[From the U.S. Government Printing Office, www.gpo.gov]
Planning and Design Standards Coastal Zone Management Program Philadelphia WALK N %Q1, t", v avc N" ''.11 . ...... - iJ m 14, A@ a A A i _7 Az, -,iV Ac HT 77P-1- 168 ...... P55 Y55 1983 RIVER AL --------- - - Philadelphia RIVERWALK JPlanning & Design StaYdIards March 1983 CNIN for Philadelphia City Planning Commission 60 City Hall Annex 4S Philadelphia, PA. 19107 by DACP Associates, Philadelphia 1316 Arch Street Philadelphia, PA 19107 At its meeting of March 17, 1983, the Philadelphia City Planning Commission adopted these RIVERWALK Planning and Design Standards for the route from Queen Street north to Penn Treaty Park. This project was financed in part through a Coastal Zone Management Grant from the Pennsylvania Department of Environmental Resources with funds provided by the Vational Oceanic and Atmospheric Administration. Oki Nx 'Pro VP till Table of Contents 1. INTRODUCTION AND SUMMARY A. Scope of the Study............ 1 B. Summary Recommendations....... 1 2. DESIGN CONTEXT AND CONDITIONS A. Introduction.................. 5 B. RIVERWALK: Today and Tomorrow..9 C. Existing Conditions............11 D. Planning and Design Issues.....23 3. THE RIVERWALK A. Goals and Objectives...........27 B. Design Principle...............28 C. The Design Concept............ 31 D. Design Features and Standards..35 E. Prototypical Designs.......... 45 4. DESIGN GUIDELINES AND STANDARDS A. Introduction.................. 49 B. The Guidelines By Segments.....49 1. Introduction and Summary A. Scope of the Study In February 1982 the Philadelphia City Planning Commission adopted the Central Riverfront District Plan. This plan proposes to establish a RIVERWALK along the edge of the Delaware River from Washington Avenue to Penn Treaty Park. The purpose of the design assignment being reported on here has been to take rH I LAD r-LF'H I A the initial ideas presented in the District Plan and to develop them into first, a more refined proposal and specific route alignment; and second, CITY specific design standards. HALL I RIVEFMALK. As now planned, the RIVERWALK is a Nf-W Ir-K5EY pedestrian right-of-way designed to J N. connect the Penn Treaty Park on the north, to the area south of Washington T Avenue, providing a continuous convenient, comfortable pedestrian system of almost three miles in length Figure 1: Location.Map along Philadelphia's central waterfront area. As an integrative element of the Riverwalk design, perpendicular connections between the RIVERWALK and the adjacent residential neighborhoods CITY have also been planned to improve HALL ad 5t. overall pedestrian access to the Delaware River. 9 The principal products of this study 11 H I L- A V r- L P 'H I A neazo,,@ have been the design of the walkway, the connecting Amato establishment of a right-of-way for pedestrians, the selection and IVeKWALK positioning of street trees, paving materials, paving patterns, pedestrian lighting, benches and other street Henn Thanty furnishing features along the RIVERWALK. Fhrk Fr .100 7 B. Summary of Recommendations Camden, N.T. ON. A minimum fourteen and a half foot right-of-way for the RIVERWALK accompanied by strict paving and Figure 2: Conceptual Routing of Access landscaping standards is recommended. to and along the River 2 In addition to the minimum overall Figure 3: Cross-section sketch dimensions, a minimum unobstructed path illustrating the Promenade of six feet fits into the waterside and the required dimen- portion of the design. The street side -sions. shall be planted with trees on approximate thirty foot centers, and furnished with pedestrian lighting. Occasional seating areas focused on views of the river are proposed for the waterside portion of the design. This basic fourteen and a half foot wide element is referred to as the Promenade. The RIVERWALK design is also composed of a series of additive features. When QM=MW site conditions allow it, an Esplanade of at least ten feet in width is added to the water side of the Promenade. The Esplanade, extends the paving, landscaping an d furnishing requirements of the Promenade. The existing dimensional conditions along the RIVERWALK route between Delaware Avenue and the bulkhead are variable. The bulkhead line and Delaware Avenue curb line are rarely parallel. Since the minimum Promenade feature is a standard to which most every condition along the route will be required to adapt, the paved areas on either side of the walkway shall be Figure 4: Plan View of Promenade and expanded or contracted according to Esplanade. local site conditions. Land uses along the complete route are still changing. The central most portions, South Street to the Benjamin Franklin Bridge, have for many years been evolving with a new focus on civic, tourist and commercial activities. Recently, selected city owned piers in the area have been proposed for redevelopmentwith residential and specialty retail uses. U70 The Central Riverfront District Plan recently completed by the Philadelphia City Planning Commission, indicates continuing long term trends away from = @H port, and industrial uses for the whole Central Riverfront District. 3 Nevertheless, there still remains a considerable amount of commercial and- industrial activities in use on the waterfront north of the Benjamin Franklin Bridge. Implementation of a complete RIVERWALK design through those areas still active with frequent, large and heavy equipment is not recommended at this time. However, since there is considerable public and private interest in having a complete pedestrian route as soon as possible, it is recommended that at least new conventional sidewalks be constructed adjacent to existing industrial land uses along Delaware Avenue from approximately Spring Garden Street to the Penn Treaty Park. It should be understood that this solution is regarded as purely utilitarian, until new development in this area takes place. At that time, at least the minimum cross sectional dimensions, paving and landscaping of the RIVERWALK Figure 5: View of a portion of the should be implemented. RIVERWALK near the Benjamin In addition to the RIVEPWALK, seven key Franklin Bridge. neighborhood connections should be improved to aid access between the riverfront and its residential neighbors. Improvements vary by location and existing conditions, but should include at least signage, Delaware Avenue crosswalk designations, Nos and a mixture of paving, landscaping and pedestrian lighting. V -@,3n r Figure 6: View of a portiQn of the Race Street neighborhood connection to RIVERWALK. PAM vial 5 2. Design Context and Conditions A. Introduction The Philadelphia City Planning Commission's Central Riverfront District Plan (CRDP) is one of a series of documents whose aim is overall waterfront improvement. The CRDP area is the Delaware Riverfront from Spring Garden Street on the north to Reed Street on the south. This area is the historic center of Philadelphia's waterfront commerce and industry. The new plan and its policy and recommendations has created significant opportunities for land use changes. The stated goal for the Central Riverfront District is to "create a place to live and work, to shop and dine, to be entertained and to have fun". Numerous private development proposals have been received by the City. A major new restaurant and waterfront residential projects have already been proposed for Penn's Landing and the adjacent City owned piers. The plan is based on a clear new Figure 7: Existing condition of a attitude toward the function of this typical neighborhood street area within the context of Center City, leading to the Delaware River. the City as a whole and the larger Philadelphia region. That new attitude is summarized as follows: -7 @J-= o The river is to be the focus of each development project. o Penn's Landing will be the centerpiece of this new riverfront redevelopment. o The existing finger piers will be developed to include a mix of uses: residential, retail, recreation and parking facilities. o All new development will be comparatively intense. o Access to the river will be an important feature of each development. . ...... . . ........ 121 pi ci 1,R LF-I @0 0 to 41 4 1 XPRESSWAY tIE5 @@O, @- @ M-, U.] %4 IJAM 00 ou@ CEZI BA 40 DELAWARE AS Penn's Landing Alternate I Program Cost a Housing 700units 87 500 Commercial 480,000s.f. 36:000 ..tail 140,[email protected]. 10, 000 Exhibit 400rms. 24 000 Penn's Landing South Hobt7lic Area LS@ -15:000 Alote nate 1 Altornate 2 TOTAL 172,500 Pr ,:a Cost Pr g ram Cost H using 1,773units 248,220 3,223units 451,220 Roetail 120,300s.f. 7.218 120,300 7.218 TOTAL 255,438 458,438 0 400 800 1,600 OCLC: 13616965 Rec stat: c Entered: 19831028 RepLaced: 19950403 Used: 19950130 $ Type: a Bib tvt: m Source: d Lang: eng Repr: Enc LvL: L Conf pub: 0 Ctry: pau Indx: 0 Mod rec: Govt pub: Cont: Desc: a Int lvl: Festschr: 0 Illus: abe F/B: 0 Dat tp: s Dates: 1983, % $ 1 040 PAU Ic PAU % $ 2 043 n-us-pa % S 3 090 lb % $ 4 -049 NON % $ 5 110 2 DACP Associates. % $ 6 245 10 PhitadeLphia riverwatk : lb pLanning & design standards Ic for PhRadeLphia City PLanning Commission by DACP Associates. % $ 7 260 PhiLadetphia, Pa : lb The Commission, Ic [19831. % $ 8 300 59 p. : lb M., maps, pLans ; Ic 28 cm. % $ 9 500 "March 1983.11 % $ 10 500 "The PhitadeLphia City Nanning Commission adopted these RIVERWALK Ptanning and Design Standards for the route from Queen Street north to Penn Treaty Park." % $ 11 500 IlCoastaL Zone Management Program'"Cover. % $ 12 650 0 Waterfronts Iz PennsyLvania Iz Phitadetphia. % $ 13 650 0 City pLanning Iz Pennsytvania. % $ 14 651 0 Phitadetphia (Pa.) Ix City pLanning. % $ 15 710 2 PhiladeLphia City Ptanning Commission. % $ 16 710 2 CoastaL Zone Management Program (Pa.) % $ 17 740 01 Riverwatk. % 7 Figure 8: The Central District River- front Illustrative Plan. February 1982. Philadel- phia City Planning Commission. LdELI Ifl El Xl 1.0 ,EDLIEU D @D@ELIME- Ey. ESS 0 TENINi LANDING 12 RIvER 13 13 24 25 27 A ,!.t,or _,r::te 2 Cost Z? 700units 61 125 North Bridge df 500,000:.f. 57:000 Program Cost 440,000s.f 25.763 10t:tng lun s 311:::: .:::4 50, 3,75Q ..U P& 000 -f 400rms. 44,506 TOTAL 317,920 LS 43,200 235.338 8 z M C, z T C 0 M C C z z A M 0 M C C M rn 0 z 2 z x rn r, z ac 1 1-95 ...... E go-llae ..... T ... D`E,7AWAR UUUUU L .111I.M11; ..... ...... .529 .......... I.., "Mon," Penn's Landing ..... North BridQe Penn's Landing South Districts Activity Centers 7 09 Figure 9: Activity Centers. The Central District Riverfront Plan. Feburary 1982. The Philadelphia City Planning Commission. z C, 0 z 0 C z z x F M -4 0 z z z X z DELAWARE AV E.. Vehicular Access Pedestrian Walks River Access Headhouse Access EHI Market-Frankford El 0 1-9 [, ?/Ojl Figure 10: Connecting Elements: The Central District Riverfront Plan. February 1982. The Philadelphia City Planning Commission. 9 This new access will focus on water identify architecturally valuable related recreational opportunities. building facades for preservation or o Pedestrian and vehicular linkages improvement; highlight the pedestrian between the new riverfront development view corridors and/or panoramic views and the adjacent residential which should be preserved; and note communities and Center City will be the landscape buffers that should be enhanced. created. (Figure 11) o The potential for the Central Riverfront to become a unique The new attitude toward the riverfront, attraction for local and distant the planning and development goals that visitors will be exploited. have been articulated, and the urban design pririciples that are incorporated This new attitude toward the future of into the City's Central Riverfront this portion of the river has generated District Plan provide a perfect a series of concise planning goals that background for the development of are listed below: pedestrian amenities that do not o "Develop Penn's Landing as the focus currently exist along the riverfront. of rebirth of the riverfront. o Create vital, attractive, new residential communities along the B. RIVERWALK: Today and Tomorrow riverfront. o Provide opportunities for the public Today the initial components of the to enjoy the special amenities of the RIVERWALK are already in place as part riverfront. of the existing Penn's Landing o Improve access to and within the improvements. An esplanade was Central Riverfront District. originally designed and built into o Develop urban design guidelines which Penn's landing. This esplanade promote the vitality and currently provides pedestrian access to attractiveness of the new the river's edge and circulation around development." the existing Penn's Landing boat basin. Unfortunately, there are no sidewalks or Of these goals, the last three clearly pedestrian rights-of-way along the rest provide direction for the design of the of the Delaware River either north or RIVERWALK. south of Penn's Landing. The urban design principles of the CRDP As part of overall transportation further amplify the.purpose and role of improvements, the State of Pennsylvania the RIVERWALK. The urban design Department of Transportation has principles are organized into three prepared preliminary plans for parts: improvements to Delaware Avenue north and south of Penn's Landing. These 1. Activity Centers: Three land use plans focus on the need to improve the districts and companion activity street and railroad bed, alignment, lane centers within the Central Riverfront configuration and new street lighting. District. (Figure 9) The edge of the river between the 2. Connecting Elements: Pedestrian, bulkhead and Delaware Avenue curbs has vehicular and public transportation not been addressed as an improvement access to and along the Central 'area. Riverfront District. (Figure 10) 3. Urban Design Features: Design Observation of current activities along features which establish the location Delaware Avenue and the Delaware River of high and low rise buildings; reveals that despite the lack of a Ir CALLOWHILL RACE MARKET, CHESTNUT WALNUT SPRUCE SOUTH QUEEN CHRISTIAN Z WASHINGTON . ........... 0 0 A! > REED -V formal pedestrian route, a significant building fronts. In recent years, amount of daily recreation activity is portions of Delaware Avenue have been already occurinq there. These improved. These improvements have activities range from jogging and basically been aimed at leveling the strolling to bicycling. During special roadbed, simplifying the rail lines and events at Penn's Landing, like the Tall their location, adding curbs, median Ships or other cultural festivities, the barriers and street lighting. As a route comes alive with pedestrians result of the Delaware Avenue coming to and going from the events. improvements, a service zone between the waterside curb and the bulkhead or pier With the approval of Central Riverfront headhouse has been created. District Plan, the City's development policy position toward the Central The new Delaware Expressway (1-95) Riverfront has been significantly parallels Delaware Avenue along this refined, making clear that the Central central section of the riverfront. It Riverfront area will be developed for is a limited access facility partially residential and commercial uses. The depressed and covered adjacent to Penn's Plan proposes more than 5,000 new Landing. North and south of Penn's residential dwelling units, a hotel, one Landing, the Delaware Expressway is half million square feet of office space elevated. Vehicular and/or pedestrian and almost as much space for retail, access routes go over the depressed recreational and maritime activities. section of the expressway and under it The need for a defined and well designed where it is elevated. Nevertheless, the pedestrian facility to connect all these expressway greatly limits the ease of uses and activities becomes ever local access to the riverfront in this increasing and essential. The proposed central area. RIVERWALK of tomorrow will tie all new riverfront development activities The perpendicular streets which provide together and provide expanded access to the central area riverfront recreational and cultural amenities for are few. Market and Chestnut Streets the varied population of Philadelphia create a one way elevated loop carried and for visitors and tourists. across both the Delaware Expressway and Delaware Avenue linked to Penn's Landing and Delaware Avenue with ramps. Spruce C. Existing Conditions and Dock Streets form another one way loop. Spruce and Dock Streets have at-grade intersections with Delaware 1. Vehicular Patterns (Figure 12) Avenue. The riverfront area is served by a variety of streets and highways. The To the south of Penn's Landing, Queen most important is Delaware Avenue which Street, Christian Street and Washington runs parallel to the waterfront. Avenue make connections with Delaware Avenue. In the area between Queen and Delaware Avenue is a major traffic Spruce Streets, direct perpendicular arterial. Historically, Delaware Avenue access via existing streets is cut off has always been an important industrial by the Delaware Expressway. To the service street, handling through north, Race and Callowhill Streets traffic, rail cars, vehicular parking provide modified vehicular access to and limited temporary surface storage Delaware Avenue. Spring Garden Street areas. These activities have often is the first major street north of required the complete width of area from Market Street, with a full two way bulkhead to opposite side intersection with Delaware Avenue. 12 Figure 12: Vehicular Patterns L.9-d: 11D -j5,;l oJL I I Tp loo L 0- -Igo IFE] OB 71 U. J- 13 These routes and others are illustrated changes to the land uses along the in Figure 12. Modifications to the central section of the Delaware River. existing transportation routes continue Generally, the proposed uses of the in the planning and design stage. As piers are residential and water-related they move into implementation, they can tourist and recreational in character. be expected to affect the vehicular Two new recreational marinas are patterns as currently mapped. proposed: One immediately north of the foot of the Benjamin Franklin Bridge; 2. Public Transportation and Pedestrian the other immediately south of Penn's Access Landing. The Market-Frankford Elevated line has a stop at Second and Market Streets, two Delaware Avenue has been improved and a half blocks from Penn's Landing. adjacent to Penn's Landing but sections There is also a subway stop at Spring of the arterial north and south remain Garden Street. to be rebuilt. The Delaware Expressway is largely completed in this area. A There are a number of east-west bus study of possible improvements to both routes which utilize a series of one way on and off ramps in the vicinity of east-west streets. Most of these routes Penn's landing is currently being end their east bound route on Front, conducted by the Pennsylvania Department Second or Third Streets. At least one of Transportation. route east bound on Market Street and west bound on Chestnut Street is planned In addition, pedestrian improvements at to end its east bound route at Penn's South and Walnut Streets are possible. Landing. However, the physical viaduct Both streets presently end at Front necessary for the loop to function has Street, but in an effort to improve not yet been constructed, although pedestrian access to Penn's Landing it construction is set for Spring 1983. In has been suggested that pedestrian addition to the major east-west loops, bridges be extended across both the there are a series of Center City loop Delaware Expressway and Delaware Avenue routes which also provide service close to the waterfront. to the riverfront: Cultural Loop, Mid-City Loop, Old City Loop and Penn's Other conventional redevelopment Loop. As riverfront redevelopment activity continues to occur west of occurs, it is anticipated that the Front Street; new residential, hotels, existing public transportation system restaurants, theaters, parking and will adapt to meet the new requirements. restoration proposals continue to be pursued. There are no specially designated pedestrian connections between the 4. Views (Figures 14 & 15) riverfront and the adjacent residential Ground level views of the waterfront neighborhoods. Pedestrian access is from areas inland of the Delaware provided on conventional sidewalks or in Expressway are limited by the the case of Society Hill, specially expressway. Generally in the areas paved sidewalks built into the where the expressway is elevated on landscaped cover over the Delaware viaduct, views are confined to the Expressway. visual windows framed by the underpassing streets and the expressway 3. Redevelopment Project Status (Figure structure. In the vicinity of Front and 13) South Streets, Front Street is high The recently adopted Central Riverfront enough to provide some overlook of the District Plan cites a number of planned expressway and overview to the river. 14 IE O@y lolow &Fj UL i-J -44 N- H.@ &.0 C 300 R%-- --.e MO- SOP" El M P-z C-. G- 15 Figure 13: Project Status. L Legend: . . . . . . . . . . . . . .I V60 aft" IMM Reposed ahort Term L EM Reposed Lav Tervvi 71 L L----JL Cz- IL L _/Z DWOWD A@ Q-bwe. A T, P.W. L.@q 2.5@ @Pwsa Q-,,sMA P.W. P.I.C. L.Ov 12 Ilmd I C.-MIN _D.,l Wft H.w I C- A (3m Lk" Pelee FID, IDA R.Omm'd Hd@ R- 'mft*9ke@ F&.k- Theals, Pm Tftody peq, 16 Figure 14: Typical View to the river framed by the 1-95 Viaduct Structure. Figure 15: Views to the Delaware River. j -7, 7 ILJLU Y 17 In the Society Hill area, ground level 6. Conditions of Right-of-Way, by views from Front Street are possible Segment (Figure 17) between the covered sections of the The Delaware Avenue improvements, as expressway. The covers are higher than illustrated in the most recent engineer- adjacent eye level and obstruct ing drawings available from the pedestrian views unless the observer is Pennsylvania Department of on top of the expressway cover. Front Transportation depict an edge condition Street between Chestnut and Market (between the bulkhead line and the water Streets provides the pedestrian viewer side curbline of Delaware Avenue) of with a panoramic view of Penn's landing. variable dimensions. The area between the legal right-of-way line and the edge For areas north of Market Street, views of the third moving lane on the east to the river are limited or non-existent side of Delaware Avenue has been from areas west of the Expressway. assumed to be the maximum potential Callowhill and Spring Garden Streets -right-of-way area available for the pass under the expressway and provide RIVERWALK. This area frequently limited views of the waterfront. includes the service road and parking; areas which have previously been 5. Constraints and Opportunities incorporated into the initial Delaware (Figure 16) Avenue improvement plans. The constraints and opportunities are summaries of various factors. The For the purpose of creating Delaware Expressway and Delaware Avenue project/design areas of similar are major pedestrian, vehicular and character, the RIVERWALK route has been visual barriers to the riverfront. broken into nine segments which are These barriers exist for both the illustrated on Figure 19 and in Table 1. adjacent business, cultural and residential neighborhoods. Access to Segment 1. Reed Street to Washington the area from the north and the south is Avenue: Adjacent to the existing extremely good because of Delaware Conrail railyard at the foot of Avenue. Washington Avenue, the existing right-of-way is 18 feet. On the riverfront several other factors must be addressed: Segment 2a. Washington Avenue to Christian Street: Adjacent to the new frequency of vehicular trips to piers Coast Guard Facility at the foot of from Delaware Avenue. Washington Avenue, the right-of-way architecturally significant headhouses varies from 32 to 132 feet. at many piers. pedestrian-vehicular conflicts at Segment 2b. Christian Street to North pedestrian crossings of Delaware Side of Pier 38 S: In front of Pier Avenue. 38-40 South, the right-of-way varies concerns for safety in the pedestrian from 140 feet to 30 feet providing underpasses of the Delaware Express- sufficient space for the RIVERWALK as way. well as the potential for an outdoor numerous sites along the river which plaza. are currently used informally and unofficially as overlooks of the water Segment 3a. Pier 38 S to Pier 30 S:_ and boating/shipping activity. The right-of-way is 30 feet with no service road. Segment 3b. Pier 30 S to Penn's Landing: 18 /f IL I E41@ I 3rd UL- L 2nd numm Jill, --J L c===2 VSMVme AV*. -mv L 'd 0-ft M.W- 19 Figure 16: Constraints and opportunities. Legend: -95) L mew Ploy Owrwe 0 Mir" MWWcml ftrW (Odawme Am) A,*O A@ to RNOW P-- -1 1 -J@ N@Wbwhood Acom Co"Wor f- -1 L 0 Ovwboke (E G & PON PON PedftbW AcO@I*PIwt%W E-3 --wavy sw- - - 0 Pedmblw & V*kWw CmfllctB Fedeeblo MAdwPU& 301MY RObWm @j L r L JZ-- aim=. Brill d I Z .. .... .. ..... .... X, AWN. b 20 Figure 17: Project Conditions along the RIVERWALK right-of-way. J F -A a@ l8a: The available right-of-way l8b: Numerous sites are used informally frequently includes both as overlooks of river activity. service road and parking. 21 1L ':::@7 Legend: jq goo CD L j :,xr L -jL @L F -ji 1@@ 7 J, Ilk L -IL ''I 04F V ---------- 18c: There are architecturally signi- l8d: Pedestrian access to the River is ficant headhouses at many piers. not clearly designated. K@ 'A 22 Table 1: Available Right-of-Way for Riverwalk. segment-by-Seg!en@ Dimensions Existing Service Total Segment Sidewalk Road pot .,?n pa Location (FT proposed on (2) ROW Segment North to South ROW Existing ROW .(FT) ---------------------------------------------- ----- ------------------------ 1 Reed-Washington 18, - 0 - is, 2a Wash.-Christian 321-1301 - 0 - 321-130' 2b Christian-Catherine 30'-140' - 0 - 30'-140' 3a Catherine-Pier 30 30' - 0 - 30' 3b Pier 30-South 0 28' 28' 4 South-Pier 3N 61-281 - 0 - 61-28' (Penn's Landing) 5 Pier 3N-Pier 11 N 4' 18'-46' 221-50- 6 Pier 11 N-Callowhill V-131 25*-35' 29'-43' 7 Callowhill-Pier 27N 81 121-231 201-23' a Pier 27N-Fairmount 181-6- - 0 - 181-61 9a Fairmount-columbia 101-201 0-251 101-48' (on Delaware Ave.) 9b Penn Street 10, - 0 - 10, Footnotes: (1) Information comes from Delaware Avenue improvement plans prepared from the Pennsylvania Department of Transportation during the 1970's. (2) This (these) dimension(s) represent the maximum distance between the third moving lane on Delaware Avenue and the bulkhead line. (3) This (these) dimension(s) represents the right-of-way area reserved for a service road, with or without parking. (4) This (these) dimension(s) represent the area available for pedestrian improvements (RIVERWALK or other). L JE Lh E E- J 3 3b. 'J. 4 kD_ 5 It 7 J Figure 19: Project Segments ,,f-L,7xr@_ F_ 23 This segment has a right-of-way of 28 to 6 feet which is inadequate and feet consisting of a service road and no requires an additional setback of at sidewalk. Route continuity for least 6 additional feet for an interim RIVERWALK and the proposed service road sidewalk. The right-of-way varies from are in conflict in this area because 18 to 6 feet. they would occupy the same area. The service lane has been deleted because of Segment 9a and 9b. Fairmount Street to this conflict. Penn Treaty Park: The 9a right-of-way varies from 10 - 38 feet including Segment 4. Penn's Landing: Beginning at service road). The 9b route has a 10 uth Street the right-of-way is 28 feet foot right-of-way. Both routes are wide. From the edge of the boat basin located away from the water's edge and north to beyond Market Street the width are two alternatives for the connection varies from 10 feet to 18 feet and 6 to of the RIVERWALK to Penn Treaty Park. 8 feet between Chestnut and Market General City policy toward this Streets. The variable dimensions of the industrial area is discussed in the right-of-way may cause a modification or Vorth Riverfront District Plan, since it require a setback to accommodate a is an area where industrial activities continuous treatment on this segment of along the waterfront has declined. In the RIVERWALK. There are also some general, Segment 9b has less restriction restrictions on the site, such as a 30 and conflict with other existing uses foot utility easement along the Delaware and has a service road as opposed to 9a. Avenue edge, that may keep the setback However, Segment 9a should be considered line 30 feet away from the curb. as a continuity of the RIVERWALK along Delaware Avenue. In the future, as Segment 5. North of Penn's Landing to redevelopment of the area occurs, Fier 11 North: The right-of-way varies further study should be made of from 20 to 50 feet and includes a possibilites, of routing the RIVERWALK service road. The space remaining for closer to the water's edge. the RIVERWALK will vary from 0-33 feet. Some sections of the service road will require modification so as to D. Planning and Design Issues accommodate RIVERWALK improvements. In addition to the existing conditions, Segment 6. Pier 11 N to Callowhill a series of issues coalesced during the reet: The right-of-way varies from 6 planning and design effort. Those to 43 feet and includes an existing issues created additional conditions service road. The space remaining for which helped form the basis for the RIVERWALK will vary from 0-33 feet. final design. Some sections of the service road will require modification so as to 1. Quality standards for materials and accommodate RIVERWALK improvements. details. 2. Competition for space along the Segment 7. Callowhill Street to the River's edge. South Side of Pier 27 N: The 3. vehicular crossing of the RIVERWALK. right-of-way varies from 20 to 35 feet 4. Pedestrian crossing of Delaware which would be adequate for the Avenue. RIVERWALK. 5. Access down to the fluctuating water level. Segment 8. Pier 27 N to Fairmount Avenue (Along the City Incinerator facility): The right-of-way is limited 24 1. Quality Standards for Materials and Details. As a prime piece of the public environment, the RIVERWALK warrants prime quality building materials although materials of extravagant cost are not necessarily superior. Since the RIVERWALK should be expected to last for many years without anything more than normal maintenance, the least expensive building materials available may create future maintenance and appearance problems. Regardless of the material costs, the materials and detailing should be conventional and based on Philadelphia's past architectural traditions and imagery. 2. Competition for Space Along the river's Edge. From the analysis of the conditions along the river's edge it is clear that there are some areas where a choice will have to be made between maintaining continuity of the RIVERWALK and retaining existing uses. Perhaps the clearest conflict occurs with the Figure 20: Competition for space along current use of much of the river's edge the riverfront will require for parking. According to proposed sharing where space permits. improvements to Delaware Avenue, the remaining ground area between the curb and the bulkhead will occasionally be less than the fifteen foot minimum recommended for RIVERWALK. Fortunately, - ----- these instances are few and the constricted area has a relatively short length making the problem a minor one. 3. Vehicular Crossings of the RIVERWALK. The RIVERWALK is conceived and designed as a pedestrian precinct. For the majority of its length, the river is on one side and Delaware Avenue is on the other. Occasionally, however, the RIVERWALK passes between Delaware Avenue and developable finger piers which jut out into the river. Vehicular crossings of the RIVERWALK will be required, but those crossings should be Figure 21: Frequent vehicular activity of the vehicles crossing the pedestrian can be expected to some piers precinct and not the other way around. crossing the RIVERWALK. The RIVERWALK paving and surface should 25 be continued through the crossing, access directly down into the water in although special detailing and materials the Central Riverfront District. But as will be required to withstand the water quality continues to improve; as additional weight and vehicular public attitudes towards water activity. recreation in the Delaware River changes; and as residential and 4. Pedestrian Crossings of Delaware recreational developments along the Avenue. riverfront are completed and occupied, Only two of the pedestrian connections the need and demand for access directly from inland neighborhoods to the into the water will increase. RIVERWALK avoid at-grade crossing of Delaware Avenue: Market and Chestnut The ability of the RIVERWALK design to Streets. Because the majority of access address each of these issues equally is is across Delaware Avenue, special limited. The public concern for long attention needs to be given to the term quality has helped focus on the design and treatment of these crossings. need to create some strict material Not all vehicular streets which connect specifications and design guidelines Delaware Avenue with the inland street leaving specific construction details network are provided with a signalized and designs to others and the future. intersection. Delaware Avenue itself is The competition for space will require designed for 50 MPH traffic, a speed choice between competitors, a problem where short intervals between traffic that at least does not exist for the signals is unsafe and frustrating to full length of the RIVERWALK. The drivers. Since it is natural that vehicular crossing of the RIVERWALK people will use these traditional should not create unreasonable problems streets from inland neighborhoods to as long as it is the vehicles that are gain access to the RIVERWALK and to the crossing the pedestrian turf. The riverfront activities, whether formal pedestrian crossings of Delaware Avenue pedestrian crossings exist or not, a will require negotiations with the potential safety hazard remains to be Pennsylvania Department of Trans- solved. portation and the Philadelphia Department of Streets before these In addition to the pedestrians crossing issues are resolved. Access to the Delaware Avenue, there now is an antique water is solvable as an additive design trolley in operation in the center of feature; a physical solution that can Delaware Avenue. Its route is from the easily be added to the RIVERWALK when Ben Franklin Bridge on the north to Reed the need and an implementation concept Street on the south. There are no make it possible. . formal pedestrian crossings from the Figure 22: There are no existing formal river or inland streets to the trolley points of access directly in the center of Delaware Avenue. The only reason it is currently functioning down into the water. without severe conflict between vehicles and pedestrians is the fact that the trolley ridership is small and limited to weekends and special occasions when the vehicular traffic volumes on Delaware Avenue are low. 5. Access Down to the Water. There are no formal points of public 26 -it@ A FM mi 'GOR 27 3. The Riverwalk A. Goals and Objectives The three general goals for the RIVERWALK are derived from the Central Riverfront District Plan. These goals and objectives are summarized below: 1. PROVIDE A FACILITY FOR THE PUBLIC TO USE WHICH WILL ALLOW THEM TO ENJOY THE SPECIAL AMENITIES OF THE RIVERFRONT. � Encourage access to and activities at the water's edge. Figure 23: The existing environment is � Create a river edge environment scaled for industrial and which has spaces that encourage vehicular activities. use by people. � Encourage pedestrian access to the pierheads. � Maintain visual corridors from inland observation points to the river. 2. DEVELOP RIVERWALK AS A UNIFYING ELEMENT TO CONNECT ALL DEVELOPMENTS ALONG THE RIVERFRONT. o Provide a unified and continuous tree-lined walkway on Delaware Avenue; encourage improvements to existing pedestrian links and encourage the provision of new links to adjacent neighborhoods. o Develop a "minimum standard" for a continuous walkway, a standard which will provide the "unity" to the walkway and also leave enough flexibility in the design to allow for "creative diversity". o Encourage selected landscaping and signage on the connecting pedestrian linkages. o Provide for safe and convenient crossing of Delaware Avenue. 3. INCORPORATE WITHIN THE DESIGN OF RIVERWALK, OPPORTUNITIES FOR -Mn PERMENANT EXHIBITS OF RIVERFRONT HISTORY. o Provide opportunities for a future 28 "Flow of History" exhibit to be made permanently part of the design. o Encourage the formation of waterfront history interest groups who could research and define exhibits and be advocates and fund raisers for construction of portions of the RIVERWALK. B. Design Principles There are eight principles which serve as the foundation for the RIVERWALK design: 1. Penn's Landing is the FOCUS. 2. Continuity of ROUTE. 3. Creation of PLACES. 4. Recording waterfront HISTORY. 5. The short and long VIEWS. 6. Human based SCALE. 7. High quality MINIMUM STANDARDS. 8. Creating and reinforcing the desired PERCEPTIONS. Figare 24: Penn's Landing is the FOCUS. 1. Penn's Landing is the FOCUS: The Central Riverfront District Plan RIVr-KWALK identifies Penn's Landing as the focus of popular interest in Philadelphia's waterfront. The role of the RIVERWALK is in orienting pedestrian connections Penni, Landing to Penn's landing. As mentioned earlier, pedestrian access to the river's edge and around the boat basin has already been built into Penn's Landing. The RIVERWALK ties into these features of Penn's Landing. 2. Continuity of ROUTE: The existing site conditions along the Figu.re 25: Maintain a continuous ROUTE. river's edge vary greatly: the width of useable area, the condition of Delaware Avenue, vendors at waterside, casual parking, pier headhouse entrances and adjacent vacant property are all local variables. In order for the RIVERWALK to provide a continuous route of pavement and furnishings, the RIVERWALK must displace and replace certain current activities that occupy the only available rights-of-way. The user will _S/ 29 be able to follow a clear continuous path along the river's edge. 3. Creation of PLACES: Along the route of the RIVERWALK there are numerous opportunities to create stopping points and small areas for relaxation and lingering; intermediate points of destination. Areas in front of the pier headhouses are perfect for the creation of "places" but there are other opportunities along the route to enrich the path; small but important places. Variations in landscaping, furnishings, lighting and organization of the RIVERWALK have been designed to Figure 26: Create PLACES along the encourage the normal claiming and use of Route. these places by people while preserving the rights of the owners and renters. 4. Recording Waterfront HISTORY pLaces" This principle represents more Z;f an opportunity for future delineation than LA .1 a description of a feature of the current design. Because of the historical uniqueness of the Central Riverfront District and because of the VIOWS current plans to alter the future course of its role in the City, the RIVERWALK facility has both an opportunity and an obligation to.also function as a continuous outdoor museum. Along the RIVERWALK, and built into the plazas and esplanades, could be historic plagues, sculptural exhibits and markers which provide a permanent record of the Figure 27: Integrate HISTORIC elements people, the organizations, the sites and into the design. events which, throughout the history of the waterfront, have made Philadelphia the great city that it is. 5to rv of This RIVERWALK 11flow.of history" has .5hipvard obvious importance to the ultimate design program of the various elements which comprise the RIVERWALK. The complete RIVERWALK experience should go beyond leisure recreation; it should offer opportunities for learning, cultural enrichment and connecting people, places, events in time. 30 5. The Short and Long VIEWS Two generalized conditions of visual dimension exist along the route of RIVERWALK; the short and the long views. The short view occurs at the pier headhouses where the immediate space is framed by the pier headhouses. Some of these headhouses-have architectural merit and deserve to be highlighted. The landscaping material used in front of these headhouses deserves to be more transparent than does the plant material which lines the rest of the RIVERWALK. The ground plane here also has greater potential for enrichment of paving material and detail to respond to historic, architectural and/or neighborhood influences. Those areas between piers should be designed to take advantage of the long v w: the view of the river, the ie shipping and recreational boating I- activity. The design of the furnishings and landscape material should promote clear long views from the RIVERWALK and Delaware Avenue to the river. 6. Human Based SCALE Even though the water and waterbased activities are what is generating the need for the RIVERWALK, the users are people. Part of the responsibility of the RIVERWALK is to create an environment that is safe, convenient and comfortable. It must have a human scale Figure 28: Typical pedestrian view. to all its features. Those features should be numerous but exclude the unnecessary. Where the riverfront has previously been scaled to the ships, ocean liners and tractor trailers, the new scale must be for the pedestrian. Steps, ramps, benches, planters with seats, overlooks, railings, signage, landscaping, artwork, paving and symbols must be directed toward the pedestrian. 7. Hiqh Quality MINIMUM STANDARDS A minimum cross-section of pavement, landscaping, paving, material selection/ specification and detailing is Figure 29: Typical distant view. recommended. This minimum standard 31 responds to the other principles of Figure 30: Human based scale. maintaining route continuity, contributing to the creation of places, responding to the view conditions, and is based on a human scale. a. pLacee to 5tand 8. Creating and Reinforcing the Desired PERCEPTIONS Three positions of perceptions have been addressed in a manner that is consistent and reinforces the design intentions. Those three positions are: 1) the user, 2) the drivers-by and 3) the distant viewer. The users are expected to be able to look ahead and clearly determine where the walk is leading them by evidence of a clear path which is continuous, paved with a consistent material, shaded by trees and lighted by fixtures in a uniform manner. The drivers-by, as they move rapidly along Delaware Avenue, must be able to b. PLaCe6 VO 51t clearly distinguish the vehicular from the pedestrian environment by the clear definition of edges. The edges should be formed by the vertical pattern of trees and light fixtures, supplemented by curbing, bollards and paving materials. The continuity of the environment should be expressed by the continuous line of street trees, light 0 fixtures and the connecting of places 0 along the route. The distant viewer should see the larger system and environment which will make up the waterfront. The distant viewer should also clearly perceive the envir- onmental unity that the RIVERWALK is to .provide to the riverfront activities. This perception should be reinforced by c.. paved 5urfacee the continuity of relatively uniform landscaping along the entire route. C. The Design Concept 0 Figure 31 illustrates the design concept. The concept incorporates features which are part of both the goals and objectives and the design principles. 32 Figure 31: Design Concept. CIP A 9', @ I, lp L hil -ji rl 33 M., TIM1711 Figure 32: A typical connecting neighborhood street. Figure 33: An overlook and landing adjacent to the proposed marina at Callowhill Street. Figure 34: An overlook and landing at Race Street. 34 a 13 Figure 35: A view of the proposed marina located south of Penn's Landing. N@NWALK Figure 36: A view of the RIVERWALK adjacent to the Penn's Landing marina. a qJ oD m Figure 37: A view of the RIVERWALK and plaza adjacent to a pier. 35 o Neighborhood Connections. o A RIVERWALK Route. o Sidewalks which extend the continuity of the route through active heavy commercial and industrial areas. o Park sites. o Plazas which are part of the RIVERWALK. o Overlooks of the River, and o Landings and River access elements. D. Design Features and Standards There are nine major features to the RIVERWALK plan: each with their own set of design standards. 1. Promenade 2. Esplanade 3. Landscaping 4. Pedestrian Lighting 5. Neighborhood Connections 6. Arcades and Plazas 7. Overlooks and Landings 8. Sidewalks 9. Miscellaneous Furnishings 1. Promenade Figure 38: Cross sectional dimensions of The Promenade is a clear path consisting Promenade. of blue granite bordering bluestone, unit pavers between the clear path and the curb, and regularly spaced trees, decorative lights and other site features as may be desirable. The primary functions of the Promenade are rJ to create a continuous unobstructed path and establish a series of elements which at once suggest the continuity of the path, yet also focus attention upon the short view (often the adjacent architecture). Figure 38 illustrates the cross sectional dimension requirements: 6 r-'cteamcil foot "clear 'Path", 5 foot square tree well, 6 foot minimum clearance from curbline to center of tree well and a variable distance to the bulkhead. +emin.- L-ro'min --j- 2. Esplanade t ree weU daar Path The Esplanade is regarded as an additive I feature as it is added to the Promenade 14 V2.' min. widtn - t 36 where site conditions allow it. The Esplanade only occurs adjacent to the water between pier headhouses. The primary function of the Esplanade is to .create places for things to happen along the Promenade path. The Esplanade .focuses attention upon the distant view of the river. This orientation is reinforced by the use of trees which have a high headed dense canopy of Figure 39: Promenade and Esplanade cross foliage. It provides additional paved sectional relationships. areas and site furnishings, as well as space for new proposals as might be necessitated by specific site and future programmatic circumstances. In both Promenade and Esplanade, the granite border at the edges of the path will continue around the 5 foot by 5 f foot tree well. Granite pavers set in sand are recommended,for installation within the tree well. The single row of trees for Promenade should be planted 30 feet on centers and should be of a light foliage character. For the Esplanade, the character of the trees requires a 4 broad profile and dense canopy. Specific tree types are discussed under item 3, LANDSCAPIVG, which follows. The RIVERWALK right-of-way is typically 14 Z already paved with asphalt or concrete. Promenade Therefore, the RIVERWALK will normally be an overlay on top of this existing b. pavement. Holes will have to be punched through the existing pavement for equipment and fixture footings as well as the tree pits. The construction standards for the paving surface materials are based upon two paving base conditions: Construction of all new 6" concrete paving base where existing paving does not exist or has been disturbed or utilizing the existing street-paving as a base for the RIVERWALK. The dimensional and paving requirements which apply to the Promenade and Esplanade have four parts: _Jewanade_ -promenme a) Waterside edge and bulkhead ca p 37 b) Curb along Delaware Avenue. c) Paving of the "clear path". d) Paving adjacent to "clear path". a) Waterside Edge and Bulkhead Cap. The only consistent existing condition of the tops of the bulkheading structure is the fact that they vary, area to area. All solutions will require custom treatment, but the following is offered for guidance. - Construction of a poured-in-place concrete grade beam with reinforcing steel. This grade beam should provide a straight and positive edge restraint to the paving. The grade beam can be flush with the adjacent bulkhead material or brought up to 18" above finish grade so as to function as a continuous seating wall. See Figures 40 to 42. b) Curb Along Delaware Avenue. This curb should be a conventional City of Philadelphia street poured-in-place concrete curb. It should provide a six inch step up from street to RIVERWALK. Figure 40: Diagrammatic cross section. See Figures 38 to 40. c) Paving of the "Clear Path". The "clear path" of the RIVERWALK shall be six (6) feet wide and paved with a combination of bluestone with blue granite edging. The blue granite edging should also ring the square tree walls. ,See Figures 40 to 43. d) Paving Adjacent to the "Clear Path". bulkhead bLuestone with pavees on sand While the design, detailing and paving bLue granite edging of the "clear path" is rigidly specified, the adjacent paved areas offer broader design possibilities. The standards for the paving of this adjacent are as follows: surface drainage outLet - The use of unit pavers is required, overLaid existing paved surface or their color must contrast with that of provided with concrete base the "clear path" bluestone. (The use edge condition can vary from fLush of poured-in-place concrete or asphalt with pavers or be 18" above 38 \A, &.@d- Moestnep LKjrt poe Uo-L tenth enet'N p-rit 0, d.,d-1 tree tm Donit, Myers In rr.@ MU muestone, mmIng r -n- jonts bk- W- X .1n. -f-ed .-te M5e reL.9 r@q-@ JI Wlkl..4 .1b "-If- Q-te Lreer gronita MmN Mnd exmtr4 -b DICLAWARE 'IVr tt@m tT -eton. -rg, lh'- 2' .,n. .tt,nG beO T ttt ,the. Figure 41: Paving overlaying existing base. @,p@ -h to comnete footngs ne. -LIng os@en` jonts MW f.E'r1c L-ster. --N- wt QraniV mt Uuest@ g,.n,,. D r L N W A K r A V n ai Ri ete Mse," 11 wF-,, nDncted sub-base cru ed stone buLkh,eO Figure 42: Paving with new base. 39 is not acceptable. tret pit with bWe granite edging If wide Paving patterns and images are left $ranite Loobel s&t n pit open to future designers who may wish to select patterns which symbolize the fluidity of water, reflects an 5wastone historic theme as part of an exhibit WxO" area, incorporates geometrical patterns produced solely by the 6ranite geometry of the pavers selected, or an edging Q arbitrary nautical or maritime design 12:'widt both theme. See Figures 40 to 43. sides 3. Landscaping Trees will provide the major vertical continuity for the RIVERWALK. As this element is perceived distinctly by the tye ambling pedestrian, highway-speed /bmck traffic of Delaware Avenue and the uni Vers viewer looking at the RIVERWALK from a distance, all three points of view must eAJVb be jointly considered. Therefore, trees must have appeal both individually and as a group. Pequired Figure 43: Plan showing paving In addition to the normal concerns of requirements. selecting species for urban use, the RIVERWALK trees must occupy a narrow strip of often man-made land between a busy highway and a broad water body, and be exceptionally durable, particularly with regard to salt tolerance from road de-icing, pest resistance and hardiness. Additionally, excellent growth rate and foliage condition throughout the growing OWN season are important. Rather than select a single species or tree, which by erecting a monoculture exacerbates and intensifies any weaknesses of the plant material, a number of different species should be 4 planted. Three prototypical design variations exist requiring distinct tree selection. They are: a. Promenade in Front of Headhouses. A single row of trees is required, planted 30 feet on center or less, and no closer to the curb than six feet to allow for natural branching to develop. These trees should be Figure 44: Desired characteristics of full formed but of a light foliage trees. 40 character, in order to allow the close views through the tree canopy. Recommended species are Japanese Scholar Tree (Sophora japonica) and Thornless Honey Locust (Gleditsia 0013 triacanthos inermis). b. Narrow Promenade. As above, but in Orl areas of restricted width, columnar trees should be used: A tree such as the following: Sentry Ginkgo 0 Q13 11Q (Ginkgo biloba fastigiata). 13 E3130 c. Promenade With Esplanade. In areas adjacent to water or where the width allows, two rows of trees with dense foliage are recommended to provide a full canopy and frame the long views under the canopy. Recommended trees deciduoua tree bLue granite edging for these areas are English Oak With iron coMar aranita pavers (Quercus robur) and Chinese Elm (Ulmus parvifolia). Trees in the Figure 45: Paving of tree well. rows should be planted not more than thirty feet on center, with eleven feet between rows. 0 Installed tree size should be large enough to avoid prolonged shock. A Ogg 00-0 minimum caliper size of 5 to 5 1/2 0 inches is recommended. In the tree pits for all trees, a surface of unit pavers 0 should be set in a sand base, allowing for the penetration of water for irrigation, but detering soil compaction adjacent to the roots. In summary, trees have been selected which will allow the observer to focus on both the long and short view attributes of the riverfront area, which will survive and flourish under the harsh conditions which can be anticipated, and which will provide aesthetics ranging from the continuity of an allee at the large scale to sustaining interest in the details at the pedestrian scale. A. 5. 4. Lighting Three types of light fixtures have been M Figure 46: Required and typical light suggested for use on the RIVERWALK: fixtures and standards. 41 Type A: Welsbach "Boulevard" light with 101-6" "Broadway" post. Type B: Lightolier "Cluster Globes" Type C: Sterner "Nicollet" Type A: Lights are for general illumination along the Promenade and Esplanade. Minimum light levels should be .5 footcandles. Their spacing will normally be 60 feet on center. branite, adiling ro" wide Type B & C lights are contemporary and Bwestoft 24' wide ornamental and may be used in lieu of curo sidewatk. Type A in the plaza areas. Lighting (brick or concrete) levels and reguirements will vary and should be resolved on a case by case basis. Lighting from other sources such as bollards, up-lights, spots or floods are generally acceptable as long as they supplement rather than replace the Type A light fixture . 5. Neighborhood Connectors In order to connect the RIVERWALK with the existing urban fabric of Figure 47: Neighborhood Connector Philadelphia, it is desirable to improve Fe ature Strip. access from the RIVERWALK west as far as Front Street for connections south of Ben Franklin Bridge. For those connec- tions north of Ben Franklin Bridge, improvements should be extended to Second Street. These connectors should contain the following elements: a. A feature strip of the same bluestone and blue granite as in the RIVERWALK, but half the width. Therefore, the bluestone would be two feet in width while the blue @J granite edge, would be six inches wide. This pattern should be built into the existing sidewalks. b. Signage, prominantly located to signal the direction and accessible passage to the RIVERWALK. This can be incorporated onto bollards, adapted nautical elements such as ship ventilators and/or informative display units. Figure 48: View along typical Neighborhood Connector. 42 c. Lighting. If necessary, additional lighting along the connector should be identical to that used on Figure 49: Arcade and Plaza RIVERWALK Promenade and Esplanade. relationships. d. Use of Banners and Flags. Banners and flags should be used to help indicate access to the RIVERWALK. At the 1-95 overpasses, the use of colorful banners, murals and additional lighting is particularly appropriate. 6. Arcade and Plaza It may be advantageous, in locations where the existing or proposed building line is adjacent to a narrow portion of right-of-way, to extend the space available to RIVERWALK into the building by locating an arcade on the ground level. This treatment is attractive given the need for pedestrian shelter along the RIVERWALK. As in many locations, the ground level is within ol the U.S. Army Corps of Engineer's estimated 100 year floodplain and the use of a portion of ground floor space for an arcade is compatible with such conditions. arc,ade pLaza A plaza will provide additional space on which to concentrate amenities for pedestrians who will frequent the RIVERWALK. This plan identifies prime locations for plazas, locations Figure 50: Overlooks and landings. sensitive to accessibility via neighborhood access corridors and to locations with favorable views, and appropriate adjacent uses. It is anticipated that these plazas will be public, surrounded by strong architectural/urban elements, and provide opportunities for commercial activities at the adjacent ground level. 7. Overlooks and Landings. Philadelphia's waterfront offers out- standing'opportunities for visual overlooks, and physical access to the water at new landings. The design of ----------- -- landings are complicated by the fact that the Delaware River water height fluctuates both seasonally in terms of 43 amount of water flowing to the sea, and daily in terms of the effects of tides. Nevertheless, landings and overlooks are not only feasible along the RIVERWALK, but would inevitably become a focal feature attracting much of the public to the RIVERWALK. Even with the twice daily fluctuation of over six feet between high and low tide, it is possible to create structures which would provide the public with constant access to the river water level. Both physical access to the river, with its associated uses such as water taxis, excursion boats, fishing, swimming, etc., and visual access, allowing the public to become involved with the dramatic daily activity of the river, are integral and significant elements of the RIVERWALK plan. Each overlook and landing is regarded as a custom design problem and as an "add-on" to the RIVERWALK. It is expected that the overlook and landing will be constructed in or overhanging the water. Each design should provide railings, steps and landings that lead into the water. The steps and landings Figure 51: Raise the RIVERWALK up to should be designed to drain water as the floor level of adjacent water level changes according to piers. seasonal and tidal conditions. 8. Sidewalk The sidewalk will vary in width from six to twelve feet or more, depending upon the anticipated quantity of pedestrian traffic or the existing right-of-way. The sidewalk is recommended as an interim solution in areas experiencing a use modification from predominantly industrial to residential and commercial. As these areas are redeveloped, the continuation of the RIVERWALK standard Promenade paving J, should replace the sidewalk paving. Alternative walk alignments should be Az@ considered at that time to align the RIVERWALK as closely as possible to the river. Although sidewalks will be typically paved with concrete, unit continuous KlVfff\W,4Lr\ Path. 44 pavers provide an optional alternative more compatible with other portions of the RIVERWALK. The use of the sidewalk is anticipated in two areas: - The area north of Spring Garden Street and south of Washington Avenue currently includes a number of industrial parcels that may eventually shift to residential, commercial, or mixed use within the next twenty year .Figure 52: Typical Bench. period. Sidewalks in these areas are viewed as an interim solution only. 9. Miscellaneous Furnishings a. Benches. Provide one linear foot of bench for every 3,000 square feet of RIVERWALK. Steps, seats in amphitheatres and seating in open air cafes shall be additional and shall not be substituted for the above ratio. Benches shall be as manufactured by the Bench Manufacturing Company, P.O. Box 66, Essex Street Station, Boston, MA 02112, with RIVERWALK lettered on the side. Figure 53: Typical Litter Receptacle b. Litter Receptacles. Trash recep- tacles are to be provided as necessary, but not less than one for every five benches. Trash recept- acles shall be as manufactured by the Bench Manufacturing Company, P.O. Box 66, Essex Street Station, Boston, MA. c. Bollards. The use of bollards is recommended where necessary to control the conflicts between vehicular (emergency access or other) and pedestrian circulation. They should be placed closely enough Figure 54: Typical Ribbon Rack for together to avoid the need for Bicycle storage. chains. They should be a minimum of 12" in diameter, 28" high and formed from metal or stone. (No wood or poured-in-place concrete.) The top should be suitable for sitting on and their location integrated into the pavingo Separate foundations IrMUL 45 with expansion joints at the base should be provided. d. Bicycle Storage. Provide "The Ribbon Rack" manufactured by Brandir Enterprises, Inc., 200 Park Avenue, Suite, 303 E, New York, NY 10017. e. Signage and Graphics. The standards for signage and graphics shall * conform to the "Design Guidelines for Symbols and Symbol-Signs"; The Prototype No. 1 design for Pier 30S Chapter Six of Sign ge: Graphic - 3 illustrates-the design solution Communication in the Built World by for a condition where only 30 feet of Charles B. McLendon and Nick right-of-way exists between the third Blackistone. moving lane on Delaware Avenue and the bulkhead line. In this design no E. Prototypical Designs vehicular service lane is provided and the full 30 feet is utilized for the Prototypical designs havebeen prepared RIVERWALK. Small plazas are shown in for three areas of the RIVERWALK: front of both Piers 30S and 34S. Sections of the RIVERWALK which face the Prototype No. 1 - Pier 30S to 34S River are composed of Promenade and Prototype No. 2 - Piers 3N to EIN Esplanade. Figure 55 Prototype No. 1 Prototype No. 3 - Pier 19N Piers 30 South to 34 South. These three areas illustrate a number of the design features which have been Figure 55: Prototype No. 1 Piers 30 discussed. South to 34 South. ------- ----------- Delaware A@erwe 1 11 11141111,.@1111 ILI]I U@LLLLU- ........... PIER NO. 34 S PIER NO. 30 S. 46 The Prototype No. 2 design for Piers 3N - 5N illustrates the design solution for a condition where the available right- of-way varies from 22 to 50 feet in width. In this design there is a mix of Promenade without and Promenade with service lanes., Piers 3N and 5N have existing first floors which are approximately three to four feet above street level and the design assumes that the Promenade portions of the RIVERWALK are raised to within one foot of the floor levels of the Piers. Transition Figure 56: Prototype No. 2 Piers 3 North from the higher to lower grade level to 5 North. would occur between the tree wells. ------ ------------------- ---- ----------- C=D Aveme EM EM D11aw LIM PIER NO. 3 N. PIER NO. 5 N. 47 The Prototype No. 3 design for Pier 19N illustrates a condition where the right- of-way dimensions vary from 20 to 43 feet. The design illustrates Esplanade, Promenade, a plaza in front of Pier 19N, a neighborhood connection at Callowhill Figure 57: Prototype No. 3 Pier 19 Street, and a landing and overlook at the foot of Callowhill Street. North. L= M3 era IZ [ZD DelswwG PER NO. 19 N. ......... . 48 1A 49 4. Design Guidelines and In the northern segments of the RIVERWALK route where the route passes Standards through or along active industrial and/or heavy commercial/utility land uses, a conventional twelve (12) foot wide sidewalk improvement is recommended A. Introduction as an interim solution to the need for route continuity. In the future, as The design guidelines and the design land uses change in this area we options have been studied on a recommend further study of the RIVERWALK block-by-block basis along the RIVERWALK alignment to achieve an upgrading to at route and are indicated in Table 2. least the minimum standard of the Promenade section and a route location The recommended RIVERWALK design, with which provides for frequent access to explanatory text and segment-by-segment the river. plans follows Figure 58 and Table 2. There are a maximum of eight design B. The Guidelines by Segment items which are utilized in our segment- by-segment recommendations. Not all As indicated in Chapter Two, the route segments have all items. The design for the RIVERWALK has been broken into items are as follows: nine segments. The first segment begins at the south end of the route (Reed 1. Neighborhood linkages. Street) and the ninth segment ends at 2. Interim Sidewalk (in industrial the north end of the route (Penn Treaty areas). Park). Table 2 indicates the 3. Promenade (the minimum solution). block-by-block conditions of the 4. Promenade plus Esplanade. potential RIVERWALK route. Also 5. Promenade plus Service Road. indicated are a series of design options 6. Plaza. which were explored for each block and 7. Arcade. each segment. Each of the design 8. Overlooks (and access to the river). options represents a combination of Promenade with additional features, each of which increases the right-of-way required for its accommodation. The improvement options are explained below: Option A: Promenade (Minimum standard), 141-6" wide. Option Bt Promenade + Minimum Esplanade, 251-011 wide. Option C: Promenade with service road, min. 33'-0" wide. Option D: Promenade + minimum Esplanade with service road, min. 431-0" wide. so -UL-L-jL NU., UO CDL-@ I' f JIL JI 0 Ilmn ALIUMILLU A-:P- A$PWftU3&38.;ft-W 2 N P-e. A." PW SOW"OM 2. ..... 8@ P@; epwb (?) @ 0- . FW a&. M M. 306 34, S& ft Ndh.-. L Om - oft- id Pl. W A 40 H.&@; k..b A At D.14- A- R.O" w plm." a*. opftw: A P@ 0* Add OdPwbb Fk@d o V*&Ww do dre d W" t. "a*. vr 51- Figure 58: Recommendations and options. Legend- L 0. tovdxxm LWW ftl Sldw&vk WOM Aram Pla NN FM PronwdK* + EspbrdWe Pfurawide + Smice Road plaza Arcaft TT 7 Oveloolm E - EAmOV) L E uu, E: -A DEI Eftcw Z-J/ 3 3 C J_E] jig P-,. Lr@. 1 2 Sewwnt it L J@ M A- P@ + S-b. AW 3; @ +EW@ Opbom: At Pl- PM-w& + E.,&,.& P@@ a S-@ Rd 03 mD@A-P@+Eap@@O M P-K Opftm: Seg"wd 8: A (D ..... At D@W@ Am: Obvmik (P40ft Mh 0 ft sob.* Saw At DW@ Am: Pn,,dnw* C* @--0 w " - Op&=: A M D@ An.: P-m-ft @ of Mdow.0 At PW % (R..W.Md) @ &.brft (D ..... C PA*kft 2 ft Mh Sod" MW FbM) Ol Lb" OPdCM: apdow A I I P..&- Mk 5 IL eg.*) 52 Table 2: Design Alternative Analysis Riverwalk, Central Delaware Riverfront, Philadelphia, PA. I .. tion F.I.tinq Service Rd. Total (Feet) option Option Option Option Sid -lk Street to Street Sidev&lk (post) prop. or ft. Potential A a C D (I.:t) Bmth to North) R.O.W. R.O.W. R.O.W. Min (141-6") Min (25--0*) Pin (411-6-) Mi. (52--Ol) Min (121-0.) 1. Reed-w-hington Is 0 Is 1p....) (+G) W_O"I (poa..) 2a. Iftsh.-Chri.ti.. varles (100-32-130) 0 32-130 (pose.) (pose.) (+6) (91-6") (pose.) 2b. Chris.-Quesu% va,I.. 1140-40-30) 0 30-140 (Poss.) (Ross. 1 (+6) (pose.) U. Q-en-pI*r 30 30 0 30 (pose.) (Pa...) (.6) ip....) 3b. Pier 30-South 0 28 28 (pose.) (pose.) (+6) (pose.) 4. South-losbard 28 0 28 (Pa...) (pose.) (+61 (131-6") (Pose.) Optima A and S are lo.h.rd-Spruoe 10 0 10 4") W-6.) (.6) (15-0.) (+6) 42--0-) possible if 30 feet SprUce-Dock 10-18 0 10-16 (+6) W-61) (+6) (15--0*)- (Ross.) Utility E.--.t is Dock-Walmut 10-25 0 18-25 lposs.) (.6) ( 7--01)- (Ross.) required. Walsot-Chastnut 12 0 12 (+6) (2--fi") (+6) 03-01) (pos..) Che.tnut-Market 8-6 0 0-6 (+6) (8-6") (+6) W-O-) Market-Pl- 3W 2G+ 0 20. (poss.) (+6) (15--0') (Russ.) Pier 3N-Pler SY 4 18-46 22-50 (pose.) (.6) (31-0') (.6) (19--6')- Pier SP-Pl.r IIP 4 44 48 (p....) (P-) (pose.) (.6) W-O-) 6. Pier IIN-Pier 129 13-9 30 43-39 (p....) (pou..) (+6) (2'-6')- (-6) (13'-0")- Pier 120-Vi- 9-4 30-25 39-29 Ip-) (poe..) (+6) (12--6")- Vine-Callowhill 6 24-25 30-40 (pose.) (pose.) (.6) 01'-6-)-(+6) (221-0")- 7. C.11ebill-Pi.r 27D 8 12-23 20-35 (pose.) (+6) W-01). .8. Pier 27V-ftirsquot 1" 0 6-18 (.6) (81-6") (+G) (19--0') (+6) (6--0") 9.. 20 0 20 (p....) (+6) (51-0') laurel-Shackawaxon 13 2S 38 (pose.) (pose.) (+6) W-61) Shackawason-Parlbormnh 12 18 30 (pos..) (pose.) (+G) 01--G-) ftrlb.r-9h-CqlV.bi. 10 0 10 (4,6) (4'-6') (.6) (15'-0') (+6) (21-0.) 9b. Penn Street 10 0 10 (.6) W-6") (+6) (151-0") (.6) (2--0-) KEY, Ortions. (Ross.) Possible Sidewalk (Min. 12 feet) (+6) (6--0-)- Require Setback of 6'-0' A. Provenade (Mi.. 14--6" fast) F. Prosenedo and replanade (Min. 25 feet) -Varied Setback Requirese,t C. Prosenade and Service Road (41--fo fast) D. Prowenade and Esplanade and Service Road (521-0-) 53 SEGMENT 1: Reed Street to Washington Avenue Two types of improvements are recommended: 1. A sidewalk along Delaware Avenue. Segment 1 2. Two neighborhood links: Reed Street and Washington Avenue. There is an option of constructing a full Promenade along Delaware Avenue. Note: The Central Riverfront District Plan, as adopted by the Philadelphia City Planning Commission, recommended long term development of this area for mixed commercial and residential uses. Because of the controversial nature of this recommendation, the Planning Commission agreed to a one year EIFIL postponement of further mixed use redevelopment planning for this waterfront site. The Planning Commission further agreed to support, in the near term, the City Council resolution calling for the industrial and port related reuse of this site. As a result, improvements to pedestrian access to and along the waterfront are 2j limited to a sidewalk on Delaware Avenue .and neighborhood links at Reed Street and Washington Avenue. Should this site be developed for residential and commercial uses, in the long term, the standards for RIVERWALK should be extended south to Reed Street along Delaware Avenue. At that time additional pedestrian access should be provided to the water's edge and a mid-block neighborhood connection added (parallel to Reed and Washington but crossing Delaware Avenue at the mid-block between Reed and Washington). 53S 48S )@5u 57S 54 6 SEGMENT 2: Washington Avenue to North Side of Pier 38S C Six types of improvements are recommended: 1. A promenade in front of Pier 38S. 2. A promenade plus esplanade along Delaware Avenue. 3. A waterfront plaza. 2. 4. An arcade along the streetside 3 headhouses of Piers 38S and 40S. 4 .5. An overlook and access to the River. 6. Two neighborhood connections: 5 Christian and Queen Streets. Between Pier 40S and Washington Avenue \1 @01 @91 there is an option to reduce the RIVERWALK to a promenade section only, adding a service road and drop off where the R.O.W. is sufficient. SEGMENT 3: North Side of Pier 38S to Penn's Landing Four types of improvements are Segment 2 recommended: 1. A promenade in front of Piers 30S, 34S, 35S and 36S. L-i L_j [JI I [__j 2. Promenade plus esplanade between piers. 3. An arcade included within the piers 30S, 34S, 35S and 36S. 4. A neighborhood connection at South Street (bridge connection from Front Street to the Penn's Landing residential pier). Delaware. Ave. There is an option to reduce improvements along Delaware Avenue to only the promenade. 2 4 2 2 3 SEGMENT 4: Penn's Landing Three types of-improvements are 36S recommended: 30, 1. Promenade along Delaware Avenue with 34S connections into the existing Penn's Landing pedestrian areas. 2. An esplanade along the south side of the residential pier connecting into the existing Penn's Landing Segment 3 Pedestrian areas. ridge "I") (D L-j L--j LJL-- ' SOuth CL LJ L L__j C.) C@] spruce Foci 002 E@Z Sr idge C4 Che2 I L---J Market 56 3. Five connections with the adjacent neighborhood (Spruce, Dock, Chestnut and Market Street plus a new pedestrian bridge extending pedestrian access from Front and Walnut Street) SEGMENT 5: North of Penn's Landing to Pier 11 North - Two types of improvements are recommended: 2 1. A promenade plus service road along a portion of Delaware Avenue. 2. Promenade plus esplanade between Penn's Landing and Pier 3N. 3N There are two improvement options. 5N 9N 11N A) In lieu of item #1 use only a wider promenade. or B) In lieu of item #1 or option A, use a promenade plus esplanade. SEGMENT 6: Pier 11 North to Callowhill Segment 5 Street There are six improvements recommended: 1. A promenade at Pier 19N. 2. A promenade plus esplanade along Delaware Avenue. @3. An esplanade along reconstructed 6 Pier 12N. 4. An overlook and access to the River under the Franklin Bridge. 5. An arcade at Pier 19N headhouse. 6. A connection to the adjacent neighborhood at Race Street. There is an option along Delaware Avenue to provide only a wider promenade in 4 2 lieu of promenade plus esplanade. SEGMENT 7: Callowhill Street to the 3 Southside of Pier 27N Five types of improvements are recommended: 1. Promenade at Piers 24N and 25N. 2. Promenade plus esplanade between the Piers. 3. An overlook and access to the River Segment 6 at foot of Callowhill Street. 57 4. An arcade at Piers 24N and 25N headhouses. 5. A neighborhood connection between the RIVERWALK and the adjacent neighborhood on Callowbill Street. =5 This is an option to provide only a promenade along Delaware Avenue in lieu of item #2. SEGMENT 8: Pier 27N to Fairmount Street Two improvements are recommended: 1. A sidewalk along Delaware Avenue (an )6' 4 interim solution until land use 3 2 -4 changes occur adjacent to the 2 route). 2. A neighborhood connection along 19N Spring Garden Street. 25N There is an option along Delaware Avenue to institute a Promenade for the interim sidewalk. Segment 7 L---J 1 '21 Segment 8 58 35N 35 112N 31 34N 36N L 39N N1 40N 42143N Segment 9 59 SEGMENT 9: Fairmount Street to Penn Treaty Park It is recommended that new sidewalks be constructed along both Penn Street and Delaware Avenue to connect to Penn Treaty Park. The sidewalk is an interim solution until land use changes occur adjacent to the route. An option, in lieu of the interim sidewalk, is the construction of a full Promenade along Delaware Avenue. CREDITS DACP Associates Philip E. Franks Principal-in-Charge Scott W. Killinger Consulting Principal William F. Menke Landscape Architect Massoud Mohadjeri Urban Designer Lucrecia Laudi Graphics Naresh Kapadia Report Production Victoria Gagliardi Typist Joanna Marandola Typist The Philadelphia City Planning Commission G. Craig Schelter, Executive Director David A. Baldinger, Chief Community Planning Hadley S. King III, Center City Planner Photographs The Philadelphia City Planning Commission: � Cover photograph � Photograph on page opposite Table of Contents � Photographs on pages 4 and 48 DACP Associates: o Figures 7, 14, 18a-d, 20, 21 and 23 o Page 26 Illustrations o Figure 29, from Center City Philadelphia by the Philadelphia City Planning Commission, 1963, p.39. o All other illustrations by DACP Associates unless noted otherwise on the illustration. This project was financed in part through a Coastal Zone Management Grant from the Pennsylvania Department of Environmental Resources with funds provided by the National Oceanic and Atmospheric Administration. mwelphfa RIVERWALK 113 6668 JA108 8304