In addition to the major corridors that were discussed earlier in this section of the Plan, West Philadelphia contains many points of entry and several prominent hubs which establish either a positive or negative image for the larger area. Seven of these locations have been studied as Gateways and Image-Making Locations.
The brochure of the Schuylkill River Development Council quotes the following newspaper headline: "The Other Waterfront -- Imagine the Schuylkill as Philly's Seine; it's not as farfetched as you think." The 1992 Inquirer editorial focuses more on Schuylkill River Park (in Center City) than on the bridges themselves, but the headline accurately reflects the Planning Commission's vision for the Schuylkill River bridges. A cluster of Schuylkill River bridges can be enhanced to create drama along the river.
Originally connected by ferries in the early 1700's, both banks of the Schuylkill have been connected by permanent bridges at Spring Garden Street (originally "Upper Ferry"), Market Street (Middle Ferry) and at Gray's Ferry Avenue (Lower Ferry), for over 200 years. The Market Street bridge is adorned with sculpture, and the bridge at University Avenue is a particularly beautiful example of the late architectural/engineering work of Philadelphia's Paul Cret.
A lighting plan should be designed for the Schuylkill River bridges. This is an opportunity for aesthetic enrichment through the application of lighting beyond the functional. Well-designed accent lighting would mark these gateways in a celebratory manner.
Pedestrian improvements are also recommended along the bridges. Refer to "Schuylkill West Bank" for a more complete discussion of recommendations for the bridges.
When a major pathway crosses the edge of a district, a gateway is created. All too often these gateways are not recognized as significant places because their welcoming role is diminished by the shabby conditions surrounding them. Baltimore Avenue's bridge over Cobbs Creek (built in 1921) is a good example of this. On the bridge, half of the outbound traffic lane is used for storage for a tire shop located on the Delaware County side of the creek. For signage there is a broken and graffiti covered Welcome-to-Philadelphia sign on one side of the street and an advertisement for a roofer on the other side. An antique iron welcome sign stands broken and rusted behind some foliage as a testament to more prosperous times. Signs directing traffic to the Walt Whitman and Ben Franklin Bridges are turned around so that no motorists can see them.
Further east on Baltimore Avenue, at 60th and 57th Streets, are two small parks on the north side of the street. The parks do not appear to be well used. Neither of these parks has an identifying sign -- an important feature of a healthy neighborhood park. Many benches are in need of repair.
Another urban design feature of this Baltimore Avenue gateway area is the Angora train station, located on 58th Street just south of the Avenue. This station has low usage, perhaps due to its inconspicuousness and lack of security. The SEPTA sign points only to the inbound platform, which would naturally have a low ridership due to the availability of the more frequent and lower priced trolley service on Baltimore Avenue. The station's greatest potential is for reverse commuting from city to suburb, but there is no sign for the outbound platform, and that platform has no amenities or evidence of caring.
This entire gateway experience lacks a "pride of place." This is unfortunate because the immediate area has great significance for many West Philadelphians. It contains various pieces of parkland, the Turner Middle School, a shopping center and a public library. A sense of pride could be restored with better maintenance of the public realm, enforcement of public ordinances dealing with zoning and litter, and a broad public/private effort that includes suburban neighbors and officials. The design competition for Baltimore Avenue that is planned by a local community group will be an important first step in this regard.
The gateway at 63rd and Market Streets, where Market Street crosses Cobbs Creek, features a beautiful cast iron sign, vintage 1909, marking the "West City Line: 4.5 miles to City Hall." This sign is on the wrong side of the street for incoming motorists and should be moved to the inbound side of Market Street. The parapet of the bridge over the creek is so plain as to be barely noticeable. Lighting the parapet would add distinction. The modern Welcome-To-Philadelphia sign is, like many others, covered with graffiti.
The tastefully renovated 63rd Street El station helps to create a more positive image for the gateway. One peculiarity of this station is the way a set of stairs to the inbound side leads up from a traffic island, in the midst of heavy traffic. This unsafe situation needs to be addressed by removing the stairs or changing the layout of the roadways.
These two paths meet at the main entrance to the Philadelphia Zoo, a major landmark in West Philadelphia. The expressway interchange and the two Schuylkill River bridges are prominent features here, and the railroad bridge affords spectacular views for those who are travelling on AMTRAK, SEPTA and New Jersey Transit trains. Public actions have great potential for improving the urban design aspects of this gateway, because so much of what is needed is in the public realm and because the Zoo itself is a thriving institution and important destination.
The area would gain an enhanced image if 34th Street were renamed Frank Furness Boulevard in recognition of the famous 19th century architect who was responsible for so many of the Zoo's early buildings. Some selective pruning to the trees on the east side of 34th Street, with clearing of the undergrowth, would provide really handsome views of the Schuylkill River and Center City. The sidewalks on 34th Street, Girard Avenue, Lansdowne Drive and Sweetbriar Cutoff should be improved for the benefit of visitors to the Zoo and also for residents of West Philadelphia who are on their way to and from West River Drive. These types of pedestrian enhancements were recently proposed in an application for federal Transportation Enhancement funds that was submitted by the City under the Intermodal Surface Transportation Efficiency Act (ISTEA); the proposal is entitled, "Zoo Streetscape."
A study for the Zoo has found that another enhancement for the 34th &Girard gateway, a new railroad station, is feasible. The station would be located on Girard Avenue, immediately to the west of the Zoo. It would serve passengers on the Chestnut Hill West and Trenton Lines directly and, by a transfer at Thirtieth Street, passengers on the rest of the system as well. It would alleviate weekend traffic congestion at the Zoo, while on weekdays it could serve commuters living nearby.
The Girard Avenue Bridge over the Schuylkill River should be improved as a gateway path with restoration of the ornamental iron railings of the remaining section of the original bridge; and by removing the chain link fence now obscuring these railings.
The charming and much slighted Letitia Street House should be reconnected visually to the fabric of the gateway area by removing unnecessary parking signs from its driveway and clearing underbrush from the hillside that slopes toward Girard Avenue.
The Elevated train structure that spans Market Street between 45th and 63rd creates a widely held image of West Philadelphia. Recommendations for improving the El structure appear in the "Corridors" section of this Plan. For an example of how a redesign of the structure could be handled, we need only to look at that section of the "elevated" that runs through Frankford. In the late 1970's and early 80's, The Philadelphia Commercial Development Corporation sponsored a joint public private effort that included SEPTA and business interests in the area. Together they developed a plan of action that included physical improvements such as painting the "El" structure, creating distinctive signage, adding new lighting, replacing curbs and sidewalks and street repaving. This successful approach should be used for the area "under the El" in West Philadelphia.
The metal structure of the Market-Frankford El could be made into a much more positive part fo the visual landscape.
The area that surrounds this intersection has great potential. The short section of 52nd Street between Lancaster Avenue and Jefferson Street has traffic volumes that are among the highest in West Philadelphia. Fifty-second and Lancaster is where the Route 10 trolley turns off Lancaster Avenue onto Lansdowne Avenue. The route 52 bus also goes through the intersection. Both of these routes are among the most frequently and heavily used in the City. As part of a new City and SEPTA initiative called Transit First, plans are being made for improvements along both Route 10 and Route 52. At 52nd and Lancaster, the plans call for widening of the sidewalk for the entire block on the inbound side of Lansdowne Avenue. The plans also call for the consolidation of transit stops near this intersection, and for more efficient transit service and traffic flow. The Transit First program does not make any recommendations for the outbound Route 10 stop at 52nd Street.
Immediately north of Lancaster Avenue, there once were active rail yards to the east and west of the 52nd Street, connected by an extra wide bridge. Adjoining that bridge was a multi-level passenger station, also on a structure above the street. Now that the railyards have been eliminated and the station closed, there is an opportunity to demolish the train station structure and replace the existing bridge with a narrower, single level bridge. This will remove the blighted train station and reduce the tunnel effect beneath the bridge.
The 52nd and Lancaster intersection is truly an image-making location for West Philadelphia. It is a hub for vehicular traffic and public transit, but the properties that adjoin the intersection are generally underutilized and unattractive. Redevelopment with modern commercial establishments is recommended at this intersection. The immediate area is badly in need of change because it relates to many important features in West Philadelphia: the 52nd and Girard commercial area, the Parkside Enterprise Zone, four adjacent neighborhoods and the Mann Music Center.
This busy intersection is an image-making location in West Philadelphia. The location has considerable historical significance. Lancaster Avenue was one of the region's earliest highways, and the adjacent Overbrook Farms neighborhood is a National Register Historic District.
For people who are entering West Philadelphia from Lower Merion, the short passage through Overbrook Farms is a wonderful gateway experience, but when the inbound traveller reaches 63rd & Lancaster, the surroundings suddenly change for the worse. The commercial area at this intersection, occupying potentially attractive older buildings, exhibits early signs of deterioration. City agencies should work with community groups who are concerned about improving the condition of this commercial area. Specific concerns pertain to outdoor advertising signs, the granting of zoning variances, zoning enforcement, the condition of streets and sidewalks, and security. This commercial area should be comapitble with its historic surroundings.
The Lancaster Avenue corridor to the east of 63rd Street provides needed services but suffers from poor aesthetics. It contains a poorly organized mixture of buildings and lots, and is generally unattractive. The Planning Commission agrees with community leaders in the Overbrook area that the corridor's appearance should be improved. Reference is made to the "Corridors in Decline" discussion, where a design study is recommended.
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