking facility.This is just one component of theNavy Yard revitalization, which hasbrought 80 companies, 8,000 jobs andover $500 million in public and privateinvestment to create a state-of-the-artemployment center in Philadelphia.
Southward development pressure from
institutions in University City maypush research and development, andlogistics and administrative functionsthat serve this type of activity, torelocate within the study area. PennsPenn Connects master plan called forcampus expansion on former UnitedStates Postal Service property along theSchuylkill River just north of the studyarea, which Penn purchased in 2007.Penns purchase of the Marshall Labssite and Childrens Hospitals purchaseof the JFK Vocational Technical Schoolbuilding are signs that the research andmedical institutions of University Cityare moving across the Schuylkill forfuture development. Also within thestudy area is a part of the Universityof the Sciences, which representsanother institution that could spureconomic development in the studyarea. This shows general growthshifting southward and eastward, a
new direction for these important
employment and knowledge centers.Lastly, sites at the northern end of thestudy area are less than 10 minutesaway from Center City, the third largestdowntown in the country and hometo 9,000 businesses and 264,000 jobs.Center City has strong concentrationsof businesses in nancial, insurance,real estate, engineering and legal
services, as well as health care and
education. This close proximity makesthe study area a critical expansion areafor businesses that serve the regionsprime job and economic center.
Recreational and Residential
The Schuylkill River DevelopmentCorporation (SRDC) is nearingcompletion of the stretch of theSchuylkill River Trail (a 100-milemulti-use trail that runs along almostthe full length of the river) around theMarshall Labs site. Though the trailcurrently terminates at Locust Street inCenter City, SRDC is working to extendthe trail south and eventually across tothe west side of the river down to FortMifin. The proposed trail extensionwould traverse the study area.
The limited residential that existsin the study area is dwarfed by its
industrial neighbors. There is one
affordable housing complex manaby the Philadelphia Housing Authoin the study area (Bartram VillageLindbergh Boulevard), and two east of the study area across from I-I-76 generally buffers the industuses from existing residential, but exception is Forgotten Bottom, a smpocket of residential developm
located just west of I-76. Th
few blocks have battled problewith crime and vacancy, thouinll development and rowhorehabilitation has increased as pressufrom Center City and University Chave made this area more attractto developers. Portions of SouthwPhiladelphia neighborhoods are in study area, particularly along LindbeBoulevard north of 61st Street. Finanorth of Bartrams Garden are portiof West Shore and Spruce Hill, former a largely African-Amerineighborhood that has experiendevelopment pressures from Univerof the Sciences, and the latter a formstreetcar suburb now stabilized due recent surge in homeownership boosby Penns efforts to encourage facuand staff to live in West Philadelphi
Sources: City of Philadelphia Industrial L
Atlas; Philadelphia Inquirer; Philadelp
Regional Port Authority.
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Spotlight: Industrial-Legacy Areas
As part of its Citywide Vision for2035, the Philadelphia City PlanningCommission identies nine Industrial-Legacy Areas as prime opportunitiesfor new industrial development becauseof their numerous industrial-conducive
qualities, such as the relatively largeamounts of available land, existingutility infrastructure, transportationaccess, and proximity to diverse laborand customer markets. The goal forPhiladelphia2035 is that new industrialzoning classications and focusedplanning would make these zones thebest opportunities for future economicdevelopment efforts. The LowerSchuylkill is one such Industrial-Legacy Area, which means that newand modern industrial development ispart of the Citys vision for the site.
The Citywide Vision notes thatdifferent parts of the site can serve arange of potential activities dependingon the proximity to a variety ofeconomic centers, including CenterCity, University City, the Navy Yard,the Sports Complex, and PhiladelphiaInternational Airport. Specically, the
vision states that land close to CenterCity and University City could betargeted for institutional, ofce, andrecreational uses. Tracts close to theNavy Yard, Airport and Sports Complexcan host complementary uses suchas hotels, ofce, and transportationservices. Other tracts may be dedicatedto utility, industry, and environmentalmanagement uses. The PhiladelphiaIndustrial Land and Market Strategysimilarly recommends uses tied to
research institutions at the northernend of the site, new distribution andwarehousing on the Sunoco North Yardand in the Eastwick B industrial park,and increased industrial developmentto the west of the Philadelphia NavyYard.
Source: Philadelphia2035: Citywide Vision;
Philadelphia Industrial Land and Market
Strategy.
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Photos
Point Breeze Terminal, approximately 63rd
Street and Passyunk Avenue, looking
south
Penrose Plaza Shopping Center, Island
Avenue, looking southwest
Lindbergh Boulevard between 73rd and
74th Streets, looking north
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II. Context: Economic
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Economic Clusters
University City
Medical, Education,and Research
65,000 Jobs
Center City Business and
Culture
264,000 Jobs
PhiladelphiaInternational Airport
Transportation and
Business 42,000 Jobs
Port ofPhiladelphia
Shipping and
Distribution
1,945 Jobs
Philadelphia Navy Yard Industry, R&D, and Green
Business Campus
8,000 Jobs
One of the study areas biggest assets is
its proximity to important employment
centers and regional economic drivers.
These include leaders in research
and development (University City),
transportation centers (airport, seaport)
and a new green industry hub (Navy Yard).
Source: Center City District, University City District, Philadelphia Industrial DevelopmenCorporation, Philadelphia International Airpor
Research and Development
Office
Transportation
Shipping and Distribution
Philadelphia Navy Yard
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Industrial-Related Employment
Source: Hoovers, Philadelphia Industrial Development Corporation, Philadelphia International Airport, PlanPhilly, Southwest GlobeTimes, Philadelphia Regional Port Authority, Philadelphia Business Journa
More than
10,000
2001-10,000
1001-2000
501-1000
201-500
101-200
50-10011-50
01-10
These general figures show the
largest employment centers in and
around the study area. This data is
not comprehensive. For example,
employment figures on specific Sunoco
operations and businesses within the
Airport are missing from this map.
BartashPrinting, Inc.
(225 Employees)
UPS Inc(200 Employees)
USPS(3000 Employees)
Philadelphia WholesaleProduce Market
(1560 Employees)
Sunoco
(900 Employees)
Herman Goldner
Company, Inc(225 Employees)
Linde, LLC(185 Employees)
FedEx, Inc(180 Employees)
USPS
(350 Employees)
American Airlines, Inc(260 Employees)
Aker PhiladelphiaShipyard
(400-1000 Employees)
Urban Outfitters
(1300 Employees)
US Navy
(2340Employe
Tasty Baking Co
(740 Employees)
Philadelphia
Navy Yard(Approx. 8000Total Empoyees)
PhiladelphiaInternational Airport
(Approx 42,000 TotalEmployees)
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Vacant and Underutilized
Source: Philadelphia Industrial Development Corporation
Vacant Land
Vacant Buildings
Largely Underutilized Land
There are about 580 acres of vacant land
and buildings in the study area, about
16% of the total land area. Hundreds of
additional acres, about 15% of the total
project area, contain some operations but
are largely underutilized, most notably the
254-acre Sunoco North Yard. Please note
that acreage numbers are approximate.
12 Acres
23 Acres
15 Acres
19 Acres
119 Acres
11 Acres
22 Acres
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Spotlight: PHL Capacity Expansion Program
Philadelphia International Airport(PHL) is owned and operated by theCity of Philadelphia. It serves thirtyscheduled passenger airlines, six cargoairlines, and general aviation. In 2007,PHL handled approximately 499,683
aircraft operations and 32 millionpassengers. In 2009, PHL handled433,439 tons of cargo, and it projectsthat cargo volume will continue togrow 4.6% annually. In 2007, it wasthe tenth busiest airport in the U.S.in terms of operations, yet it has thesmallest land area among peer airports.
The Federal Aviation Administration(FAA) has identied PHL as one ofthe airports contributing to delaysthroughout the National AirspaceSystem (NAS). The airports capacity
is limited by insufcient primaryrunway separation and insufcientsecondary runway length. Analyses ofthe forecasted passenger and aircraft
activity levels determined that thenumbers and durations of delayedoperations at PHL would continue toincrease from their current averagelevel of nearly 10 minutes per operationto nearly 20 minutes per operationin 2025. The Federal AviationAdministration (FAA) identies PHLas a pacing airport, which means thatight congestion contributes to delaysthroughout the national airport system.
PHL has a plan to build an additionalrunaway to accommodate increasedtrafc and reduce wait times. Despitecontroversy about proposals for landacquisition, the Environmental ImpactStatement (EIS) for the Capacity
Enhancement Program (CEP) has beenapproved and the program is expected tobegin in 2013 with construction likelystarting by 2016. Construction wouldconsist mainly of lling a portion of theDelaware River needed to build a fullnew runway, creating an automatedpeople mover to transport passengersbetween terminals, demolition andreconstruction of Terminals B, C, andF, extending existing runways andexpanded parking and baggage claimfacilities. The resulting growth willincrease PHL from 2.5 million square
feet, 120 gates and 32 million passengersto 3.6 million square feet, 145-150gates and 52.2 million passengers by2030. Overall, PHL will grow from
about 492,000 total operations in 2008(passenger and freight) to about 686,000total operations in 2025.
The Pennsylvania Departmentof Environmental Protectionand United States Army Corps ofEngineers require that any large-scale construction that leads to theloss of wetland and/or waterwayfunctions also include compensatory
measures such as restoring old adegraded wetlands and creating nwetlands in upland areas to mitigand restore the functionality lost dto the development. Twenty potenmitigation sites were identied in t
EIS (see map later in the Appendix), of which are located within the stuarea. PHL notes that these locatioare preliminary and subject to chang
The current expansion plan inclua number of property acquisitioincluding relocating the United StaPostal Service facility on the southend of the Airport, pieces of the ArCorps Dredge Disposal Facility, and 1acres of privately owned land eastthe Airport and south of I-95. Finathe construction of the new runwwill require the closure of the 60Street freight track currently operaby Conrail. Though abandoned several years, the CEP includes a planrelocate this freight rail connectionthe Airport by reactivating two milesvacated rail which currently run alothe eastern edge of the Airport and the Schuylkill River before terminat
at 61st Street. Though rail track ssits on a large part of the alignmethe northern stretch is mainly lwith abandoned cars. The new lwould link back to SEPTAs AirpRegional Rail Line, which will allaccess to freight yards south and wof the Airport. While this propofreight rail extension was approved the FAA, more detailed research inproperty acquisition and exact traalignment must be done before t
plan is nalized. The rail relocatplan will be better dened as the Cevolves.
Source: Philadelphia International Airpo
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Spotlight: Philadelphia Navy Yard
The Navy Yard is a diverse industrialand commercial employment centerat the southern edge of Philadelphia.After operating for 120 years as a hub fornaval logistics and ship manufacturing,the Naval Shipyard closed in 1996.
A Community Reuse Plan issued bythe Mayors Commission on DefenseConversion guided the investment anddevelopment efforts in the transitionfrom 1994-2004. In 2000, the Navytransferred 1,000 acres of the 1,200-acresite (roughly the size of Center City) toPIDC as the rst step towards realizingthe economic development goals laidout in the Community Reuse Plan. Thegoal of the master plan is to leverage$2 billion in private investment andsupport more than 20,000 jobs at fullbuild-out.
The original Navy Yard was plannedas a dense community, including acomplete street grid that breaks downmost of the area into manageable block
sizes with historic structures that oncehoused naval ofcials or shipping-related factories and facilities. Whilethe master plan imagines a mixed-useextension of the city, the initial effortsfocus on building the employmentbase. Since 2004, many of the historic
naval building have been retrottedto create a modern, state-of-the-artemployment center. The investmenttotals $500 million in public and privateinvestments bringing 80 employers andover 8,000 jobs to the Navy Yard.
Although the ofcial Naval Shipyardclosed in 1996, the Navy remains oneof the biggest employers ongoing navalresearch and development. The formernaval shipyard is now a commercialshipyard, operated by Aker, whichemploys over 1,300 people in one ofthe most modern shipbuilding facilitiesin the country. Another notabledevelopment is Tasty Baking Co.s newmanufacturing facility in 2010 thatanchors the west side of the Navy Yard.Urban Outtters, headquartered in amulti-building adaptive reuse, is locatedin the historic core. Other notableemployers relocating to the Navy Yardinclude Vitetta Architecture, AppTecLaboratory Services, a pharmaceutical
manufacturing company, and PENNCapital Management, a nancialservices rm moving from Cherry Hill.
The two most recent developmentsto break ground at the Navy Yardare GlaxoSmithKline (GSK) and the
Greater Philadelphia InnovatCluster (GPIC). GSK is relocating Center City ofces and constructinnew building with a smaller footpriGPIC, one of three innovation clustin the country, is a project of t
United States Department of Enethat brings together a broad coalitionmulti-sector partners led by Penn StUniversity to research and implemimprovements in building eneefciency. Department of Energy aother federal agencies are award$130 million over the next seven yeto GPIC in order to research, deveand commercialize technologies make buildings more efcient. This sof collaboration represents the typesustainable industry and developmPIDC would like to foster at the NaYard.
Sources: Philadelphia Indus
Development Corporation; Urban L
Institute; PlanPhilly; Delaware Valley Gre
Building Council; Philadelphia Busin
Journal.
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Spotlight: Philadelphia Wholesale Produce Market
Located on Essington Avenuein Southwest Philadelphia, thePhiladelphia Wholesale ProduceMarket is a modern, state-of-the-artrefrigerated facility that provides amplespace for the regions fruit, vegetable,and produce trading. Built using $218million in public and private funds,the Market houses almost 20 acresunder one roof. Opened in June 2011to replace the outdated, open-airfacility near the Sports Complex inSouth Philadelphia, the Market housesover 200 full refrigerated docks, an18,000 square foot recycling center,and a skylight running the length andwidth of the building. It is the largest
refrigerated system built in the countryto date.
The main value in the new facilityis that it maintains optimal producetemperature through the entireshipment and distribution process,from the refrigerated trucks to theloading docks to the cold storage andeventually to the home, supermarketor restaurant. The market is open tothe public with a central concourse for
shoppers, and offers discounted optionsfor those interested in purchasingwholesale.
In a stretch of Southwest Philadelphiathat mainly consists of underperformingcommercial uses, the Produce Marketpresents an opportunity for similar orcomplementary ventures to be attractedto the area.
Sources: Philadelphia Regional Port
Authority; Philadelphia Wholesale ProduceMarket; Philadelphia Inquirer.
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Photos
Pepsi Bottling Group, Eastwick Industrial
Park A, 78th Street and Holstein Avenue,
looking northeast
United States Postal Service, Lindbergh
Boulevard and 74th Street, looking south
Birds eye view of the northern end of the
study area and its proximity to University
City employment center, looking north
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II. Context: Transportation
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Highways and Truck Routes
Major Truck Route
4 Lane or Wider Non-Truck Route
Highway Ramp
Source: Philadelphia Industrial Development CorporationPennsylvania Department of Transportation
This map shows the highways, arterial
roads, and routes designed as truck-
friendly by the Pennsylvania Department
of Transportation. While the study area
is flanked by two of Philadelphias major
highways, there are relatively few arterials
that run through the study area.
Baltimore Ave
Passyunk Ave
Island Ave
Washington Ave
Oregon Ave
Essington Ave
I-76
I-95
Pattison Ave
Penrose Ave
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Freight Rail
Source: Philadelphia Industrial Development CorporationDelaware Valley Regional Planning Commission
Philadelphia is served by three Class
1 railroad operators, all of which have
trackage rights within the study area.
CSX owns most of the track within the
study area and sends dozens of trains
through the study area daily. The possible
extension through the study area is part
of the Airport expansion plan.
Active Freight Rail
Proposed Freight Rail Extension
Penn Coach Yards /Northeast Corridor
CSX Eastside /Transflo Yard
Proposed FreightExtension
Canadian PacificBulk Facility
CSX GreenwichIntermodal Facility
Norfolk Southern
Mustin Field Rail Yard
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Public Transportation Routes
Source: Southeastern Pennsylvania Transportation Authority, Amtrak
Regional Rail
Subway
Trolley
Bus
Amtrak
Neighborhoods around the study area are
served by buses, trolleys, and commuter
Regional Rail lines. However, access to
public transportation within the study area
itself is limited.
Market Frankford
Line
Amtrak
Route 34
NewarkLine
Elwyn Line
Route 11
Route 13
Route 36
PhiladelphiaInternational
Airport
Airport Line
BroadStreet
Line
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Public Transportation Access
500 From Bus Stop
1/4 Mile From Trolley Route
1/4 From Subway Stop
1/4 Mile From Regional Rail Stop
1/2 Mile From Regional Rail Stop
Source: Southeastern Pennsylvania Transportation Authority
This map shows that very little of the
study area is well-served by transit. One
trolley line terminates within the study
area, and a handful of bus lines pass
through. Additional transit access may be
needed for successful redevelopment to
occur.
Route 34
NewarkLine
Elwyn Line
Route 11
Route 13
Route 36
Airport Line
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Barriers to Access
Highway
Elevated Rail
Rail Trench
Surface Rail
Source: Philadelphia Industrial Development Corporation, PennsylvaniaDepartment of Transportation, Delaware Valley Regional Planning Commission
25th StreetRail Viaduct
I-95
I-76
CSX Line
CSX Line
Amtrak
CSX Yard
While the study area has access to
important infrastructure such as highway
and freight rail, these assets also serve
as barriers to development and access
through the study area. Most sites
themselves are impenetrable because
they are privately owned, and there are
currently no public access points to the
river south of Bartrams Garden.
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Local Transit Ridership
Source: Southeastern Pennsylvania Transportation Authority, Federal AviationAdministration, Amtrak
Data from 2008 shows that despite the
lack of overall access to public transit,
some of the largest ridership lines go
through the study area. The 36 trolley is
the highest-trafficked of the six trolley
lines. Also noteable is the G bus, which
connects Overbrook to South Philadelphia.
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Data from 2008 shows that two of the
most heavily-trafficked gateways through
Philadelphia (PHL and 30th Street Station)
and two of the rail stations with the
lowest passenger numbers in the SEPTA
network (Angora and 49th Street) are
located very close to the study area.
Regional Transit Ridership
Source: Southeastern Pennsylvania Transportation Authority, Federal AviationAdministration, Amtrak
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Spotlight: Freight Rail Infrastructure
The fact that Philadelphia is one of thefew American ports served by threeClass 1 railroads is nowhere moreevident than in the Lower SchuylkillDistrict. Rail tracks crisscross throughand weave around the study area,
providing excellent transportationinfrastructure that could serve futureindustrial uses. All tracks in the studyarea are owned by CSX, though NorfolkSouthern (NS) and Canadian Pacic (CP)both have trackage rights over them as
well. Freight planning studies by theDelaware Valley Regional PlanningCommission have suggested marketingthe area as a freight village to promotethe close proximity of airport, seaport,and freight rail facilities, and work toincrease coordination between modesto maximize access options.
While most freight trafc on the eastside of the Schuylkill is local and
stopping in Philadelphia, most trafcon the west side is through trafc. Atthe northern end of the site, CSXsEastside/Transo Yard sees multipletrains per day, including intermodaltrafc such as garbage transport as
well as liquid chemicals and plasticsprocessing that are then transferred totrucks for local delivery. CSX sends 20trains per day across the Schuylkill toits intermodal terminal in Darby, and isin the process of obtaining clearance to
run double-stackedtrains from itsGreenwich Yard inSouth Philadelphiato Trenton( G r e e n w i c hcurrently serves theport and acts as adistribution facilityfor Delaware andSouthern NewJersey). Both NS andCP have facilities inSouth Philadelphiaas well, thoughthey rely more ontheir holdings in
suburban areas. Allthree operators sendd o u b l e - s t a c k e dtrains down to theport using the 25thStreet viaduct,which is ownedby CSX and whoseexterior structureis in need of repair.In total, CSX runsthe largest number
of trains through the area. There islittle interdependence between the railand seaport at this time, but with thePhiladelphia Regional Port Authoritysplan to expand Southport along theDelaware River, there is potential formore coordination that could lead tothe expansion of freight trafc later inthe decade.
The existing industrial activity
and proposed expansions in pdevelopment mean that freight rcould be an important part of the stuareas future development. There a few companies in the study area tcurrently use the rail, including Suno
and the US Army Corps of Engineethe latter of which ships dredge spoover rail because they are too heafor trucks to transport. Besides thusers, direct activity in the study ais limited as Class 1 operators focus intermodal trips and local businessesnot nd it economically advantageoto use rail over truck distributiHowever, short line operators cobe interested in some of the smalstretches if they are economicafeasible, including the relocation the 60th Street line that is part of runway expansion plan at PhiladelpInternational Airport (see spotligabout this plan earlier in the documen
Sources: Walker Allen and Ted Dahlbu
Delaware Valley Regional Plann
Commission; DVRPC Long-Range Vis
for Freight.
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Photos
Route 36 trolley, Island Avenue and
Lindbergh Boulevard, looking northwest
CSX freight rail tracks, 58th Street
between Eastwick Avenue and the
Schuylkill River, looking southwest
Interstate 76, Vare Avenue and Mifflin
Street, looking northwest
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IV. Context: Environmental
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Topography
Source: Pennsylvania Spatial Data Access
Most of the study area is flat and of the
same elevation, with some exceptions
along the northern end around Bartrams
Garden and Woodlands Cemetery. The
location of the topography change may
also be attributed to the location of the
fall line that runs through the study area
between the Piedmont region to the west
and the Coastal Plan region to the east.0 Elevation 160 Elevation
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Floodplains
Historic Stream
100 Yr Flood Plain
500 Yr Flood Plain
Source: Federal Emergency Management Agency, Philadelphia Water Department
The southern part of the study area sits
mainly in the floodplain, including all of
Philadelphia International Airport and the
large-scale commercial and industrial
development in Eastwick. None of these
historic streams currently exist at the
surface, though the Water Department
has restored part of Mingo Creek under
the Platt Bridge.
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National Heritage Inventory and Wetland Opportunities
Possible PHL Wetland Site
NHI Medium Priority Land
NHI High Priority Land
Source: Pennsylvania Department of Conservation and Natural Resources, PhiladelphiaInternational Airpor
Portions of the study area were identified
by PA DCNRs Natural Heritage Inventory
as unprotected lands of high and medium
priority for ecological restoration. The
Airport is also looking at parts of the
study area to create or restore wetlands
to rebuild the vegetated rivers edge they
plan to remove as part of their runway
expansion.
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Spotlight: Site Contamination
Though no comprehensiveenvironmental assessment has beendone of the entire 3700-acre studyarea, site contamination is one of themajor barriers to development. Thereare several underground pipelines
gas and petroleum that run underthe Airport runways and likely alongthe Schuylkill. Evidence of industrialcontamination has been found inenvironmental assessments conductedon properties along the western side ofthe Schuylkill in the study area.
The impact of oil rening is just oneaspect of the potential contaminationof this area: many other industrial usesare present (and used to be present) that
use hazardous chemicals and materials.Further, much of the building stockand industrial machinery that existsin the study area is either outdated or
built under different standards for airquality and environmental impacts.Tests for materials containing asbestos,PCBs and other indicators will need tobe conducted before certain sites can bereused. The time, cost and knowledge
associated with the assessments forhazardous materials as well as the costof the physical remediation work meansthat the public sector must be involvedfor the successful redevelopmentof these formerly industrial sites.The signicant upfront costs forenvironmental remediation may deterprivate sector involvement, thereforepublic investment is needed in order tocatalyze private development.
As an example, the formerTransMontaigne site, which PIDC isin the process of acquiring, used to bea petroleum bulk storage and blending
facility. In fact, there are signs justthe north of this site indicating toil still runs under the site throuunderground pipelines. PIDC working with PADEP on a cleanplan for this site with the eventual g
of making the site suitable for futuindustrial use with a recreational tralong the rivers edge.
Conducting survey research for entire study area at this time wouldpremature. However, the incorporatof environmental remediation paramount to a successful plan for tarea. More detailed environmenanalysis will be performed as specsites are developed.
Sources: Public Involvement P
Transmontaigne/US Gypsum (PAID, J
2011); Department of Conservation
Natural Resources.
Spotlight: Schuylkill Banks
While East Fairmount Park has providedgenerous protected green space along
the Philadelphias upper SchuylkillRiver for centuries, the Schuylkill RiverDevelopment Corporation has beenworking to construct new connectionsto the Schuylkill River Trail throughCenter City Philadelphia and acrossthe western banks of the river to FortMifin. Completed incrementallyover the last 15 years, Schuylkill Banksprovides a key link for the hundredsof thousands of Center City residentsand employees to the remainder of the
Trail, which extends 23 miles to ValleyForge National Historic Park andfurther north to the headwaters.
The extension of the trail throughCenter City was established over timethrough successful coordination withprivate landowners. The City beganby constructing a bulkhead along theriver in 1996; at the time, residentswere using the trail even though it was
nothing more than a dirt path. Thepaved trail opened in 2000, stretching
1.2 miles from Locust Street to MartinLuther King Jr. Drive at the ArtMuseum. The city government usedan edict written by William Penn inthe 17th century to secure pedestrianaccess across rail tracks to the trail atLocust and Race Streets.
Today the SRDC is focusing onthe trails extension further south.Construction is almost complete on theGrays Ferry Crescent, a one-mile trail
extension and generous riverfront parkalong the former Marshall Labs site.DuPont agreed to donate this land tothe City for trail construction beforePenn purchased the site. Also underconstruction is the Schuylkill River ParkConnector Bridge, which will create apedestrian bridge over the CSX tracksat Locust Street and install crossinggates at Locust and Race Streets thatwill close when there is train trafc.
Upcoming projects include streetscaimprovements along the Walnut Str
Bridge and the construction of a 200foot long concrete boardwalk in triver to extend the trail from LocStreet to South Street (with a nentrance at the South Street Bridge).
Counts from earlier this year show ththe stretch of the Schuylkill River Trbetween Manayunk and Locust Strget an average of 2800 uses daily, whadds up for over one million uses pyear. This trafc comes primarily fro
bikers, joggers and commuters, but afrom the event and promotional effoof SRDC, which holds movie nighkayaking rentals, boat tours and othactivities along the Banks.
Sources: Schuylkill River Developm
Corporation; Bicycle Coalition of Grea
Philadelphia
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Spotlight: Green City, Clean Waters
Philadelphia uses a traditionalcombined sewer and stormwatersystem for about 60% of Philadelphiastotal area, meaning that water fromrain and snow runoff combines withwastewater in underground pipes
before being treated. During heavystorm events, the combined sewersystem is overwhelmed by all thedemand, which often leads to sewersoverowing and untreated waterheading into our rivers and streams.
While the traditional solution hasbeen to build larger underground
pipes to hold the extra capacity, thePhiladelphia Water DepartmentOfce of Watersheds has spent thelast 12 years working on developingalternative solutions to better handle
wastewater and protect watersheds.The result of these efforts is Green City,Clean Waters, a plan submitted to the USEPA in September 2009 that answeredthe federal departments call for citieswith outdated sewer solutions to deviseways to handle the new burden.
The focus of Green City, Clean Waters ison investing in green infrastructure,which uses vegetation to collect and
treat stormwater as opposed to man-made components such as drains, pipesand treatment plants. This new plantlife brings natural functionality back tothe citys public spaces, many of whichhave a layer of asphalt and concrete and
therefore have limited permeability.This also means that the water willactually be used naturally on these newGreened Acres before it ever hits thecombined sewer system. The WaterDepartment also stipulates that this planwont just save the City money, but thatgreen infrastructure will also increaseproperty values, reduce greenhouse gas
emissions, improve air quality, reducethe urban heat island effect, and createa new industry and jobs constructing,maintaining and developing greeninfrastructure technologies.
The plan was approved by EPA andthe Pennsylvania Department ofEnvironmental Protection in June2011, which allows PWD to ofciallyembark on implementation. PWDplans to spend about $2 billion overthe next 25 years on green stormwaterinfrastructure such as stormwater treetrenches, porous paving, rain gardens,green roofs, and sidewalk planters to
capture and manage runoff. The gis to convert 30% of the citys toimpervious surface to pervious surfaand PWD expects to see $2 in benefor every $1 it spends.
PWD has softly launched the plan aconducted extensive civic engagemto educate citizens and business ownabout this change in focus, as wellways to actively reduce their burdon the sewer system. Now that PWhas federal approval, they will beneighborhood-wide implementatof interventions such as green stre(pictured in the study area, at 47Street and Grays Ferry Avenue), greschools, green homes, and green pubfacilities.
Any future public or privdevelopment project will need consider the mandate of Green CClean Waters. In a study area of this sand with so much impervious industrand formerly industrial land, there opportunities for creating the typesgreen infrastructure noted above well as restoring riparian edges alo
the river itself. As development occalong the Lower Schuylkill, landownand planners will have the opportunto coordinate with PWD to take wGreen City, Clean Waters outliand devise ways to share stormwamanagement facilities across large sithat likely have no such technoloalready on site.
Source: Green City Clean Waters; T
Schuylkill PIF; PlanPhilly; Philadelp
Office of Watersheds.
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Photos
Bartrams Garden, Bartram Drive toward
56th Street, facing northwest
Bartrams Garden, Bartram Drive toward
53rd Street, facing northeast
Penrose Plaza Shopping Center, Island
Avenue, looking northwest
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