Lower South District Plan

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LOWER
SOUTH
>
DISTRICT PLAN
PHILADELPHIA
2 35
>The Philadelphia Home Rule Charter requires the Philadelphia City Planning
Commission to adopt and maintain a comprehensive plan. Philadelphia2035 is
our two-phase comprehensive plan. The Citywide Vision portion was adopted
by the PCPC in June 2011. Over the next several years, the PCPC will complete
18 strategic district plans, taking many of the broad-brush objectives of the
Citywide Vision and applying them at the local level.
>Philadelphia2035 is part of an integrated planning and zoning process that
includes zoning reform and the Citizens Planning Institute. A new zoning code
was signed into law in December 2011. The new code is user-friendly and
consistent with todays uses and development trends. The Citizens Planning
Institute offers classes in planning, zoning, and government.
>The PCPC also prepares the Capital Program, a six-year funding plan for
public facilities and infrastructure such as transit lines, highways, parks,
playgrounds, libraries, health centers, and other municipal facilities. Specic
recommendations for these facilities are included in the district plans.
The future begins with Philadelphia2035. It builds on our
citys recent achievements and long-established assets to guide physical
development for the next 25 years and beyond.
Philadelphia2035 is our blueprint for a 21st-century city that
thrives with new growth and opportunities, connects to the region and the
world, and renews its valued resources for future generations.
Phase 1:
Citywide Vision
Phase 2:
District Plans
> Informs district plans > Informs zoning map revisions
PHILADELPHIA
2 35
www.phila2035.org
>
CITYWIDE VISION
>
DISTRICT PLANS
+40,000
jobs
in 2035
The Citywide Vision lays out broad, far-reaching goals for the future under the
themes of THRIVE, CONNECT, and RENEW.
These themes and their related goals are described through specic objectives
across the nine planning elements of neighborhoods, economic development,
land management, transportation, utilities, open space, environmental
resources, historic preservation, and the public realm.
The Citywide Vision builds on our strengths of a strong metropolitan center,
diverse neighborhoods, and industrial legacy areas by recommending goals
that contribute to a stronger economy, a healthier population, and a smaller
environmental footprint.
The Citywide Vision also includes an ambitious forecast for population and
employment in 2035 of an additional 100,000 people and 40,000 jobs.
A framework for implementation across City departments will advance the
goals of the Citywide Vision and is underway concurrent with the development
of the district plans.
There are three major products of the district plans: land use plans, planning
focus areas, and Capital Program recommendations.
The 18 district plans are focused on a shorter time frame than the 25-
year Citywide Vision. While the majority of the land use and development
recommendations are meant to be accomplished within a ten-year period, some
of the recommendations are early action items designed to lay the foundation
for longer-term proposals. Strategic recommendations for municipal facilities,
infrastructure, and City-owned land are addressed because of PCPCs
leadership role in the Capital Program process. The district plans present
priority planning focus areas to illustrate the written recommendations and
suggest visionary changes in these areas. The district plans land use maps
guide the zoning map revisions, a public process that begins after each district
plan is complete.
The civic engagement planning process for each district plan includes three
public meetings, frequent Steering Committee meetings, and several public
presentations to the PCPC. When the PCPC completes all 18 district plans, the
entire Philadelphia2035 planning process will be revised and updated, thereby
maintaining a current comprehensive plan for the city.
This is the LOWER SOUTH DISTRICT PLAN. It was adopted by the PCPC on
March 20, 2012.
+100,000
people
in 2035
CENTRAL
CENTRAL NORTHEAST
LOWER FAR NORTHEAST
LOWER NORTH
LOWER NORTHEAST
LOWER NORTHWEST
LOWER SOUTH
LOWER SOUTHWEST
NORTH
NORTH DELAWARE
RIVER WARDS
SOUTH
UNIVERSITY/SOUTHWEST
UPPER FAR NORTHEAST
UPPER NORTH
UPPER NORTHWEST
WEST
WEST PARK
THE 18 DISTRICTS
LOWER SOUTH DISTRICT PLAN
LOWER SOUTH DISTRICT PLAN
6 | Existing Assets
7 | Future Opportunities
8 | Development History
10 | Demographics
12 | Economics
14 | Public Ownership
15 | Environmental Assessment
16 | Health Impact Assessment
18 | Land Use and Zoning
20 | Existing Land Use
21 | Existing Zoning
72 | Implementing the District Plan
76 | Summary of Public Meetings
78 | Citywide Vision Objectives
81 | Agency Names and Abbreviations
82 | Acknowledgments
24 | Three Forward-Looking Themes
26 | THRIVE
38 | CONNECT
48 | RENEW
56 | Long-Term Vision
58 | Focus Areas
64 | Future Land Use
66 | Zoning Recommendations
>DEFINING THE
CONTEXT
>FRAMING OUR
FUTURE
>MAKING IT
HAPPEN
>APPENDIX
1
Metropolitan Center
West District
West Park
District
Lower North District
River Wards
District
South District
University / Southwest
District
Lower Southwest
District
Lower South District
D
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N e w J e r s e y
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5

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5

m
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AT&T
Station
Broad St.
Market St.
Philadelphia Museum of Art
30th St. Station City Hall
Convention Center
Philadelphia International Airport
I-95
I-76
I-95
I-76
I-76
I-676
2 Philadelphia2035: Lower South District Plan
The Lower South District covers 6.58 square miles and has a total population of 5,200. The district includes the
sports complex; the Navy Yard; large industrial areas, including port, food distribution, and shipbuilding facilities;
Franklin Delano Roosevelt (FDR) Park; and several residential neighborhoods. The district is largely nonresidential
with nearly three times the number of people employed here than residents. As both an employment center and
entertainment hub, the district is a major and growing economic driver in the region.
P
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FDR Park
I-95
I-95
The Navy Yard
Sports Stadium District
Broad St.
I-76
Pattison Ave.
Walt Whitman
Bridge
LOWER SOUTH DISTRICT
Renery
Port
Neighborhoods
3
DEFINING THE CONTEXT
6 | Existing Assets
7 | Future Opportunities
8 | Development History
10 | Demographics
12 | Economics
14 | Public Ownership
15 | Environmental Assessment
16 | Health Impact Assessment
18 | Land Use and Zoning
20 | Existing Land Use
21 | Existing Zoning
5
Existing Assets
Lower South is a corner of Philadelphia that attracts thousands of visitors and employees
to the sports complex and the Navy Yard from across the region. But to most it remains an
unexplored place with unknown potential. Lower South is very different than other planning
districts because it is primarily nonresidential in character and broken into large, distinct areas
with limited access and use.
The Lower South boundaries were created using
2010 census tract boundaries that follow major
roadways and the Delaware and Schuylkill Rivers.
Prior to its development, Lower South was a
marshy place with numerous streams that created
two large islandsLeague and Greenwich. Much
of Lower Souths legacy of vast properties and
large-scale use is tied to its early development as
an industrial and military hub located far from the
populous city center on land unsuitable for other
uses.
In recent years, Lower South has experienced
both population and employment growth despite
the closure of the Navy Yard in 1996 as an active
military base. Most of this growth has come from
the repurposing of naval sites for civilian housing
(Siena Place and the Reserve at Packer Park) and
modern industrial, port, and ofce uses at the
Navy Yard itself.
Today Lower South has six distinct areas: the
reneries, the Navy Yard, sports complex, FDR
Park, the residential neighborhoods, and the port
and food distribution area. All of these areas have
clear boundaries created by infrastructure such as
streets, highways and freight rail lines.
In fact, infrastructure is the key issue in the district.
Investing in properly designed infrastructure
is crucial to Lower Souths continued growth.
Recommendations for highways, streets, mass
transit, and utilities are fundamental elements of
this plan.
Each of Lower Souths six distinct areas is dened
by a characteristic development pattern, one
of the factors that contributed to the following
susceptibility to change analysis.
Renery
has waterfront
access
Neighborhoods
are strong and growing
Sports Complex
has new construction
Industrial Areas
have rail, port, and
highway access
Navy Yard
has historical resources
FDR Park
offers recreational
amenities
Future Opportunities
This plan analyzes sites and divides them into
two categories: (1) properties likely to change
in the future, vs. (2) sites that are expected to
remain the same during the time frame of this
plan. Factors include vacancy, underutilization,
economic trends, and development patterns.
This type of analysis can help prioritize sites for
planning, sometimes disclosing important spatial
relationships.
Areas highlighted in dark purple are the most likely
to experience change in use or new development
in the short term. Light purple areas have longer-
term potential, and areas that are not highlighted
are unlikely to experience a substantial change.
Lower South continues to trend toward growth
with the construction of more housing at Siena
Place, the XFinity Live! entertainment complex,
the growth of the port to the Whiskey Yard and
eastern side of the Navy Yard, and with the
continued ability of the Navy Yard to attract and
retain businesses. Even with the planned sale
and closure of Sunocos operations, Lower South
is expected to continue to see employment growth
due to the potential reuse of Sunoco property for
modern industry.
Lower South has great potential for further population and employment growth that will be
aided by infrastructure investments, phased development of City-owned land, and proper land
use and zoning changes as recommended in this district plan.
Long Term
Short Term
Opportunity Areas
Renery
Environmental
Remediation
Commerce
Center
Siena
Place
XFinity
Live!
*
*
*
*
*
Under Construction,
spring 2012
*
(adaptive
reuse)
Naval
Hospital Site
Langley Ave.
Improvements Diagonal Blvd.
Improvements
Terminal Ave.
Improvements
Corporate
Center
Access Road
Improvements
Southport
Whiskey
Yard
Lower Souths existing and potential economic
drivers, regional attractions, employers, and
desirable neighborhoods position it strongly
within the city and the region.
Environmental
Remediation
7 Dening the Context
Industries are the rst major
development in Lower South,
taking advantage of river access
and limited population. The district
is an ideal location for industries
that needed to be away from the
city center due to harsh fumes and
by-products. The earliest industrial
development includes a gas
company (eventually to become
Philadelphia Gas Works) and the
Atlantic Rening Company, both
located along the banks of the
Schuylkill River.
In 1876, the Navy Yard moved
permanently from its original
location on South Columbus
Boulevard between Ellsworth
and Wharton Streets. Early
development of the League Island
Navy Yard concentrated along
Broad Street.
Industry expands and dominates the Schuylkill
River banks as a chemical works, railroad
companies, a slaughterhouse, and a roong
material company join the existing reneries.
Trash dumps occupy a large swath east of
Broad Street north of the Navy Yard.
1890
1920
Atlantic Rening Company. View looking
north from Passyunk Avenue Bridge, 1917
Visitors swimming in League Island Park
during the Sesquicentennial Exposition,1926
1917:
Industry
along
Schuylkill
River
Industry
The Navy Yard undergoes a
substantial construction phase
in the early 1900s, adding
numerous equipment shops and
ofcers quarters. During World
War I, the need for ships and
aircrafts increases and Mustin
Field and the Naval Aircraft
Factory are built.
Point Breeze Park, a popular horse
racing track, is created around
1862 at 26th Street and Penrose
Avenue.
In 1885 League Island Park (now FDR
Park) is created and shortly thereafter
is redesigned by the Olmsted Brothers.
League Island Park becomes the focus
of the nations attention in 1926 when it
hosts the Sesquicentennial International
Exposition, attracting millions of visitors.
Municipal Stadium (later JFK Stadium)
is built for the Sesquicentennial, as is the
home of the American Swedish Historical
Museum.
Scattered homes
lie along post roads
and on farms.
During the early 1900s,
the only housing that
existed in the district was
located at the Navy Yard.
Navy Yard
Parks and Entertainment
Residential Development
Navy Yard Looking Northeast, 1921
Photo courtesy of PhillyHistory.org, a project of the Philadelphia
Department of Records
Photo courtesy of PhillyHistory.org, a project of
the Philadelphia Department of Records
Development History
Early Development
Prior to city consolidation in 1854,
the Lower South District was a
part of Passyunk Township. The
area was marshy with many
streams, creeks, and islands, and
was sparsely populated until the
mid-1800s.
The Navy Yard experiences its greatest period
of expansion between 1939 and 1945 with the
addition of dry docks and additional equipment
shops. The need for housing sailors, workers,
and their families necessitates the construction
of military housing outside of League Island.
1950 1970 2012
Lower South houses under construction, 1960
Veterans Stadium looking southwest, 1971
One Crescent Drive, 2011
1971:
Veterans
Stadium
opens
19391945:
Navy Yards
greatest
expansion
Trash dumps are cleared and the food
distribution center opens in 1959 between
Packer and Pattison Avenues to the east of 7th
Street. Construction of I-76 and I-95 improve
vehicular transportation and result in major
physical barriers.
Delaware River port
expansion below the Walt
Whitman Bridge begins in
the 2000s and continues to
grow with the acquisition of
the eastern portion of the
Navy Yard.
After World War II
production of ships
slows and the necessity
of the Navy Yard is
further reduced after
the end of the Cold War.
The Navy Yard ceases being an
active military base in 1995. In
2004, a new master plan for
the mixed-use redevelopment
of the Navy Yard successfully
attracts businesses employing
over 10,000 people.
A golf course is
created on the
west side of FDR
Park and the
South City Drive-
In movie theater
is developed.
The Aquarama,
P h i l a d e l p h i a s
" m a r i n e
wo n d e r l a n d ,
opens in the early
1960s, but closes
seven years later.
The Spectrum, home of the Philadelphia Flyers and
Philadelphia 76ers, opens in 1967 at the corner
of Broad Street and Pattison Avenue. Veterans
Stadium, home of the Philadelphia Phillies and
Philadelphia Eagles, opens in 1971 on the site of the
former South City Drive-In movie theater.
The sports complex includes
the Wells Fargo Center (1995),
the Eagles NovaCare complex
(2001), Lincoln Financial Field
(2003), and Citizens Bank Park
(2004). The Sports Complex
Special Services District is
established in 2002. XFinity
Live! opens in 2012.
The rst non-
military rowhouse
d e v e l o p me n t
is constructed.
The Packer Park
neighborhood is
born with over
600 housing units.
Navy housing is demolished
for market-rate residential
redevelopment. The Reserve
at Packer Park, a townhouse
development, is built at the site
of Capehart Naval Housing.
The Siena Place development
occurs on a former federal
defense housing site west of
Penrose Avenue.
Photo courtesy of PhillyHistory.org,
a project of the Philadelphia Department of Records
Photo courtesy of PhillyHistory.org, a project of the
Philadelphia Department of Records
The Reserve, 2011
2000s:
Market-rate
residential
development
Demographics
> Current Population
For many decades most of the housing in Lower
South supported the Navy Yard. The closure of
military and affordable housing is reected in the
68 percent population decline from 1990 to 2000,
mostly due to the shuttering of the Philadelphia
Housing Authoritys Passyunk Homes. New
housing developments, such as the Reserve
at Packer Park on the former Capehart military
housing site and Siena Place at the former
Passyunk Homes site, correlate to the 19.2 percent
population increase seen during the past decade.
In the coming decade, population is expected to
further increase with the continued development
of Siena Place and the stability of established
neighborhoods.
Demographic trends are difcult to track in Lower
South due to the large shifts in population and
housing units. However, according to the 2010
census and the 2009 American Community Survey,
Lower South differs from the city as a whole in
several ways. Generally, Lower South is less
racially diverse, older, and more economically
stable.
Lower South has experienced wide swings in population over the past 30 years as former
military and affordable housing sites have been replaced with new, market-rate housing.
Population that is Caucasian
82.3%
41%
Population that
is 65 +
20.2%
12.1%
Unemployment
Rate
Housing units
built after 1990
5.7%
12.1%
21%
4%
85.6%
67.1%
Households that
own at least one car
Lower South
Citywide
Key Comparisons between the Lower South District and Philadelphia
Residential Neighborhoods Sports Complex Special Services District Community Districts
B
r
o
a
d

S
t
.
B
r
o
a
d

S
t
.
I-76
Pattison Ave. Pattison Ave.
I-76
Southern
Boulevard
Community
District I
Community
District II
Community
District IV
Community
District III
Packer Park
The Reserve
at Packer Park
(former Capehart military
housing)
Siena Place
(former Passyunk
Homes military
housing)
Source: U.S. Census Bureau, Decennial census of population, 2010 & American
Community Survey, 2009
> Projected Population
Population is expected to grow by approximately
1,000 new residents over ten years. This is based
on completion and occupancy of the Siena Place
development and redevelopment of currently
vacant and underutilized land for residential use.
Household size is expected to stay the same and
residential vacancy to remain low. This projection
brings Lower Souths population to approximately
6,544 residents by 2022.
Current and Proposed
Residential Housing Projects
Baseline
Population
5,200
Siena Place Build-out
Total single-family units 313
x Average household size* 2.17
Siena Place population 679
5,879
Naval Hospital Site
Total single-family units 284
x Average household size* 2.17
Total single-family population 616
6,495
Senior housing: 36-unit four-story apartment
26 one-bedroom units (capacity 1.5 persons/unit) 39
10 studio units (capacity 1 person/unit) 10
Total senior housing population 49
Total Lower South 2022 Population Estimate 6,544
P
o
p
u
l
a
t
i
o
n
15,000
12,000
9,000
6,000
3,000
0
1990 2000 2010 2022
13,500
4,300
5,200
6,544
Closure of
military and
affordable
housing
Siena Place
* The average household size number is based on 2010 census information
for Tract 373 (Packer Park)
Population Trend
> Neighborhoods
Portions of Lower South are served by a
unique special services district that caters to
residential needs, the Sports Complex Special
Services District (SCSSD; see p. 30 for more
information). The Packer Park and Southern
Boulevard communities have elected community
representatives to the SCSSD board. The newer
housing developments of The Reserve and Siena
Place do not fall within the SCSSDs boundaries.
Year
Economics
Employment is expected to grow signicantly
in the next ten years. Job growth is based on
completion of XFinity Live!, continued absorption
of industrial and ofce space at the Navy Yard, and
redevelopment of the food distribution center and
port properties. Despite the potential closure and
loss of jobs at Sunoco, Lower South is expected to
gain 7,000 permanent, nonconstruction jobs in the
retail, ofce, and industrial sectors by 2022. The
district will continue to perform a vital role as an
economic engine for the city and the metropolitan
area.
25,000
20,000
15,000
10,000
5,000
0
1990 2000 2010 2022
P
e
o
p
l
e

E
m
p
l
o
y
e
d
20,000
10,000
15,000
22,000
Closure of
Navy Yard
The closure of the Navy Yard as a military base caused uctuation in employment trends and
population in Lower South.
> Projected Employment
5,150
Residents
15,000
Workers
Lower South has
three times as many
workers as residents
> Current Employment
Lower South comprises a large portion of a
metropolitan subcenter, as identied in the
Citywide Vision. The subcenter includes the
Navy Yard, sports complex, and the Philadelphia
International Airport (PHL). Metropolitan
subcenters are major destinations that serve
the entire metropolitan area and offer a mix of
economic activities. It is estimated that over
15,000 people are employed in the district
almost three times the number that live in Lower
Southand comprising two percent of the citys
total employment base.
Over half the jobs in Lower South are located at the
Navy Yard, a quickly growing industrial, ofce, and
research and development center. More than 115
companies and three civilian Naval contractors
are located there. The largest employer is still the
U.S. Navy, accounting for more than 15 percent of
the districts jobs.
As shown in the land use section, much of the
land (approximately 60 percent) in the district is
dedicated to economic activities such as port,
rening, and warehousing. All of these industries
require large amounts of land to operate. The
sports complex also requires large amounts of
land for the parking necessary to accommodate
multiple events.
Employment Trend
Year
Current and Proposed
Projects
Baseline
Employment
15,000
XFinity Live!
Phase I 400
Phase II 600
Total Employment 1,000
16,000
Navy Yard Employment Growth 5,000
21,000
Port and Food Distribution Center Employment Growth 1,000
Transition of Sunoco Property to New Ownership/Use No Growth
Total Lower South 2022 Employment Estimate 22,000
0
Philadelphia Population Change 1790-2010
(Source: U.S. Census Bureau and PCPC estimate for 2010)
1800 1850
1900
1950 2000
P
o
p
u
l
a
t
i
o
n

(
i
n

m
i
l
l
i
o
n
s
)
1.53 million
(2010)
1.63 million
(2035 forecast)
Decrease in
Population
2.5
2.0
1.5
1.0
0.5
> Philadelphia2035
As a part of the Citywide Vision, population and development forecasts were
developed to help make recommendations for the long-range physical, social,
and economic conditions for the city. By 2035, citywide population was
projected to grow by 100,000, households by 38,000, and jobs by 40,000.
XFinity Live! under construction, 2011
Public Ownership
In Lower South, public ownership is a mix of
city, state, federal, and quasigovernmental
entities. The predominant owners are: the City
of Philadelphia (185 acres including the sports
complex and FDR Park); Philadelphia Regional
Port Authority (PRPA; 107 acres); and Philadelphia
Industrial Development Corporation (PIDC); and
Philadelphia Authority for Industrial Development
(PAID; 400 acres including the Navy Yard).
This concentration of public ownership presents a
unique set of planning opportunities. It provides
greater predictability and public input for physical
development.
When a City-owned parcel of land is conveyed or
sold, City Council review and approval is required.
Quasigovernmental agencies such as PIDC or the
PRPA can sell land relatively quickly.
The Navy Yard, port, and sports complex have the
advantage of large campuses comprising inter-
related uses with coordinated management.
Many hospitals, colleges, and universities are
zoned as special purpose Institutional District (SP-
INS), a zoning district based on a publicly approved
Lower South has the highest percentage (45 percent) of publicly owned land among all of the
18 planning districts.
master plan that governs the location of buildings,
total oor area, parking, etc. Within the SP-INS
uses may be wide-ranging and shift over time
without the need for a variance or rezoning, as
long as they comply with the previously approved
master plan.
The sports complex uses a master planbased
special purpose zoning district, Sports Stadium
(SP-STA). However, the regulations are not set
by a written or map-based master plan. In the
SP-STA District, the master plan is dened by
long-term leases between the City and managers
of the sports complex. The leases establish
accessory uses such as retail and restaurants;
set agreements for parking; make provisions for
concerts; or regulate alcohol sales.
The SP-STA zoning district allows specic land use
controls and provides predictability through long-
term leases for the owners, managers, and the
public. This gives the City another set of tools for
shaping and designing the sports complex.
Public Ownership
City - Parks and Recreation
City - Other
City - PAID and PIDC
City - PHA
Federal and State
(partial ownership)
City - Dept of Parks & Recreation
City - Phila Housing Authority
City - Phila Water Dept
City - Other
Federal and State
(partial ownership)
Utilities
Environmental Assessment
Lower South, up until the 19th century, was
a largely uninhabited place. The landscape
consisted primarily of marshland. Numerous
streams and tributaries that are now lost wound
through the area. Much of the land that we see
today was underwater, a part of the Schuylkill and
Delaware Rivers.
Oil rening companies and the U.S. Navy found
this uninhabited land an asset since it was far
from densely populated areas. These users lled
the waterways with man-made land. Later, private
and City dumps lled even more land.
> Water Table
Even though most of the marshes and waterways
were lled and drained, this area remains very
wet. The area has a high water table less than
ten feet below the surface. The high water table
makes development more expensive as it requires
additional engineering and limits the construction
of basements, underground parking, and deep
footings for structures.
> Floodplains
The Navy Yard, port, and much of Sunocos
property are also in the 100-year oodplain. The
100-year oodplain is an area that is expected to
experience an above ood stage event at least
once in a 100-year time frame. This land can be
built on, but with additional requirements from
the federal government that increase costs. These
requirements can include ground oors that are
designed to ood, sunken concrete piles to support
foundations, and designated evacuation routes.
Roadways and utilities are also affected as they
must be designed and constructed to withstand
ooding. The oodplain, in addition to the current
U.S. Navy deed restrictions on the former base,
limits residential development in the Navy Yard.
> Remediation
The man-made land, oil leaks, and dump sites
have created soil contamination. Ground pollution
must be cleaned to a certain standard or sealed to
prevent contact with people, an expensive process
that limits potential residential and recreational
development, and may make commercial or
industrial development more expensive or require
public intervention.
> Noise Pollution
The southern half of the Navy Yard is exposed
to airport noise levels of at least 65 decibels for
periods exceeding 24 hours. The Federal Aviation
Administration (FAA) considers these noise levels
incompatible with residential and recreational
development. Residential development must
include soundproong to meet FAA standards,
which increases construction costs and housing
prices.
> Air Quality
Many air quality issues converge in Lower South.
An Environmental Protection Agency model from
2005 indicates that Lower South hosts the citys
two worst concentrations of particulate matter
(PM) emissions. These emissions reect ship,
train, truck, and industrial emissions created by
the concentration of port, freight, and industrial
activity, as well as highway trafc. Proximity to
PHL also impacts air quality.
100 Year Floodplain
500 Year Floodplain
Federal Emergency Management Agency
(FEMA) Floodplain Data, 2007
The Athenaeum of Philadelphia, 2012
Lower South has specic environmental constraints that affect land use, development,
construction techniques, public health and safety. Constraints include air and ground
pollution, a high water table, oodplains, and noise.
Historical shoreline
Health Impact Assessment
> Health Impact Assessment Summary
The PCPC selected the Lower South District as
a pilot opportunity to conduct a Health Impact
Assessment, or HIA. HIAs analyze and make
predictions about the impacts of projects, plans,
or policies on human health, with the goal of
informing decision-makers who are not always
aware of the interrelationships. Applying a health
lens to projects and proposals in their early stages
of development is of potential value to decision-
makers who must consider different land use
alternatives and take steps to prioritize certain
investments over others.
Screening: PCPC staff used the district planning
process to screen Lower South for project and
policy recommendations with signicant potential
impacts on health, ultimately choosing to focus
Planning a Healthier Philadelphia
A large body of research shows strong associations between land use, transportation, and
public health issues of serious concern to Philadelphia and the nation. Land use decisions
determine proximity of jobs, parks, fresh food, and essential services to residents, affecting
levels of physical activity, nutrition, and the likelihood and prevalence of chronic diseases.
Transportation infrastructure helps determine residents decisions to travel via car, transit,
bike, or walking. This affects local air quality, trafc-related injuries, and integration of
physical activity into daily routines.
on land use and transportation as key topics.
Accordingly staff decided to stucy proposed
transportation investments including the
extension of the Broad Street Line (BSL) subway
to serve the Navy Yard (see p. 43).
Scoping: Of the numerous health determinants
these projects stand to affect, the HIA focuses
primarily on the proposals' impact on air quality,
commute mode, and employment access, and
the subsequent impact that changes in these
determinants can have on the health of those who
work and live in the district.
Assessment: The HIA combines data and analysis
of the district plan with new data on commuting
patterns and preferences to make predictions
about the impact of transportation improvements.
The primary tool was a survey disseminated to
1
Highway Air Pollution
and Noise Buffer, 50m
High concentration
of diesel PM emissions
!
!
!
1
BSL
Broad Street Line Extension
24 percent of survey respondents said they would
denitely switch to transit if the BSL extension were
built; an additional 41 percent would consider the
switch.
Navy Yard
Corporate Center
Existing Route
Proposed Route
Extension
employees at the Navy Yard during the fall of
2011. Approximately 15 percent of the Navy
Yards employee population responded sample
size of 1,169). Staff employed an online World
Health Organization modeling tool to estimate
the cost/benet ratio of increased cycling rates.
Staff applied ndings from the public health
literature to the existing data where appropriate
to estimate the level of impact that changes to
the built environment can produce.
The HIA concludes that shifts in commuting
patterns would have signicant benecial
impacts on local air quality and associated
respiratory and cardiovascular health outcomes;
trafc volumes and associated rates of vehicular
collision and injuries; and active commuting rates
and associated levels of physical activity.
Lower South Air Quality, 2011
Building additional facilities, such as the BSL extension and bicycle paths,
could remove a combined 3,700 6,400 cars from the road by 2022,
reducing annual vehicle miles travled by up to 55 million miles (equivalent
to the entire current day impact.) The corresponding reduction in CO
emissions is estimated between 17.7 million and 30.6 million pounds per
year by 2022.
> Philadelphia2035
District HIAs support the goals of the Citywide Vision, as described in its
Health Prole section on page 28. Get Healthy Philly includes goals to combat
obesity, lower tobacco consumption, and establish healthier food and physical
activity environments.
The complete HIA is available through the Health Commissioners Ofce, and
also at www.phila2035.org.
Key Findings (based on a representative
sample of Navy Yard employees):
80 percent of Navy Yard employees drive to
work
The current workforce generates 229,000
vehicle miles traveld (VMT) per day
(approximately 55 million per year)
At the projected rate of growth, VMT would
reach 90 million by 2022, and 138 million at
full build-out of the Navy Yard
Based on current commuting patterns, this
translates to an additional 4,000 cars by
2022, and an additional 10,000 cars at full
build-out
Nearly 5 percent said they would bike
or walk everyday to work if a separated
facility were constructed
By 2022, this would mean over 600 people
commuting via bicycle each day, logging
over 740,000 miles of active commute time
(assuming cyclists only bike half the time)
Using these projections, conservative
modeling estimates a 19 percent reduction
in mortality risk for this population, and a
projected benet to cost ratio of more than
5:1
2012: 6,400cars daily
2022: 10,400 cars daily
Without alternative transportation investments:
With a subway extension and dedicated bike trail:
Survey responses indicate
that the majority of
commuters would switch or
strongly consider switching
modes if provided with
convenient infrastructure
2022: 4,600 cars daily
1 car = 100 driving commuters
1 Commuter
Navy Yard Employee Commuting Distances
^_
1, 5, 10, and 20
Counties
Miles
1 Dot =1Commuter Delaware
NewJ ersey
Pennsylvania
Philadelphia
5 mi
10 mi
20 mi
Navy Yard
Home zip codes of Navy Yard employees were
mapped to estimate the total vehicle miles
traveled by commuters in 2011
What Is Land Use?
Planners categorize and map land use to document and understand
the current state of development. Land use refers to broad
categories such as residential, commercial, or industrial, and can be
broken out into more detail such as high density residential, ofce
commercial, or warehousing/distribution. Maps can help planners
identify what potential uses are lacking, that if developed, could
enhance the quality of life or economic productivity of an area.
Intensity or type of land use also impacts infrastructure needs
such as transit or utilities. Most importantly, land use impacts
development regulations such as zoning.
What Is Zoning?
Zoning is the primary tool for regulating land use. Zoning is a set of regulations
governing land development and permitted uses for property. These laws regulate
what type of uses can occur (use), where buildings can be located on a property
(area), and the size of the buildings (bulk). Existing properties may not conform with
zoning regulations if they have received a variance for their use, area, or bulk, or if
they legally existed prior to the zoning laws being enacted.
Zoning Map Revision Process
When analyzed together, land use and zoning inform planners if a
property or area is zoned correctly for current conditions or if zoning
changes are necessary to either reect existing conditions or bring
about changes to future physical development. Over time, changes
in land use may require a remapping, or a change to a propertys
zoning district classication. Zoning map revision is a public process
for updating and revising an area.
Land Use and Zoning
Adoption of the New Zoning Code
On December 22, 2011, Mayor Michael Nutter signed Bill No. 110845,
enacting into law the rst comprehensive rewrite of the Philadelphia
Zoning Code in 50 years. The new zoning code goes into effect
on August 22, 2012. This plan uses the new code language and
designations to ensure that the plan is user-friendly for the years of
implementation to come. The new zoning code is better organized and
easier to navigate. The purpose of the zoning code is to set clear rules
and expectations about land use, preserve neighborhood character,
protect open space, and encourage investment and jobs.
The zoning code rewrite was the rst part of the integrated zoning
and planning process; the other major part is the zoning map revision
process. The district plans are key to the zoning map revision process
by providing land use and zoning recommendations. These land use
and zoning recommendations ensure that the new code is properly
mapped to reect both existing and future land use needs. This
reduces the number of developments requiring relief from the Zoning
Board of Adjustment.
Citywide Land Use
Civic / Institution
Industrial
Transportation
Commercial Business / Professional
Park / Open Space
Vacant
Commercial Consumer
Residential High (average 56 units/acre)
Water
Cemetery
Culture / Amusement
Residential Medium (average 32 units/acre)
Active Recreation
Commercial Mixed Residential
Residential Low (average 8 units/acre)
Existing Land Use
Active
Recreation Civic/Institution0.4%
Commercial
Business/Professional 2.3%
Commercial Consumer 0.7%
Culture/Amusement 1.4%
41.3% Industrial
Park/Open
Space
Residential
High
Residential
Medium
Transportation
Vacant
5.6%
1%
1.8%
31%
9.8%
4.7%
This survey of Lower South land use was completed in 2011. To collect this information, a
working land use map was created from various City sources, including the Ofce of Property
Assessment, and was then veried by in-eld surveys conducted by PCPC staff. The land use
data is stored in a geographic information system database maintained by PCPC. Color codes
are used to represent 15 major categories of land use.
Lower South District Land Use, 2011
Each parcels use is distinguished on a land use
map. For example, the parcels with sports venues
on them are distinct from the parcels used for
parking.
Existing Zoning
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SP-PO-A
8%
13%
2%
19%
CMX-3
I-2
I-1
47%
I-3
I-P
2%
RM-1
1%
6%
SP-STA
RSA-5
2%
The existing zoning of the Lower South District is consistent with not only the existing land
uses, but also with proposed developments at Siena Place, the Navy Yard, and the port. The
majority of the district is zoned industrial (purples) reecting the renery, the food distribution
center, Navy Yard shipbuilding and industrial users, and the port. The sports complex is zoned
SP-STA, a unique master plan-based zoning district only mapped in this one location in the city.
The zoning map also reects the limited commercial uses in the district.
Lower South District Zoning, 2012
On a zoning map, only the zoning district is
depicted. For example, this area is zoned Sports
SP-STA.
Residential Single Family Detached RSD-1; RSD-2; RSD-3
Residential Single Family Attached RSA-1; RSA-2; RSA-3; RSA-4; RSA-5
Residential Multifamily RM-1; RM-2; RM-3; RM-4
Auto-Oriented Commercial CA-1; CA-2
Neighborhood Commercial Mixed-Use CMX-1; CMX-2; CMX2.5
Community/Center City Commercial Mixed-Use CMX-3; CMX-4
Light Industrial I-1
Medium Industrial I-2
Heavy Industrial I-3
Port Industrial I-P
Industrial Commercial Mixed-Use ICMX
Institutional Development SP-INS
Stadium SP-STA
Recreation SP-PO-A; SP-PO-P
FRAMING OUR FUTURE
24 | Three Forward-Looking Themes
26 | THRIVE
38 | CONNECT
48 | RENEW
56 | Long-Term Vision
58 | Focus Areas
64 | Future Land Use
66 | Proposed Zoning
68 | Corrective Zoning
69 | Zoning to Advance the Plan
23
Three Forward-Looking Themes
How to Use This Section:
Open Space
Lower South has one major park and recreation amenity, FDR Park, at Broad Street and Pattison Avenue. FDR Park,
originally named League Island Park, was dedicated in 1914 and designed by the Olmsted Brothers, a renowned landscape
architecture rm that also designed New Yorks Central Park and Bostons Emerald Necklace. The Olmsted Brothers
tamed marshland and created scenic lakes, meadows, paths, and recreation areas. It was a massive engineering project
that also included the area now occupied by Xnity Live! and the Wells Fargo Center.
Today, FDR Park is both a regional and local attraction including a golf course, skateboard park, the American Swedish
Historical Museum, two lakes, historic structures, and sports elds. There are 15 tennis courts, seven softball/baseball
elds, and two playground facilities. Ashburn Field is sponsored by the Philadelphia Phillies and has a dedicated staff
for eld maintenance. The FDR golf course is a public, par 69 course that is considered a Florida-style design with
its incorporation of water features and short fairways. The former pool refreshment stand, which is now used as a
maintenance shed, and the former Police Department horse stable, which is vacant, are in fair to poor condition. Historic
preservation and reuse of these structures could provide long-term maintenance and revenue for the park.
FDR Park is also used for overow parking when there are two or more events at the sports complex. This parking is
sanctioned and managed on some event days which provides much needed revenue for the park, but parking management
and security is not always provided. Both the sanctioned and unsanctioned event parking creates maintenance issues
and conicts with park users.
FDR Park was chosen as the Fairmount Park Conservancys 2011 Greening the Neighborhood site, receiving $250,000
to improve the quality of the lakes with aerators and a skimming boat. The Fairmount Park Conservancy is a nonprot
organization that raises funds for the Philadelphia Parks and Recreation Department.
The only other public recreation site in Lower South is Whitman Fields. The elds are located on Packer Avenue at 6th
Street, owned by the Delaware River Port Authority, and feature elds run by the Southeast Youth Athletic Association.
The Navy Yard has been increasing the use of its public open space. Recently, the Philadelphia Orchestra held an outdoor
neighborhood concert here and the Philadelphia Sports and Social Club regularly uses its open space for recreational
activities. Conceptual design proposals have been reviewed for its newest park, Central Green, to be constructed in the
near future.
Neighborhood Parks and Recreation
Denition | Public Facility
Public facilities are divided into two
categories: community-serving and
municipal support. Community-serving
facilities provide services to the public
and include libraries, playgrounds, and
museums. Municipal support facilities
support City government operations and
include administrative ofces, garages
and utilities, and are not generally
open to the public. Lower South has
six municipal support facilities and 15
community-serving facilities. These do
not include buildings at the Navy Yard.
Goal 6.3:
Expand access to
neighborhood parks and
recreation.
Philadelphia2035
Citywide Vision
Recommendations
99. Provide revenue-generating activities in FDR Park such as paddle boats, managed parking or parking permits,
and special events to help fund ongoing park maintenance.
> Implementing Agencies: PPR | CW Objective: 6.3.3
100. Identify reuse opportunities for the historic structures in FDR Park such as concessions at the boathouse and
community and ofce spaces in other buildings.
> Implementing Agencies: PPR, SCSSD | CW Objective: 6.3.3, 8.1.1
101. Implement an event management plan for FDR Park that designates parking locations and ensures stafng.
> Implementing Agencies: PPR, SCSSD, Sports complex operators | CW Objective: 6.3.3
102. Evaluate use of the spaces under I-95 by incorporating green infrastructure that complements the skateboard
park, recreation, and stormwater management for the highway.
> Implementing Agencies: PPR, PWD| CW Objective: 7.2.3
103. Increase public awareness and use of public open spaces at the Navy Yard (see THRIVE, p. 32).
> Implementing Agencies: PPR, PIDC | CW Objectives: 6.2.1, 6.3.2
Crescent Park, Navy Yard
FDR Skatepark
RENEW >
Goals and Objectives
from the Citywide Vision
Introduction:
> Existing Conditions
> Summary of Key Issues
THEME > Element
Topic
Sidebar:
Images and
Denitions
District-Specic
Recommendations
Implementing
Agencies
(see Appendix)
Citywide Vision
Objectives
(see Appendix)
Land use and zoning recommendations are organized into three forward-looking themes:
THRIVE, CONNECT, and RENEW. These themes reect the goals and strategies of
the Citywide Vision.
Within the three themes are seven elements from the Citywide Vision that address
the major issues, opportunities, and unique qualities of Lower South. Each element
is broken into topics that include a description of existing conditions, district-specic
recommendations, responsible implementing agencies, and references to applicable
objectives from the Citywide Vision. A complete list of objectives from the Citywide
Vision is provided in the Appendix section.
Lower South CONNECTS the region
and metropolitan center safely and
conveniently to the airport, Navy
Yard, sports complex, and port.
Lower South RENEWS treasured
resources by activating its
waterfronts, preserving FDR Park,
enhancing its public realm, and
restoring wetland habitats.
Lower South THRIVES in a growing
metropolitan subcenter providing
unique housing, business, industrial,
and entertainment opportunities.
Lower South is home to major industry,
business, port, and cultural attractions.
These economic assets dominate the
landscape from the reneries to the
sports complex to the ships docked in
port. In many ways it seems like these
places have always been there. Yet
over the years, many owners and uses
have changed and Lower South has
adapted. Vacant land never stays vacant
for long. A former drive-in theater and
the Aquarama, a theater combining the
elements of an aquarium and aquatic
circus, became the site of the sports
complex. City dumps were transformed
into the food distribution center and port
areas. New communities sprang from
former Navy housing sites. Continued
development lies ahead for Lower South
as long-standing owners, like Sunoco,
and newcomers, like XFinity Live!,
change the landscape once again.
> THRIVE > CONNECT > RENEW
24 | Open Space 20| Transportation
22 | Utilities
26 | Historic Preservation
28 | Public Realm
Increase equitable access to our
open-space resources
Improve transportation safety,
efciency, and convenience
Adapt utility services to changing
technology and consumption
patterns
Preserve and reuse historic
resources
Achieve excellence in the design
and quality of Philadelphias built
environment
16 | Neighborhoods
18 | Economic Development
Improve neighborhood livability
Make Philadelphia more competitive
in the metropolitan region
Infrastructure, including highways,
streets, mass transit, freight rail,
and utilities, is the framework for
economic development. Lower Souths
continued growth is dependent upon
improvements to and expansion of
this infrastructure. Key Lower South
CONNECT recommendations include
highway interchange redesign; improved
pedestrian, bicycle, and vehicular
circulation; expanded bus service;
new transit service; and an improved
electrical power grid at the Navy Yard.
Lower South contains landmark
gateways, waterfront on two rivers,
signature public places, and a diverse
built environment that spans more
than 100 years. The district has hosted
historic celebrations and is establishing
new cultural traditions. Its open space
and public realm are characterized by
extremes; from the wide sidewalks that
ll with crowds after a sporting event,
to the narrow paths around the FDR Park
lakes used for quiet strolls. Varying levels
of preservation, both environmental
and historic, have been realized but
continued diligence will renew Lower
Souths public realm, open space, and
historic resources.
> RENEW > CONNECT > THRIVE
25 Framing Our Future
Despite a strong demand for housing and population growth in recent years, residents of Packer Park and Southern
Boulevard lack an identiable neighborhood center within the Lower South District. Such a center could provide
services, daily goods, and connections to other economic activities in Philadelphia. Outside of FDR Park, Lower South
has no community-serving municipal facilities such as public schools, libraries, or health centers. As identied in a 2004
community survey by the SCSSD, a community center is a high priority for residents of Lower South.
Pockets of small businesses and retail exist at Broad and Geary Streets, along Packer Avenue, and 20th Street, but
none serve as the neighborhood center or main street commercial corridor for Lower South. AT&T Station is 0.3 miles
from the closest residence, and although bus service (Routes 4 and 17) provides alternate options in closer proximity to
some homes, the district has the highest share of automobile ownership citywide. Key sites could provide opportunities
for more goods and services within walking distance of most residents, such as the Southern Home for Children and
Naval Hospital. The sports complex could transform into a transit-oriented development (TOD) with community-serving
facilities and retail in the long-term with key transit improvements and additions.
The former Southern Home for Children site, located at 3200 S. Broad Street, is a long-vacant institutional building and
grounds held in private ownership. With its prominent location on Broad Street, the site could be reused for a variety
of developmentsincluding housing, commercial, or institutionalthat could complement the nearby residential and
the adjacent pharmacy and medical clinic. A reuse of this site for retail or ofce could provide a signicant cluster of
commercial services within reach of many existing residents, thus reducing the reliance on shopping centers outside the
district for daily goods. The site is currently zoned RSA-5 which permits single-family rowhouse development, schools,
and houses of worship.
The Naval Hospital site has potential to host locally serving commercial services as part of a primarily residential
development scheme. Businesses here could cater to residents, as well as FDR Park users. Residents on the eastern
side of this site would nd themselves less than a half mile from AT&T Station, which could mitigate additional trafc
impacts resulting from new development.
The sports complex can grow into a neighborhood center over time (1520 years) while still fullling its role as a
metropolitan subcenter (see p. 30). This longer-term goal is possible due to AT&T Stations direct connections to Center
City, the entire SEPTA system, and with an extension, the Navy Yard (see p. 43). A TOD plan for portions of the current
surface parking lots, as called for in the Citywide Vision, would guide and manage growth while minimizing potential
impacts. A new street system (see p. 55), and the inclusion of structured parking in new developments to replace surface
parking spaces will improve circulation and create a safer and stronger pedestrian environment when tied with transit
improvements. These long-range transit improvements include extension of the BSL to the Navy Yard, potential light rail
connections, and direct mass transit service to New Jersey.
A more diverse mix of uses and activities, including residential buildings along Broad Street and Pattison Avenue, would
allow the residential density necessary to attract neighborhood businesses like food markets, a gym, and professional
services, that neighbors desire now. With careful planning and smart phasing of development, the sports complex can
become both an entertainment center worthy of the sports teams that dene the area as well as a desirable area for
future households seeking a vibrant and exciting place to live.
Currently, the SP-STA zoning district and governing lease agreements between the City and the sports complex operators
does not permit residential development by-right and precisely details parking requirements and provisions. To facilitate
the long-range TOD vision for the sports complex, any changes to these legal documents would necessitate numerous
stakeholder meetings and public hearings before both City Council and the PCPC. The realization of such a TOD scheme
for the sports complex may be 1520 years away, but rst steps must be taken now to ensure that development
occurs in a rational way that respects current residents by balancing the needs of near neighbors and larger economic
development goals.
Goal 1.1:
Promote strong and well-
balanced neighborhood
centers.
Philadelphia2035
Citywide Vision
Southern Home for Children
Denition | Neighborhood
Center
As dened by the Citywide Vision, a
neighborhood center can be:
1. A clustering of community-
serving public facilities
2. A viable commercial corridor
3. A transit hub
Denition | Transit-Oriented
Development (TOD)
Mixed-use development, including
residential, commercial, and
institutional uses, centered at transit
stations to maximize access and
ridership of public transportation.
TOD generally encourages higher
density and reduced parking ratios.
Neighborhoods
Neighborhood Centers
THRIVE >
Recommendations
1. Create a safer pedestrian environment that allows Lower South residents to walk to nearby schools, libraries,
and shopping, as well as to the BSL and bus service (see CONNECT, p. 40).
> Implementing Agencies: Streets, PennDOT, PWD, SCSSD | CW Objective: 4.1.1, 4.2.3
2. Apply appropriate commercial zoning to encourage the development of more neighborhood shopping options.
> Implementing Agencies: PCPC, City Council | CW Objective: 1.1.2
3. As population grows, identify an appropriate location for a community center that provides amenities such as
meeting rooms, senior activities, and programming for children and teens.
> Implementing Agencies: PPR, Budget, SCSSD, City Council | CW Objective: 1.1.1
4. Encourage neighborhood shopping and services to be provided in any new developments at the sports complex.
> Implementing Agencies: PCPC, Commerce, PIDC | CW Objective: 1.1.3
5. Ensure that future development at the sports complex balances the needs of existing residents and visitors.
> Implementing Agencies: PCPC, SCSSD, community, sports complex operators, private developers | CW
Objective: 9.1.1
[See FOCUS AREAS p. 58, 60]
P
e
n
r
o
s
e

A
v
e
n
u
e
Southern
Home for
Children
FDR Park
Entrance
Naval
Hospital
Site
SEPTA
Future
Mixed-Use
TOD
Center City
Navy Yard
Entrance
Broad Street Line
Future Broad
Street Line
Extension
Potential site for
neighborhood center
redevelopment
1
/
2

m
i
l
e
(
1
0
-
m
i
n
.

w
a
l
k
)
Existing, limited
commercial services
SEPTA
The highways, busy streets, and vast parking lots of Lower South benet the neighborhoods of Packer Park and Southern
Boulevard by serving as buffers from incompatible uses such as oil reneries and the sports complex. However, these
same barriers also isolate the residents from schools, places of worship, shopping, and FDR Park.
This separation of uses may be because housing was a latecomer to Lower South. The rst nonmilitary housing
development was not constructed until 1950. Early housing was limited to inns and farmhouses until the Navy Yard
spurred the development of hundreds of units of housing both on base and off. The two major off-base housing sites
were Capehart (now The Reserve at Packer Park) and Passyunk Homes (now Siena Place). Within the past decade, more
than 400 units of market-rate housing have been built at The Reserve and 313 more units are planned at Siena Place.
Lower South has a healthy housing market that appeals to young families with stable incomes who seek a more suburban
lifestyle, with off-street parking and yards that are not commonly found in South Philadelphia. The 2010 census reported
that 60 percent of the homes in the district are owner-occupied, as compared to 54.1 percent citywide. Of those, 20
percent are owned without a mortgage which is reective of the long tenure of many homeowners. Between 2005 and
2011, more than 600 home sales were recorded. The average sales price was $374,000 and the median was $125,000.
Newly constructed homes generally sold at the higher end of the spectrum.
Single-story housing options, attractive to seniors, are limited in Lower South. As Packer Park and Southern Boulevard
residents grow older, many seniors want to stay in their community even though their homes may not meet their current
needs. According to the 2010 census, 20 percent of residents are 65 or older compared to 12 percent citywide.
There is one large potential site for new housing in Lower South that could provide both new suburban-style housing for
families and new housing choices for seniors, including continuing care options in a campus setting. This is the former
Naval Hospital site, west of the Nova Care Center, which is currently a surface parking lot used for sports complex
employee and overow parking. It is currently owned by the PIDC. Developing this site with housing would better
connect the Parker Park neighborhood to FDR Park, potentially provide neighborhood retail, and retain or attract new
residents.
The property was transferred to PIDC by the Navy as a part of the base closure and realignment process after the hospital
was vacated in 1993. In order to acquire the 49-acre property from Navy, the City submitted a reuse plan and agreement
that initially proposed reusing the site as hospital and nursing facility. However after detailed environmental and
structural analysis, the buildings were deemed too expensive to be reused and were demolished in 2001. Subsequently,
the City submitted a new reuse plan that called for rowhouse residential development and new open space opportunities.
In 2001, the NovaCare Rehabilitation complex was developed on the eastern end of the site. The remaining 25 acres are
fenced and have a landscaped buffer per an agreement between the Packer Park Civic Association and PIDC to separate
the residential areas from the parking lot. The surface lot provides parking that the City is contractually obligated to
provide to the sports complex operators.
Additional housing opportunities include the former Southern Home for Children site and vacant buildings at Holy Spirit
Roman Catholic Church on the 1800 block of Hartranft Street, which previously had a residential proposal for its convent
and parking lot. Both properties can take advantage of their close proximity to the BSL and FDR Park. As discussed in
further length on pages 30 and 32, the sports complex and the Navy Yard are long-range potential sites for additional
housing.
Goal 1.2:
Improve the quality and
diversity of new and
existing housing.
Philadelphia2035
Citywide Vision
The Reserve
Packer Park
Siena Place
Housing
Neighborhoods
THRIVE >
Recommendations
6. Provide a diversity of housing options in Lower South that meets the needs of seniors and reects existing
neighborhood density and design (see RENEW p. 54).
> Implementing Agencies: PCPC, Streets, OHCD, PIDC, private developers | CW Objective: 1.2.2
7. Plan for the development of hotels and extended-stay housing options in appropriate locations to meet the
needs of the sports complex and the Navy Yard.
> Implementing Agencies: PCPC, City Council, PIDC, private developers | CW Objective: 2.1.2
8. Complete a Phase 2 Environmental Analysis of the Naval Hospital site to remediate any contamination on-site
from the previous hospital use and make the site development-ready.
> Implementing Agencies: PIDC | CW Objective: 2.2.2
9. Release a request for qualications (RFQ) for the Naval Hospital site to test developer interest and market for
this site.
> Implementing Agencies: PIDC, PCPC, Community | CW Objective: 2.2.2
10. Encourage any development at the Naval Hospital site to provide street connectivity while mitigating sports
complex trafc, include parking for sports complex employees, preserve mature trees, provide stormwater
management, provide new housing and retail options, and be respectful of the existing community,
> Implementing Agencies: PIDC, PCPC, City Council, Streets, Community, sports complex operators | CW
Objective: 9.1.2
11. Rezone the Naval Hospital site to allow future residential use at an appropriate density.
> Implementing Agencies: PIDC, PCPC, City Council | CW Objective: 2.2.2
[See FOCUS AREAS p. 58]
Senior Citizen
Demographic Data
Citywide Lower South
Percentage of population 65+ 12.1% 20.0%
Future seniors (45 to 64) 23.4% 26.5%
Homeowner senior citizens 27.2% 35.4%
Households with retirement
income
15.7% 20.8%
Owner unit without mortgage 39.3% 44.7%
> Senior Citizen Demographic Analysis
The Philadelphia metropolitan region was ranked number 12 of the
50 best U.S. cities for seniors in 2011, with high marks for health
care, social environment, spiritual life, and transportation (Center
for a Secure Retirement, 2011). Demand for senior housing is high
throughout Philadelphia, with 1,500 seniors on the waiting list for
home modications through the Senior Housing Assistance Repair
Program (SHARP), according to the Ofce of Housing and Community
Developments Year 37 Consolidated Plan. Currently, senior housing
options are limited in Lower South but the need is especially great in
this district.
The three venues that comprise the sports complexCitizens Bank Park, Lincoln Financial Field, and the Wells Fargo
Centergenerate millions of visitors and vehicle trips each year. Venue capacities range from 20,000 to 68,000 and the
venues themselves directly employ between 1,000 and 3,000 people per event. Over 200 days a year, there are one or
more events at the sports complex, with approximately eight million visitors a year. This includes games hosted by the
four franchise sports teams, concerts, college games, international soccer matches, and other family friendly events.
This conuence of visitors and employees makes the sports complex a part of a metropolitan subcenter.
These venues have signicant economic impacts on the region in terms of wage taxes, sales taxes, parking revenues,
and other direct revenue sources. In addition to the direct benets from the events, there is great economic spin-off
potential from visitors. Many other cities have placed their sports venues downtown or in redeveloping districts to
take advantage of these economic benets. This has not been the case in Philadelphia. However, it is noteworthy that
Philadelphia is the only city or region with all four major sports franchises to have their venues colocated in the same
complex. This is made possible by the convergence of Philadelphias primary north-south and east-west highways, I-95
and I-76, and service by high-capacity xed-rail subway, the BSL.
XFINITY Live!, a restaurant and shopping complex scheduled to open in spring 2012, is the rst non-event venue to open
at the sports complex. It is the rst phase of a larger development of approximately 350,000 square feet that will include
a music performance space, additional restaurants and shops, and a 300-room hotel. This development will create an
attraction on non-event days and at times when the sports complex currently feels empty and underutilized. Any future
development will enhance the sports complex by providing a mix of attractions, utilizing shared parking, and creating
lively seven-day-a-week activity.
The sports complex is surrounded by over 21,000 surface parking spaces. The City of Philadelphia, which owns all the
land at the sports complex, is obligated through leases with the sports franchises to supply parking. As a part of the
agreement to construct new facilties for the Eagles and Phillies in the early 2000s, the teams fund the SCSSD (see
sidebar on facing page), which provides services and funds improvements to the surrounding areas.
The vast amounts of parking at the sports complex seem excessive when there are not major events, such as an Eagles
game, or multiple events on the same day. However, like malls during the holiday shopping season, the spaces are
necessary for these peak occasions to accommodate visitors and prevent parking from ooding nearby neighborhoods.
Without improved highway interchanges, better mass transit service, an improved pedestrian experience, and new
roadways (as recommended in CONNECT and RENEW), additional development at the sports complex is not feasible.
Structured parking is a longer-term solution to handle personal vehicles while making room for development sites.
However, the cost of structured parking is relatively expensive here due to poor soil conditions and a high water table.
Structured parking also requires more active management than surface parking and requires staggered usage to prevent
trafc bottlenecks.
The sports complex is zoned SP-STA, a master planning district like those used for university and hospital campuses that
allows for controlled, phased development. Using this zoning, the City and the sports franchises can create a thoughtful
development plan for the sports complex that provides amenities for both visitors and residents, connects well to
highways and transit, and creates a new, vibrant, and urban destination. As described in the neighborhood centers
section, page 26, SP-STA currently does not permit residential development and has clearly dened requirements and
agreements regarding parking. Uses for XFinity Live! are dened by the 2004 Spectum II Master Plan while the develpment
footprint and parking are controled by the 2009 Philly Live! master plan ammendment. Any new development or changes
in parking would require changes to the zoning district language, triggering additional public outreach and hearings.
Denition | Metropolitan
Subcenter
As dened by the Citywide Vision,
Philadelphias metropolitan subcen-
ter is comprised of the Philadelphia
Navy Yard, sports complex, and PHL.
Metropolitan subcenters are major
destinations that serve the entire
metropolitan area and offer a mix of
economic activities.
The Metropolitan
Subcenter:
1. Navy Yard
2. Sports Complex
3. PHL
Goal 2.1:
Support the growth of
economic centers.
Philadelphia2035
Citywide Vision
Metropolitan Subcenter: Sports Complex
Economic Development
THRIVE >
I-76
I-95
Recommendations
12. Encourage transit ridership by improving the pedestrian experience along Pattison Avenue by limiting
automobile/pedestrian conicts and enlivening Pattison Avenue from AT&T Station to 11th Street with
activities such as information booths, licensed vendors, and street entertainers.
> Implementing Agencies: SCSSD, Streets, City Council | CW Objective: 4.2.2, 9.2.2
13. Improve vehicular circulation through better trafc management, highway access improvements,
introducing a street grid, and improved mass transit service (see CONNECT, p. 38, and RENEW, p. 55).
> Implementing Agencies: Streets, PennDOT, PRPA, SEPTA, PATCO, PPD | CW Objective: 4.3.1
14. Support the full build-out of XFINITY Live! in a manner that enhances pedestrian and vehicular circulation
and provides a mix of shopping, restaurant, entertainment, and hotel uses.
> Implementing Agencies: PCPC, Commerce | CW Objective: 1.1.3
15. Encourage any additional development at the sports complex to be transit-oriented, provide structured
parking, hold the street lines of Pattison Avenue and Broad Street, and provide a mix of uses that appeal
to both visitors and residents.
> Implementing Agencies: PCPC,PIDC, sports complex operators, SCSSD, City Council, private
developers | CW Objective: 1.1.3
16. Identify and acquire new sites for sports complex parking, such as the current location of Jetro Cash &
Carry at 700 Pattison Avenue, as current surface parking lots near AT&T Station are developed.
> Implementing Agencies: PIDC, SCSSD | CW Objective: 2.1.2
17. Rene the language of the sports stadium zoning district to support the phased development of the sports
complex as recommended by this plan.
> Implementing Agencies: PCPC, City Council, sports complex operators, Community | CW
Objective: 1.1.3
18. Further study soils, water table, and costs for constructing structured parking at the sports complex to
allow for development while meeting parking demand and honoring the leases with the teams.
> Implementing Agencies: PCPC, SCSSD, Commerce, PIDC | CW Objective:1.1.3
19. Commission a market study to examine the nancial feasibility for hotels and residential development at
the sports complex.
> Implementing Agencies: PCPC, SCSSD, Commerce | CW Objective: 2.1.2
Municipal (JFK)
Stadium
The Spectrum
Veterans Stadium
Historic Entertainment Venues
in Lower South
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Drive-In
Philadelphia
Driving Park
Aquarama &
Stadium Theatre
Sesquicentennial
Exhibition Area
Toppi Stadium
Pattison
1890 1930
1926
1970 2010
Packer
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Denition | Sports Complex
Special Services District
The Sports Complex Special Ser-
vices District (SCSSD) is a nonprot
that serves households surrounding
the sports complex. The SCSSD was
established in 2002 and is funded
by an annual combined $1 million
contribution by Comcast-Spectacor,
the Philadelphia Phillies, and the
Philadelphia Eagles. The mission of
the SCSSD is to protect community
interests, improve neighborhood
quality of life, and promote efcient
operation of adjacent sports venues.
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With over 8,000 employees, the Navy Yard has transitioned from a U.S. Navy base and shipbuilding facility to include
a growing number of ofce and light industrial activities with six million square feet of occupied space in a campus-
style environment in addition to traditional shipbuiling and industral activities. Its large size, current success as an
employment center (115 companies and three Navy activities), and anticipated growth make it a part of Philadelphias
metropolitan subcenter.
Throughout its history, the location of the Navy Yard has worked to its advantage, allowing activities that could not
occur elsewhere. The subsequent construction of PHL, I-95, and the Port of Philadelphia has enhanced the Navy Yards
location.
The countrys rst naval shipyard was located in Philadelphia on the Delaware River near Washington Avenue. In 1801,
this Southwark site (at present day Columbus Boulevard and Washington Avenue) came under the U.S. Navys control.
During the Civil War, expanding Navy operations and a re made relocation necessary and the Navy Yard moved to its
current location at League Island. In 1995 the U.S. Navy ofcially closed the Philadelphia Navy Yard as an active military
base, turning the base over to the City of Philadelphia and its economic development agency, the PIDC.
In 2004 the Philadelphia Navy Yard Master Plan was released. It envisioned many of the developments seen today
including the adaptive reuse of historic buildings, an improved street network, construction of a corporate center, and
continued shipbuilding and industrial use on the western end. Unrealized recommendations include residential and
mixed-use development, extension of the BSL, and development of the East End.
The Navy Yard continues to grow with the expansion of current companies (Urban Outtters and Iroko Pharmaceuticals),
relocating companies (GlaxoSmithKline and Tasty Baking), and new enterprises (Greater Philadelphia Innovation Cluster).
The PRPA has acquired the East End for the Southport Expansion.
Navy Yard, ofce interior
Commerce
Center
Flex Buildings
Industrial
Historic Core
Corporate Center
Southport Expansion
Delaware River
Reserve
Basin
Navy Yard Districts
Metropolitan Subcenter: Navy Yard
Navy Yard, vista
THRIVE >
Recommendations
20. Update the Navy Yard Master Plan to reect recent development, sale of the East End to the PRPA for the
Southport expansion, and opportunities for future development, infrastructure, and environmental mitigation.
> Implementing Agencies: PIDC, SEPTA, PCPC | CW Objective: 2.1.2
21. Increase awareness through marketing and advertising of the Navy Yards assets including its public amenities,
development sites, green campus, and new projects.
> Implementing Agencies: PIDC, Commerce | CW Objective: 2.1.2
22. Improve transit access to the Navy Yard by increasing the frequency of and extending transit service, improving
Broad Street for pedestrian and bicycle access, and creating better access to southbound I-95 at Broad Street
(see CONNECT, p. 42).
> Implementing Agencies: PCPC, Streets, PennDOT, SEPTA, DVRPC | CW Objectives: 4.1.2, 4.2.2
23. Continue to renew and raise the image of the Navy Yard as a 24/7 location by improving and opening the
gateway at Broad Street, completing the waterfront trail, encouraging mixed-use development, and hosting
more events such as concerts, sporting leagues, and races, such as the Broad Street Run (see RENEW, p. 55 ).
> Implementing Agencies: PIDC, private organizations, Commerce | CW Objective:9.2.2
24. Resolve parcel and street ownership, right-of-way, and subdivision issues that remain from the time the Navy
Yard was a military base.
> Implementing Agencies: PIDC, Records, PCPC, PWD | CW Objective: 2.2.2
25. Work with FEMA and the Navy to resolve residential development issues by providing adequate evacuation
routes and removing deed restrictions regarding residential uses at the Navy Yard.
26. Attract more retail, restaurants, and personal services to the Navy Yard in order to serve its growing workforce,
hotel patrons, and potential residential community.
> Implementing Agencies: PIDC, private developers | CW Objective: 4.1.3
27. Expand municipal police and re service to meet the Navy Yards needs.
> Implementing Agencies: PIDC, PCPC, PPD, PFD | CW Objective: 1.1.1
28. Ensure that utility infrastructure is in good repair and meets the needs of current and future development (see
CONNECT, p. 46).
> Implementing Agencies: PIDC, GPIC, PECO, PGW | CW Objective: 5.1.4
Historical Navy Yard Photographs, courtesy of PhillyHistory.org, a project of the Philadelphia Department of Records
Navy Yard, UGI Company Plant, 1919 Navy Yard, sea dogs in storage, 1923 Navy Yard, 1969
Industrial Land: Port
The Lower South District has a long shoreline and is known for its maritime functions. Current port activities include
shipbuilding enterprises, Navy ship storage, container shipping along the Delaware River and tug, tanker, and barge
operations along the Schuylkill River.
Despite these activities, the city and region face hurdles in maintaining and expanding port uses. For cargo, ports in
Maryland, Virginia, and northern New Jersey have grown faster than local ports on the Delaware River. Other ports have
deeper channels for larger ships and some have more direct ocean and inland access. Investments in dredging, container
terminals, highway improvements, and freight rail infrastructure will make Philadelphias ports more competitive by
attracting more activity and creating efciencies.
Currently, the Philadelphia Regional Port Authority (PRPA) facilities in and near Lower South are growing. The Packer
Avenue Marine Terminal, Whiskey Yard, North Port and adjacent piers have experienced growth with deliveries of
containers. The PRPA recently purchased 120 acres of land at the Navy Yard (East End) for their Southport project.
Southport will be a container terminal developed in three phases. Each phase will include a new ship berth, cranes, and
container yard. Southport will also require the construction of a new access road that will be limited to port users for
security reasons. The Port Authority projects increases of at least 200 percent in container movements in this area over
the next ten years. This projection relies on an expanded port area, increased international freight volumes, congestion
at competing ports, and dredging of the Delaware River shipping channel.
The Aker Philadelphia Shipyard at the western end of the Navy Yard is also expected to have an increase in workers as
they have an agreement with the shipping subsidiary of Exxon Mobil to construct two oil product tankers. Port activity
on the Schuylkill may decrease with the sale and possible closure of Sunoco.
Denition | Freight Village
A Freight Village is an industrial
intermodal transportation hub where
distribution and logistical services
are provided to tenant rms and their
operations. Freight villages are typically
located on the outskirts of a city in
proximity to major highways, freight
rail lines, and airports. The intent is to
support an efcient and cost-effective
ow of freight through and into an urban
area while at the same time reducing
truck volumes on the regional highway
system.
Goal 2.2:
Target industrial lands
for continued growth and
development.
Philadelphia2035
Citywide Vision
Recommendations
29. Deepen the shipping channel of the Delaware River to 45 feet.
> Implementing Agencies: PRPA, Commonwealth, MDO | CW Objective: 4.4.2
30. Complete the new Norfolk Southern intermodal freight terminal.
> Implementing Agencies: DRPA, Norfolk Southern, DVRPC | CW Objective: 4.4.3
31. Provide secured access to the port by limiting access to the existing Delaware Avenue truck service lanes,
securing port entrances along Delaware Avenue while maintaining access to other private properties, and
encouraging port employees not to travel by personal vehicle to work.
> Implementing Agencies: Streets, PRPA, SEPTA, PATCO | CW Objective: 4.1.2
32. Improve circulation within, in, and out of the port by constructing a secured access road to Southport, improving
the intersection at Packer Avenue and Columbus Boulevard, and improving truck access to the I-95 Oregon
Avenue interchange (see CONNECT, p. 38).
> Implementing Agencies: Streets, PRPA, PennDOT | CW Objectives: 2.2.1, 4.3.1
33. Provide amenities for truckers and port employees including food and rest areas.
> Implementing Agencies: DVRPC, PIDC | CW Objective: 4.4.2
34. Ensure sufcient utilities, especially electric, and green infrastructure to support port growth (see CONNECT,
p. 46).
> Implementing Agencies: PECO, PWD, PRPA | CW Objective: 2.2.1
35. Repurpose obsolete nger piers to provide open space amenities to port employees and meet stormwater or
wetland mitigation needs.
> Implementing Agencies: PRPA, DRWC, PWD | CW Objective: 7.2.3
36. Revise the port area zoning map to reect existing and future land use.
> Implementing Agencies: PCPC, City Council | CW Objective: 2.2.1
Port activity
Photo courtesy of PRPA
THRIVE >
Industrial Land: Food Distribution Center Area
In the 1950s and 1960s, one the major planning and economic development initiatives in Philadelphia was to transform
an area of dumps into a modern food distribution center that would allow many businesses from Dock Street in
Society Hill to relocate to modern facilities. This move allowed the development of the Society Hill neighborhood and
specically, the construction of Society Hill Towers.
Today, the food distribution center (FDC) area is home to many privately owned and operated wholesale seafood, cash
and carry, and warehouse facilities. It stretches from Front to Darien Streets from I-76 to I-95, covering approximately
200 acres. In 2011, a new Philadelphia Wholesale Produce Market opened on Essington Avenue in Southwest
Philadelphia, replacing an aging facility at Galloway Street and Pattison Avenue with a state-of-the-art 20-acre facility.
Despite this move, occupancy remains high in the FDC area.
Close proximity to highways, the port, and freight lines, along with physical separation from residential areas, makes
this an excellent area for industrial distribution and warehousing. Also, these industrial users have different operating
hours than the sports complex, thereby reducing many trafc conicts and providing additional parking for events at
the sports complex.
Under the former zoning code this area had a limiting zoning designation, FDC, that limited uses to food distribution. In
the current code, the FDC category was eliminated and replaced by I-2, a general industrial zoning district that allows
a variety of industrial warehousing and distribution uses. This zoning change allows for the food distribution center to
adapt and welcome a more varied base of industries.
Recommendations
37. Improve highway access particularly at the I-76 Packer Avenue and I-95 Oregon Avenue interchanges to allow
easy movement of tractor trailers (see CONNECT, p. 38).
> Implementing Agencies: Streets, PennDOT, PRPA | CW Objectives: 4.3.1, 2.2.1
38. Coordinate with FDC area owners and parking operators on a shared parking strategy to handle the needs of
the sports complex.
> Implementing Agencies: SCSSD, MOTU, Streets, PIDC, PCPC | CW Objective: 2.1.2
39. Use streetscape, greening, and murals to create a welcoming transition from the industrial FDC area to the
sports complex.
> Implementing Agencies: SCSSD, PIDC, PWD | CW Objective: 4.1.3
40. Provide amenities for truckers and FDC area employees that meet their 24/7 needs for food and rest areas.
> Implementing Agencies: DVRPC, PIDC | CW Objective: 2.2.2
Dock Street, 1953 Society Hill Towers, 2012 Food Distribution Center, 2012 Wholesale Produce Market, 2012
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I-95
Sunoco Properties
Remediated Lands
Existing Structures
Riparian Buffer
THRIVE >
The Lower Schuylkill River Master Plan
is a more detailed economic develop-
ment study of industrial lands on both
sides of the Schuylkill River, including
those owned by Sunoco. The plan is
being led by the Philadelphia Industrial
Development Corporation and consul-
tant Chan Krieger. The master plan is
expected to be completed by late 2012.
Lower Schuylkill River
Master Plan
Industrial Land: Sunoco
Reneries have dominated the bank of the Schuylkill River in Lower South since the late 19th century. This site was
ideal because it was far from residences, downstream from the Waterworks, the Citys main drinking water supply,
and located on a river. For over 150 years Sunoco has been rening oil products on the Schuylkill. In September 2011,
Sunoco announced that its properties in both Marcus Hook and Philadelphia were for sale and that rening operations
would cease in July 2012 for the Philadelphia facility if no new owner/operator was found.
Sunoco employs approximately 750 full-time employees and 200 contractors at its Philadelphia reneries. Sunocos total
acreage on both sides of the Schuylkill is 1,440 acres, of which 1,010 acres is in the Lower South District. Over the past
few years, Sunoco has remediated several hundred acres of land at Girard Point and its North Yard.
Strong positive features on the Sunoco site include remediated lands, freight and highway access, existing specialized
infrastructure (including pipelines), and proximity to Center City, University City, and PHL. However, the Schuylkill River
itself may not be a major factor for attracting new industrial users as it is narrow and shallow. The Philadelphia Fire
Department does take advantage of Sunocos waterfront access as its only re boat and marine unit, Marine 23 is
located on Sunoco-owned land.
The Sunoco-owned land is likely to remain industrial though probably not under a single owner. This land is identied by
the Philadelphia Industrial Land Use Study and the Citywide Vision as prime industrial land that should be maintained
for industrial use. It is also a focus of the ongoing Lower Schuylkill Master Plan. Industrial use best ts this land
due to contamination issues, freight and other industrial infrastructure, limited site access, and large acreage that is
attractive to modern industrial users. Rening may continue to occur on portions of the property while the remediated
area may transition to more light manufacturing, distribution, or research and development uses. There may also be the
opportunity for adaptive reuse of some existing buildings, as has occurred at the Navy Yard.
Recommendations
41. Coordinate reuse and redevelopment of the Sunoco property with the Lower Schuylkill River Master Plan.
> Implementing Agencies: PIDC, PCPC, Commerce | CW Objective: 2.2.2
42. Reuse the Sunoco site for an array of modern industrial uses, such as research and development, advanced
manufacturing, warehousing and distribution, green industries, and petrochemical and energy production.
> Implementing Agencies: PIDC, Commerce | CW Objective: 2.2.1
43. Determine the need to relocate Marine 23, the Citys re boat and station that are located on Sunocos property,
to ensure continued marine re protection.
> Implementing Agencies: Sunoco, PFD, PIDC, Public Property | CW Objective: 3.3.1
44. Green the site though wetlands restoration, green infrastructure, stormwater management projects, and
riverfront buffers, where appropriate (see RENEW, p. 48).
> Implementing Agencies: PCPC, PWD, PIDC, Schuylkill Watershed Partnership | CW Objective: 7.2.3
45. Improve site accessibility, connectivity, and circulation through highway enhancements and a new internal
street network.
> Implementing Agencies: PIDC, Streets, PCPC, City Council | CW Objectives: 4.3.1, 9.1.1
46. Ensure continued environmental analysis and remediation of the site.
> Implementing Agencies: PIDC, Sunoco, DEP | CW Objective: 2.2.2
47. Study the potential adaptive reuse of buildings on-site to preserve our industrial heritage.
> Implementing Agencies: PIDC, PCPC, Historical Commission | CW Objective: 8.1.2
48. Maintain appropriate industrial zoning for the site.
> Implementing Agencies: PCPC, City Council, PIDC | CW Objective: 2.2.1
Sunoco Philadelphia Renery
Goal 4.3:
Provide a safe and efcient
road network that supports
planned land uses.
Philadelphia2035
Citywide Vision
I-95
I-76
The Lower South road network is dominated by interstate highways, industrial access roads, and wide local collector
streets. This network is a major benet to the district as it efciently moves visitors, employees, residents, and goods in
and out. However, a balance must be struck between convenient access and neighborhood safety.
Both I-95 and I-76 feature prominently in Lower South. I-76, as it approaches the Walt Whitman Bridge, cuts Lower
South off from the rest of the city. While the highways and their interchanges create signicant barriers, they also
provide major benets. The highway system allows the sports venues to be colocated and improves access for trucks,
industrial users, residents, and employees.
There are seven interchanges in Lower Southve for I-76 and two for I-95. There are also a number of on- and off-
ramps between the University City and Passyunk Avenue interchanges of I-76 that make that segment of the highway
complex and confusing. All of the interchanges could be improved to relieve congestion, have better signage, and
improve safety for motorists, bicyclists, and pedestrians. Four of the interchange areas, however, should be prioritized
for improvement:
1 I-76 at Penrose/Moyamensing/20th: The interchange causes this intersection to be extremely wide and
confusing in the heart of a residential and neighborhood commercial area.
2 I-76 at Packer and Darien: Without a westbound access ramp, this interchange places extra pressure on
the I-76 Broad Street interchange and contributes to sports complex congestion.
3 I-95 at Front and Oregon/I-76 Walt Whitman: Truck access is limited at this interchange, causing port
goods and trucks to divert onto Columbus Boulevard and other collector roads.
4 I-95 and Broad Street: This interchange has limited access from the Navy Yard.
Improved interchanges will allow further development by alleviating congestion, improving access, and creating a more
inviting and safe environment. PennDOT has scheduled the segment of I-95 from Oregon Avenue to PHL as the next
phase of its long-term, multiphase infrastructure initiative to improve and rebuild the 51 miles of I-95 in Pennsylvania;
however, actual major reconstruction of this segment will not begin for 10 to 15 years. In the meantime, smaller projects
Transportation
At grade section of I-76
1 2
4
3
Highways
Priority highway interchanges
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v
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CONNECT >
Recommendations
49. Enhance the sports complex trafc control plan for local and state police that allows for efcient trafc ow and
predictable routes.
Ensure that employees and visitors to the Navy Yard can use Broad Street to exit during events, as it is often
blocked by police.
Publicize trafc control measures on the SCSSD website.
Enhance the Standard Operating Procedure plans for the sports complex event scenarios and implement
improved Intelligent Transportation Systems such as message signs, camera surveillance, a trafc control
center, and better trafc signal coordination.
> Implementing Agencies: Streets, PennDOT, MOTU, PPD, SCSSD | CW Objective: 4.3.2
50. Coordinate transportation infrastructure modications with the Lower Schuylkill River Master Plan.
> Implementing Agencies: PIDC, PCPC, MOTU, PennDOT, Streets | CW Objective: 4.3.3
51. Study the needs and functionality of all I-76 ramps and interchanges from Grays Ferry Avenue to the Walt
Whitman Bridge.
> Implementing Agencies: Streets, PennDOT, DRPA, MOTU | CW Objectives: 4.3.3
52. Recongure the intersection of Penrose Avenue, 20th Street, and Moyamensing Avenue to be more pedestrian-
friendly with reduced travel lanes, curb extensions, and medians.
> Implementing Agencies: Streets, PennDOT, MOTU | CW Objectives: 4.3.4, 4.2.3
53. Add a westbound access ramp at the 7th Street and Packer Avenue I-76 interchange while maintaining a buffer
from the community and the highway.
> Implementing Agencies: Streets, PennDOT, MOTU, DRPA, SCSSD | CW Objective: 4.3.3
54. Recongure the intersection and the I-95 southbound access ramp at Broad Street to allow vehicles from the
Navy Yard to enter the ramp without a U-turn.
> Implementing Agencies: Streets, PennDOT, MOTU | CW Objective: 4.3.3
55. Coordinate with PennDOT in its next phase of reconstructing I-95.
Allow better truck access to the I-95 Oregon Avenue/I-76 Walt Whitman interchange by reconguring and
adding ramps that accommodate tractor trailers.
Encourage any redesign or additional ramps at the I-95 and Oregon/I-76 Walt Whitman interchange to
create direct access to industrial and port areas and avoid the busy Oregon Avenue commercial corridor
> Implementing Agencies: Streets, PennDOT, MOTU , PRPA, DRPA| CW Objective: 4.3.1, 4.4.2, 4.3.3
Oregon Avenue interchange
I-95 crossing the Schuylkill River at Girard
Point
Despite being a regionally signicant employment and entertainment destination, the Lower South District is difcult
to navigate other than by automobile. Many local roadways are wide, allow for higher speeds, and are inhospitable to
pedestrians and bicyclists. These roadways include Broad Street, Packer Avenue, 26th Street, Passyunk Avenue, Front
Street, and Pattison Avenue. High volumes of car trafc during sports complex events and during rush hours make the
need for alternative transportation modes all the more compelling. Facilitating more trips without cars and lowering VMT
would yield benets to the districts residents, employees, and visitors.
The Citys complete streets policy promotes pedestrian and bicycle safety and activity. Many of these roadways are
prime candidates for a redesign that balances the needs of all users. Lower Souths unique conuence of trafc-
generating attractions and employment centers also make contextual design all the more important. Some streets
are essential for easy movement of cars and trucks, while others should adapt to accommodate other modes. With
the proper infrastructure phased in over time, Lower South could gradually allow greater use of transit, walking, and
bicycles, therefore reducing the burden on its road network and improving air quality. In community surveys conducted
by the SCSSD, nearby residents have identied trafc calming and streetscape improvements as a high priority with
increased pedestrian-scale lighting, improved median and open space maintenance, and reduced vehicular speeding
particularly on Packer Avenue as goals.
Currently, FDR Park and the Navy Yard are bicycle-friendly in and of themselves, but bicycle infrastructure connecting
them back to the rest of Philadelphia is virtually nonexistent. Bike lanes on 20th Street are the only current infrastructure
that link to the robust and growing bicycle network in South Philadelphia. Pedestrian accommodations are similarly
lacking. Certain stretches of Pattison Avenue and Broad Street lack sidewalks, even near residential neighborhoods and
FDR Park, while crossings in and out of the sports complex remain problematic.
The rst phase of the Citys Pedestrian and Bicycle Plan recommended a side-path a raised trail parallel to the sidewalk
along the west side of Broad Street to create a safe connection in and out of the Navy Yard. This and other alternatives
are currently the subject of a more in-depth study underway by the Delaware Valley Regional Planning Commission. The
Philadelphia Streets Department is beginning to install sharrows (shared lanes for bicycle and vehicular use) on 10th,
13th, and 15th Streets to encourage cyclists to use these streets for north-south travel in and out of the district.
Complete Streets
Denition | Complete Street
Complete streets are roadways de-
signed to provide safe and comfortable
travel and designated right-of-way for
all users. On June 4, 2009, Mayor Nut-
ter signed an executive order that es-
tablished Philadelphia as the rst city in
Pennsylvania to have a complete streets
policy. The policy decrees that every City
agency should adopt complete streets
strategies to balance the needs of mul-
tiple users on city streets, with particular
attention to the health and safety of the
most vulnerable users.
Goal 4.2:
Balance the use of
roadways to ensure safe
and efcient travel by all
modes.
Philadelphia2035
Citywide Vision
Bike sharrow symbol in street
Transportation
Existing Bike Lane
Existing Sidepath
Proposed Bike Lane
Proposed Shared Lane
Proposed Sidepath
Proposed Contraow Lane
Broad St. Proposed Design Section
(opposite page)
CONNECT >
Recommendations
56. Prioritize redesign of Broad Street from Oregon Avenue to the Navy Yard using complete streets principles
including: completing sidewalks; pedestrian-scale lighting; improved landscape maintenance; and the sidepath
proposed in the Citys Pedestrian and Bicycle Plan to provide a grade-separated, safe route in and out of the
Navy Yard along Broad Street for employees and visitors.
> Implementing Agencies: Streets, SCSSD, Navy Yard/PIDC, DVRPC, MOTU | CW Objective: 4.2.2
57. Redesign Pattison Avenue west of Broad Street using complete streets principles so that it may complement
FDR Park and development at the Naval Hospital site.
> Implementing Agencies: Streets, DVRPC, MOTU, PPR, PIDC | CW Objectives: 4.2.3, 4.3.4
58. Reduce speeding and increase pedestrian safety on Packer Avenue and neighborhood streets by implementing
trafc calming strategies and complete streets principles.
> Implementing Agencies: Streets, SCSSD| CW Objectives: 4.2.3, 4.3.4
59. Improve bicycle connections between FDR Park and South Philadelphia neighborhoods, particularly connecting
to the existing 20th Street bicycle lanes.
> Implementing Agencies: Streets | CW Objectives: 4.2.2, 6.1.2
60. Install sharrows, signage, and other improvements along 10th and 13th Streets, establishing these streets as
primary cycling routes to and from the sports complex.
> Implementing Agencies: Streets, SCSSD | CW Objectives: 4.2.2, 4.2.3
61. Design and install a major bicycle parking facilities at the sports complex.
> Implementing Agencies: Streets, SCSSD, sports complex operators | CW Objective: 4.2.2
62. Commission an engineering study for possible bicycle and pedestrian improvements to the Passyunk Avenue
bridge to better connect South Philadelphia and Southwest Philadelphia.
> Implementing Agencies: Streets, MOTU, PennDOT| CW Objective: 4.2.2
63. Within the Navy Yard Master Plan update, incorporate pedestrian- and bicycle-only access, such as bridges over
the freight tracks, into the Navy Yard from FDR Park and the sports complex.
> Implementing Agencies: Navy Yard/PIDC, freight companies, MOTU | CW Objective: 4.2.2
64. Work with PIDC to ensure safe bicycle routes within the Navy Yard that provide access to the waterfront trail.
65. Coordinate with the Lower Schuylkill River Master Plan to identify safe bicycle access routes to planned
waterfront trails and the airport.
> Implementing Agencies: Streets, PIDC, PennDOT, PRPA, MOTU | CW Objective: 4.2.1
76 76
MEDIAN MEDIAN
SIDEWALK
ZONE
SIDEWALK
ZONE
CARTWAY CARTWAY
CARTWAY
12 10 10 5 15 12 12 12 12 12 12 12 18 12 12
300 RIGHT-OF-WAY
FDR
Park
Northbound Broad Street
Proposed Typical Broad Street Section, looking north, illustrating increased bicycle and pedestrian travel
Transportation
Transit: Bus
Lower South is served by several SEPTA bus routes that either terminate in the district or skirt its edges. FDR Park, Packer
Park, and the sports complex are served by Route 17, while Route G serves the food distribution center. Routes 23 and
68 use Packer Avenue and Geary Street to turn around or terminate their runs. The former Route C bus, which ran down
Broad Street, also terminated at Packer Avenue and Geary Street. Now the Route C has been replaced with two new bus
routes, Routes 16 and 4. The Route 16 services between the Cheltenham and Ogontz Loop and City Hall and the Route
4 services between 11th and Nedro (Fern Rock Transportation Center) and extends the former Route C service down to
AT&T Station (Broad Street and Pattison Avenue).
Only Route 71, a shuttle that runs from AT&T Station and loops through the Navy Yard, is completely contained within
Lower South. Route 71 is subsidized by the Navy Yard and operates on weekdays with service hours limited to the
workday. Urban Outtters also runs a private shuttle from AT&T Station to their ofces at the Navy Yard.
The Navy Yard is currently conducting a study of bus service needs. This study will evaluate a private shuttle connecting
to Center City, an internal loop using a private shuttle, and a SEPTA one-seat bus route from Center City. Extending
existing or creating new bus routes can encourage increased transit ridership, reduce the need for surface parking, and
potentially help justify longer-term xed-rail investments.
Goal 4.1:
Increase the use of transit
to reduce environmental
impacts and travel time.
Philadelphia2035
Citywide Vision
Recommendations
66. Provide an improved passenger experience and service by providing additional bus shelters and implementing
Transit First policies, which increase transit speeds by various methods including far-side stops and installing
signal prioritization technology.
> Implementing Agencies: SEPTA, Streets | CW Objectives 4.1.1
67. Provide Route 23 event day service to the sports complex similar to BSL Sports Express service.
> Implementing Agencies: SEPTA, SCSSD, sports complex operators | CW Objective: 4.1.2
68. Create a one-seat transit ride from Center City to the Navy Yard by extending an existing bus route, such as the
Route 17, on every other run.
> Implementing Agencies: SEPTA, Navy Yard/PIDC | CW Objective: 4.1.2
69. Implement the ndings of the PIDC Evaluation of Bus Service Needs at the Navy Yard study to provide better
transit service to and within the Navy Yard.
> Implementing Agencies: SEPTA, Navy Yard/PIDC, MOTU | CW Objectives: 4.1.2, 4.3.1
!
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37
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68
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17
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23
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4
BSL
DLR
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G
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G
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71
Existing and Proposed Transit Routes
Existing Route
Proposed Route Extension
AT&T Station
CONNECT >
Broad Street Subway at AT&T Station
Transit: Fixed Rail
Fixed-rail subway service in Lower South is currently provided by the BSL. Its southern terminus, AT&T Station, is located
within Lower South at Broad Street and Pattison Avenue. Additional xed-rail options are long range and include an
extension of the BSL to the Navy Yard, a light rail link to the Delaware Waterfront and the Market Frankford Line, and
connections to New Jersey from the Navy Yard to Gloucester and Camden Counties.
The BSL provides direct connections to the regional rail system, Market-Frankford Elevated Line, and PATCO High-Speed
Line. AT&T Station averages about 2,700 weekday, 2,600 Saturday, and 2,800 Sunday boardings. During sports events,
the Sports Express provides nonstop service from Center City to the sports complex. A local train can reach AT&T Station
from City Hall Station in about 11 minutes, while a sports express train makes the same trip in eight. AT&T Station is
unique because it has two levels of tracks and platforms. However, the lower level is not currently used because it is not
designed to handle large crowds.
The 2008 Broad Street Line Extension Feasibility Study recommended extending the BSL to the Navy Yard. The study
predicted daily ridership of between 5,000 and 8,000 passengers, depending on the number and placement of stations.
High-capacity, xed-rail service to the Navy Yard is crucial to future development. Without the BSL extension, the
Navy Yard becomes increasingly suburban with large parking areas, lower density development, and limited amenities.
Determining the fate of the BSL extension greatly impacts any update of the Navy Yard Master Plan.
The 2004 Stadium Area Transit Study recommended a light rail connection between the sports complex and Columbus
Boulevard. The 2010 Philadelphia Waterfront Transit Expansion Alternatives Analysis Study proposed a light rail line
connecting Frankford Avenue to Pier 70. Pier 70 is a major shopping destination located a mile north of the Walt
Whitman Bridge. A terminus here misses major ridership generators to the south including Columbus Commons (IKEA),
the port, the FDC area, and the sports complex (shown as DLR, Delaware River Light Rail on map on the previous page).
Recommendations
70. Improve Sports Express service by increasing the number of trains and making the schedule easier to nd.
> Implementing Agencies: SEPTA | CW Objectives: 4.1.1, 2.1.2
71. Alleviate congestion and crowding by opening all existing AT&T Station head houses and more sales booths
during events, while managing pedestrian movements.
> Implementing Agencies: SEPTA, SCSSD | CW Objective: 4.1.1
72. Renovate AT&T Station to make it ADA accessible and address potential use of the lower platform.
> Implementing Agencies: SEPTA | CW Objective: 4.1.1
73. Apply for federal transportation funding using ridership numbers from SEPTA bus extensions and Navy
Yard shuttle to advance the Broad Street Line (BSL) extension to the Navy Yardto fund engineering and soil
studies, ridership studies, and construction costs.
> Implementing Agencies: SEPTA, Navy Yard/PIDC, MOTU | CW Objective: 4.1.2
74. Encourage SEPTA, the Navy Yard/PIDC, and Navy Yard tenants to enter into a value capture agreement to
nance the BSL extension.
> Implementing Agencies: SEPTA, Navy Yard/PIDC, private businesses | CW Objective: 4.1.2
75. Coordinate with PATCO on a feasibility study of extending the proposed Columbus Boulevard light rail to serve
the port, FDC, the sports complex, and FDR Park.
> Implementing Agencies: PATCO, DRWC, PRPA, PIDC, DVRPC, SCSSD | CW Objective: 4.1.2
76. Seek long-term solutions to provide additional transit options for residents of South Jersey to connect to the
Navy Yard, sports complex, and Center City.
> Implementing Agencies: SEPTA, PATCO, DVRPC, Navy Yard/PIDC | CW Objective: 4.1.2
Denition | Value Capture
Value capture is a type of public nanc-
ing that allows the public sector to re-
coup all or part of the increase in private
property values directly resulting from
public infrastructure investments. In re-
sponse to a decrease in federal funding
appropriations, several value capture
mechanisms have been developed spe-
cically for funding new transit projects.
Private landowners within a dened
assessment district are taxed based on
their expected incremental gain in prop-
erty value from the completion of the
project. Funds are then used to nance
debt issued for the project.
Transportation
Philadelphia touts service by three Class I railroadsCSX, Norfolk Southern (NS), and Canadian Pacic (CPR). All three
operate in Lower South. Conrail, a partnership of CSX and NS, also operates in Lower South. The CSX Greenwich Rail
Yard and East Side Rail Yard are the main operating facilities. NS has delayed opening its Intermodal Container Terminal
as it focuses on ports and rail segments elsewhere. CPR carries low volumes and operates from the Greenwich Rail Yard
and a small terminal at the Navy Yard.
Freight volume could increase with growth in the regions population, greater port activity, a larger containerized cargo
and customer base, increased highway congestion, and higher diesel costs. Historically, the rail terminals in Lower South
handled large volumes of coal, grain, steel, chemicals, and nished products. Today car imports have been added to that
mix, but exports are minimal.
The 25th Street viaduct is the principal freight rail access to the Lower South freight rail/port complex. The viaduct is
structurally stable for freight use, but its concrete is crumbling causing major safety concerns for those traveling beneath
it and has a menacing appearance. Furthermore, it creates a major barrier between the Grays Ferry and Point Breeze
neighborhoods. Any alternatives to the 25th Street viaduct that would enable it to be torn down or repurposed are long-
term. This would require realigning the existing freight line to another adjacent line in South or Southwest Philadelphia,
which could impact SEPTAs current airport line route. Industrial redevelopment of the Sunoco property could also impact
the use of the 25th Street viaduct.
Freight Rail
Recommendations
77. Encourage NS to complete its Intermodal Container Terminal.
> Implementing Agencies: NS, PRPA, DVRPC | CW Objective: 4.4.3
78. Ensure adequate freight rail connections to existing port properties and the proposed Southport site to meet the
expected increase in containers.
> Implementing Agencies: NS, CSX, CPR, PRPA, DVRPC | CW Objective: 4.4.2
79. Accommodate double-stacked freight train access on all railroad tracks serving the port.
> Implementing Agencies: Streets, PennDOT, DVRPC, NS, CSX, CPR, Navy Yard/PIDC | CW Objectives:
4.4.2, 4.4.3
80. Coordinate freight needs with PIDCs Lower Schuylkill River Master Plan.
> Implementing Agencies: PIDC, PCPC, MOTU, NS, CSX, CPR | CW Objective: 4.3.1
81. Study long-term solutions to the 25th Street viaduct including repair and maintenance, rerouting freight from the
viaduct, creating new freight access to Lower South, and potential reuse or demolition of the viaduct.
> Implementing Agencies: MOTU, DVRPC, PIDC, NS, CSX, CPR | CW Objective: 3.1.3
CSX Greenwich Rail Yard
CONNECT >
East Side Rail Yard
CSX Greenwich Rail Yard
25th Street Viaduct
Transit: Ferry
The Stadium Area Transit Study, the Philadelphia Waterfront Transit Expansion Alternatives Analysis Study, and the
Broad Street Line Extension Feasibility Study all discussed creating mass transit connections to South Jersey. Currently
it takes one transfer, and often more, for employees or visitors from New Jersey to access Lower South via transit. This
makes transit an unattractive alternative for residents of New Jersey. Until the closure of the Navy Yard as an active
base, a ferry provided transportation between West Deptford, New Jersey, and the Navy Yard. Restoration of ferry
service may conrm demand for future xed-rail service to South Jersey that could provide better service to the Navy
Yard, sports complex, and Center City.
Recommendations
82. Utilize commute and transportation mode data of current employees of the Navy Yard to determine ferry
feasibility and possible ridership.
> Implementing Agencies: Navy Yard/PIDC, PATCO, DVRPC | CW Objective: 4.1.2, 6.2.2.
Proposed Port Facilities
Freight Rail Facilities
Conrail Shared Assets
(Operating Owner)
CSX (Operating Owner)
Freight Rail Lines
NS (Operating Owner)
Phila. Belt Line
(Nonoperating Owner)
PIDC
Sunoco
Existing Port Facilities
Utilities
Electricity
Providing adequate electricity is necessary to promote continued development in Lower South. When it was under the
operation of the U.S. Navy, the Navy Yard operated with separate utilities from the rest of the city. Today, the Navy Yards
water and gas service are provided by the City, but it still maintains a separate electric grid. The port area also is not fully
served by the Philadelphia Energy Company (PECO), the regional electric utility company, as this area was historically
used for dumps, storage, and Navy purposes.
At the Navy Yard, the separate electric grid is a unique opportunity for the Greater Philadelphia Innovation Cluster (GPIC)
for energy efcient buildings. GPIC was awarded $122 million from the U.S. Department of Energy to research energy
efciency, reduce carbon emissions of new and existing buildings, and to stimulate private investment and quality job
creation.
Currently, the Navy Yards electrical system can handle the needs of existing tenants. However at full build-out, this area
may need additional energy to ensure a steady power supply. The Navy Yards Energy Master Plan is currently underway
and is intended to ensure a steady electrical supply for several million square feet of new ofce, research, distribution,
and light manufacturing. Expanding the PECO grid is also important to the port, as the PRPA moves away from diesel
to electric powered cargo cranes at all their facilities, an automated security system is installed, and Southport is
developed.
There are also opportunities to generate electricity in Lower South. A solar array has been proposed for the west end
of the Navy Yard. As part of the Navy Yards Energy Master Plan, all forms of on-site distributed energy resources will
be considered, including renewables such as solar arrays and tenant contract options that can reduce electricity usage
during peak periods. The City recently installed 250kw solar panels at the Southeast Wastewater Treatment Plant.
Furthermore, the Eagles are planning to add alternative energy features to Lincoln Financial Field.
Recommendations
83. Support, publicize, and implement the work of GPIC and the other Department of Energy research initiatives
currently active at the Navy Yard.
> Implementing Agencies: Navy Yard/PIDC, MOTU, MOS | CW Objective: 5.1.1
84. Implement the Navy Yards Energy Master Plan.
> Implementing Agencies: Navy Yard/PIDC, MOTU, MOS, GPIC, PECO, private businesses | CW
Objective: 5.1.1
85. Extend the PECO grid to provide sufcient power to allow Southport expansion, an automated security system,
and electric powered cranes.
> Implementing Agencies: PECO, PRPA | CW Objective: 5.1.3
86. Evaluate the need for additional utility infrastructure to allow reuse of the Sunoco property.
> Implementing Agencies: PIDC, MOTU | CW Objective: 5.1.3
87. Promote alternative energy production in Lower South including wind, solar, and cogeneration.
> Implementing Agencies: PIDC, MOTU, MOS, GPIC, private businesses | CW Objectives: 5.1.3
Goal 5.1:
Provide environmentally
supportive, affordable, and
reliable utility service to all
customers.
Philadelphia2035
Citywide Vision
Lincoln Financial Field, rendering of
green energy infrastructure additions
Photo courtesy of the Philadelphia
Eagles
CONNECT >
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B
r
o
a
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7
t
h
I-95
I-76
Pattison
Terminal
Water
The residential areas of the Lower South District use a combined sewer system where sanitary wastewater from houses
and businesses enters the same pipes that carry stormwater. On dry days, the combined sewer ow is treated at the
Southeast Wastewater Treatment Plant. On storm days, some of the combined sewer may be released without treatment
directly into the Delaware or Schuylkill Rivers. Large swaths of Lower Souths industrial areas are noncontributing to the
sewer system as their stormwater either ows directly into the river or is conveyed by a private system.
The Southeast Wastewater Treatment Plant currently treats 91 million gallons of wastewater per day. It is the smallest
of the Citys three wastewater treatment plants. According to the FY 20122017 Capital Program, over $60 million has
been budgeted to improve wastewater treatment during wet weather and reduce combined sewer overows.
Stormwater management projects are the focus of the Philadelphia Water Departments (PWD) Green City, Clean
Waters initiative to meet federal standards. As a part of this initiative, PWD is identifying, evaluating, and implementing
Stormwater Management Enhancement Districts (SMEDs) throughout the city. SMEDs are geographic locations where
there is a concentration of opportunities for stormwater management via public and private investment.
The sports complex and FDC areas of the Lower South District have been identied by PWD as the very rst SMED. PWD
intends to manage the rst inch of runoff through green infrastructure and other stormwater management tools and
develop one or more signature projects with a high level of public exposure. Meanwhile, the Navy Yard is creating new
open spaces that in addition to providing recreation opportunities, will also manage stormwater that would otherwise
divert directly into the Delaware River.
Denition | Green Street
Green street projects capture rain and
melting snow (stormwater) from the
impervious street surface in an effort to
reduce combined sewer overows and
overall pollution of our citys waterways.
Tree trenches, stormwater planters, and
stormwater bump-outs are three types of
technologies that utilize landscaping to
manage stormwater runoff. Another type
of green street uses a pervious surface
that permits the immediate inltration of
stormwater.
Recommendations
88. Ensure adequate funding of the Southeast Wastewater Treatment Plant for both current maintenance and
upgrades to increase wet weather treatment capacity.
> Implementing Agencies: City Council, PCPC, Finance, PWD | CW Objective: 5.1.4
89. Identify areas for PWD stormwater management projects within public streets and rights-of-way, vacant lands,
parks, and other City-owned locations within the combined sewer system.
> Implementing Agencies: PCPC, PWD, Streets, PPR, Navy Yard/PIDC, PRPA, private businesses | CW
Objective: 7.2.3
90. Utilize the PWDs SMED program to transform the sports complex into a more pervious and green place with
a signature project that will beautify the area and educate the public about stormwater and the environment.
> Implementing Agencies: PCPC, City Council, SCSSD | CW Objective: 7.2.3
91. Ensure that new streets are green streets and utilize the roadway construction to bury utilities.
> Implementing Agencies: PCPC, Streets, PWD | CW Objective: 7.2.3
Southeast Wastewater Treatment Plant
Stormwater Management
Enhancement District
Potential green street
infrastructure
Proposed stormwater
management signature
project
PWD Stormwater Management Enhancement District
Open Space
Lower South has an extensive shoreline along both the Delaware and Schuylkill Rivers. However, public access is limited
due to intensive industrial uses. Waterfront industrial users such as Sunoco, the port, and shipbuilding companies limit
public access to ensure operations and security. Waterfront trail plans, therefore, have largely bypassed Lower South.
Lower Souths position at the conuence of Philadelphias two rivers makes waterfront trails an appealing long-term
aspiration, but current and projected future land uses present challenges for trail extensions. Inland alignments will be
necessary to complete the vision of a unied riverfront trail network.
The Schuylkill River Trail is planned to cross to the western bank of the Schuylkill around Wharton Street at the Grays
Ferry Crescent, while the Delaware River Trail ends at Pier 70 (the Walmart on Columbus Boulevard.) PIDC is currently
constructing a 1.3-mile segment of trail within the Navy Yard along the Delaware River. The Navy Yard greenway
will start at the ship basin park created by Urban Outtters and continue east along the Delaware to the site of the
proposed Southport expansion. The trail will be nished and open to the public by 2013, once seawall improvements are
completed by the U.S. Army Corps of Engineers.
Public demand and expectations for waterfront access have increased in recent years as waterfront-dependent industry
has declined and waterfronts across the world are redeveloped as parks and economic drivers. If certain industrial
sites change ownership and use in the coming years, the Schuylkill and Delaware riverfronts could become important
recreation, stormwater management, environmental remediation, and wildlife habitat sites, as well as important sites
for increased tree cover. Under the new zoning code, all new development is required to provide a 50-foot steam buffer
from any watercourse that contributes to the Citys surface drinking water sources. This new provision will greatly
enhance riparian buffers and provide long-term opportunities for waterfront access.
The existing tree canopy covers approximately six percent of the land in Lower South and needs to be drastically
increased in order to meet the tree canopy goals of the Department of Parks and Recreation.
Waterfront Access and Trails
Goal 6.1:
Complete, expand, and
connect watershed parks
and trails in the city and the
region.
Philadelphia2035
Citywide Vision
Recommendations
92. Increase waterfront access along the Lower Schuylkill as redevelopment occurs as appropriate.
> Implementing Agencies: City Council, PCPC, PIDC, SRDC, private property owners | CW Objective:
6.2.1
93. Ensure long-term access from Lower South neighborhoods to the waterfront through trail extensions, bicycle
connections, and an improved street network.
> Implementing Agencies: PIDC, SRDC, DRWC, PRPA, Streets private property owners | CW Objectives:
6.2.1, 9.1.1
94. Complete the Delaware River Trail through the Navy Yard in order to connect Lower South to the citywide trail
network.
> Implementing Agencies: PCPC, PIDC, DRWC | CW Objective: 6.1.2
95. Repurpose defunct nger piers at the port for wetland mitigation (see THRIVE, p. 34).
> Implementing Agencies: Port, DRWC, DVRPC | CW Objectives: 7.2.1, 7.2.2
96. Increase the tree cover in Lower South, especially along streets, surface parking lots, and in industrial areas.
> Implementing Agencies: PPR, PIDC, Streets | CW Objective: 7.3.1
RENEW >
Metropolitan Center
Lower South District
FDR Park
Fort Mifin
Bartrams
Garden
Fairmount
Park
Art
Museum
Penn Treaty
Park
Penns
Landing
D
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l
a
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a
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R
i
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N e w J e r s e y
N e w J e r s e y
I-95
I-76
I-95
I-76
I-76
I-676
Schuylkill River
Trail
MLK Drive Trail
Grays Ferry Crescent
58th St. Greenway
Navy Yard Trail
Ben Franklin
Bridge
Pine/Spruce St.
Bike Lanes
Delaware River Trail
Lower South Trail Connections
Open Space
Lower South has one major park and recreation amenity, FDR Park, at Broad Street and Pattison Avenue. FDR Park,
originally named League Island Park, was dedicated in 1914 and designed by the Olmsted Brothers, a renowned landscape
architecture rm that also designed New Yorks Central Park and Bostons Emerald Necklace. The Olmsted Brothers
tamed marshland and created scenic lakes, meadows, paths, and recreation areas. It was a massive engineering project
that also included the area now occupied by XFinity Live! and the Wells Fargo Center.
Today, FDR Park is both a regional and local attraction including a golf course, skateboard park, the American Swedish
Historical Museum, two lakes, historic structures, and sports elds. There are 15 tennis courts, seven softball/baseball
elds, and two playground facilities. Ashburn Field is sponsored by the Philadelphia Phillies and has a dedicated staff
for eld maintenance. The FDR golf course is a public, par 69 course that is considered a Florida-style design with
its incorporation of water features and short fairways. The former pool refreshment stand, which is now used as a
maintenance shed, and the former Police Department horse stable, which is vacant, are in fair to poor condition. Historic
preservation and reuse of these structures could provide long-term maintenance and revenue for the park.
FDR Park is also used for overow parking when there are two or more events at the sports complex. This parking is
sanctioned and managed on some event days which provides much needed revenue for the park, but parking management
and security is not always provided. Both the sanctioned and unsanctioned event parking creates maintenance issues
and conicts with park users.
FDR Park was chosen as the Fairmount Park Conservancys 2011 Greening the Neighborhood site, receiving $250,000
to improve the quality of the lakes with aerators and a skimming boat. The Fairmount Park Conservancy is a nonprot
organization that raises funds for the Philadelphia Parks and Recreation Department.
The only other public recreation site in Lower South is Whitman Fields. The elds are located on Packer Avenue at 6th
Street, owned by the Delaware River Port Authority.
The Navy Yard has been increasing the use of its public open space. Recently, the Philadelphia Orchestra held an outdoor
neighborhood concert here and the Philadelphia Sports and Social Club regularly uses its open space for recreational
activities. Conceptual design proposals have been reviewed for its newest park, Central Green, to be constructed in the
near future.
Denition | Public Facility
Public facilities are divided into two
categories: community-serving and
municipal support. Community-serving
facilities provide services to the public
and include libraries, playgrounds, and
museums. Municipal support facilities
support City government operations and
include administrative ofces, garages
and utilities, and are not generally
open to the public. Lower South has
six municipal support facilities and 15
community-serving facilities. These do
not include buildings at the Navy Yard.
Goal 6.3:
Expand access to
neighborhood parks and
recreation.
Philadelphia2035
Citywide Vision
Recommendations
97. Provide revenue-generating activities in FDR Park such as paddle boats, managed parking or parking permits,
and special events to help fund ongoing park maintenance.
98. Identify reuse opportunities for the historic structures in FDR Park such as concessions at the boathouse and
community and ofce space in other buildings.
> Implementing Agencies: PPR, SCSSD | CW Objective: 6.3.3, 8.1.1
99. Implement an event management plan for FDR Park that designates parking locations and ensures stafng.
> Implementing Agencies: PPR, SCSSD, Sports complex operators | CW Objective: 6.3.3
100. Evaluate use of the spaces under I-95 by incorporating green infrastructure that complements the skateboard
park, recreation, and stormwater management for the highway.
> Implementing Agencies: PPR, PWD| CW Objective: 7.2.3
101. Increase public awareness and use of public open spaces at the Navy Yard (see THRIVE, p. 32).
> Implementing Agencies: PPR, PIDC | CW Objectives: 6.2.1, 6.3.2
Crescent Park, Navy Yard
FDR Skatepark
RENEW >
PATTISON
B
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Olmstead Plan Footprint
PATTISON
B
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2
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T
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FDR
Park
Golf
Course
I-95
Sports
Complex
Not
Built
Olmstead Plan Footprint
PATTISON
B
R
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1
1
T
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2
0
T
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League Island
Park
Municipal
Stadium
Not
Built
Future concept vision of FDR Lake depicts revenue-generating uses such as a boat house cafe and paddle boat rentals, as well as an
aerator to improve water quality in the lake.
FDR Park, gondola on lagoon passing
japanese pavilion, 1926
Existing Boat House, 2011
1912
1926 1950
> Development of FDR Park
1912: The Olmsted Brothers began designing League Island Park. It anked
Broad Street with boundaries from 20th Street on the west to 11th Street on
the east.
1926: As a part of the Sesquicentennial Celebration, Municipal Stadium (later
renamed to JFK Stadium) was built on the eastern portion of the parkland,
reducing the size of the park signicantly.
1950: Over time, the park has lost 32 acres of land and 649 mature trees. In the
1950s a pool was added, and a golf course was created directly west of 20th
Street. The southern portion of the original park was lost with the construction
of I-95.
Historic Preservation
Cultural, Historic, and Architectural Resources
In Lower South there are two concentrated areas of historical and architectural resources, FDR Park, and the Navy Yards
historic core. In addition, the Navy Yard hosts a variety of festivals that are becoming part of Philadelphias cultural
traditions.
FDR Park is on both the National Register and the Philadelphia Register of Historic Places. The designation includes
both the landscape (the park itself) and some of its buildings. FDR Park has a signicant amount of architectural and
landscape design elements remaining from the 1912 Olmsted Brothers design of the park. A typical example of early
20th century landscape design, its picturesque natural setting has expansive elds, water features, and plantings that
separate discrete recreational activities. Structures from the Olmsted plan that exist today include the boathouse (1916),
several schist single-span bridges (1914), a gazebo (1914), and an arts and crafts-style guardhouse.
In 1926 FDR Park hosted the Sesquicentennial International Exposition. Exhibitors from around the world showcased
their goods and culture, a replica of Market Street circa 1776 was created, and numerous parades, shows, and events
were held. The new Municipal Stadium was built on the eastern portion of the site, which signicantly reduced the
parks size. Many buildings and pavilions were constructed for the event, including the 970 foot-long, 392 foot-wide
Palace of Liberal Arts and Manufactures. The American Swedish Historical Museum is the only building created for the
Sesquicentennial that is still standing. It was built as a permanent monument to Swedish contributions in the United
States.
In the 1940s the park was renamed in honor of President Franklin Delano Roosevelt. In the beginning of the 20th century,
the City considered the park the linchpin in its regional park system, but today it serves more as a district park for South
Philadelphia neighborhoods.
The Navy Yard is also listed on the National Register of Historic Places as the Philadelphia Naval Shipyard Historic
District. 233 buildings, 28 structures, and one object were listed in 1999 as contributing resources. Many signicant
works of architecture remain in good condition. The rst building constructed, the Civil Engineers Residence, or
Quarters A, dates back to 1874. Other wood-frame ofcers quarters followed in Victorian and Colonial revival styles.
Broad Street was extended to the Delaware River in the early 1870s and a rectangular street grid was introduced. Brick,
stone, and concrete buildings were numbered sequentially as they were built. Their styles range from Romanesque
Revival to Italianate, Georgian Revival, and Second Empire.
Wartime expansion between 1916 and 1919 determined much of the built environment as it exists today. Gradually, steel
framing, a new construction method, appeared in Navy Yard buildings for the rst time. Ship construction transitioned
to decommissioning and scrapping of obsolete ships. This refocusing of activities brought the lling of the back channel,
connecting the Navy Yard to the mainland. For the Sesquicentennial, streets and grounds were improved and a new
main gate and gatehouses were built. During the Navy Yards greatest expansion period through the 1930s and 1940s,
86 buildings were added including several eight-story warehouses and a chapel. Many of the buildings were designed
by Philadelphia architectural rms and not through the federal public works program.
The historic identity of the Navy Yard as a self-contained industrial city remains intact today. In 1994, a master plan was
created to guide the redevelopment of the 1,200-acre tract. Its physical separation from the rest of the city in terms of
infrastructure has allowed the area to become a leader in sustainable energy research and practice.
Recent annual events held on its grounds have quickly become part Philadelphias culture. Examples include the Broad
Street Run, Philly Craft Beer Festival, and the Philadelphia Vintage Base Ball Fair and Exposition. The Navy Yard has
quickly grown into a self-contained green city and remains a valuable cultural, historical, and architectural resource
for Philadelphia.
The exposition grounds covered about
1,000 acres.
Image courtesy of Fairmount Park
Archives.
Looking toward the main entrance.
Image courtesy of Fairmount Park
Archives.
Goal 8.1:
Support sensitive
development that
preserves and enhances
Philadelphias multifaceted
past.
Philadelphia2035
Citywide Vision
RENEW >
Olmsted Brothers Landscape Design Plan, 1912
Marconi Plaza
Broad Street as a
landscaped, tree-
lined boulevard
Grand, symmetrical
gateway into FDR Park
Grand,
symmetrical
gateway
into the
Navy Yard
Recreational
building fronting on
Pattison Avenue
Image courtesy of National Park Service, Frederick Law Olmsted
National Historic Site
Recommendations
102. Increase awareness of the design and history of FDR Park through interpretative signage and kiosks.
103. Designate American Swedish Historical Museums interior to the Philadelphia Register of Historic Places.
> Implementing Agencies: PHC | CW Objectives:8.1.1, 8.1.7
104. Ensure and promote that the adaptive reuse of historical buildings in FDR Park and the Navy Yard respects their
original architectural intent.
> Implementing Agencies: PHC, PIDC | CW Objectives: 8.1.1, 8.1.2
105. Study the historic value of buildings within Sunocos property for the purpose of potential historical designation
(see THRIVE, p. 37).
> Implementing Agencies: PHC | CW Objectives: 8.1.2, 8.2.1
106. Increase awareness of the Navy Yards history through public tours and hosting of large events for a regional
audience (see THRIVE, p. 32).
> Implementing Agencies: Greater Philadelphia Preservation Alliance | CW Objectives: 8.1.1, 8.2.1
American Swedish Historical Museum,
2011
Urban Outtters interior, 2011
Parkway Interpretative
Signage
ln 2007, interpretative signage was installed
along the Benjamin Franklin Parkway that
shares information about the institutions, public
sculpture, and the planning and design of the
historic boulevard itself. A similar project could
enhance the pedestrian experience at the FDR
Park gateway and within the park. The project
was completed by the Center City District in
partnership with the Parks and Recreation
Department and area stakeholders.
Public Realm
Urban Design
Denition | Public Realm
The Citywide Vision denes the public realm
as all of the spaces and places where
Philadelphians have shared encounters
each day.
Goal 9.2:
Elevate public demand for
good design in the public
realm.
Philadelphia2035
Citywide Vision
A well-designed public environment should encourage all types of chance encounters including streets, sidewalks,
parks, and plazas. A well-designed public environment creates places where we can come together and experience the
city. In Lower South, new streets and sidewalks are currently under construction, riverfront recreation trails are being
expanded, FDR Park has received a grant for physical improvements, and a plaza that includes theme restaurants for
sports fans is being built. These improvements are fostering a dynamic public realm within Lower South. Each of Lower
Souths distinct areas has its own development pattern:
The ports development pattern is designed to accommodate the movement of goods between the river and the rail
lines in the most efcient manner possible. The PRPA has proposed new access roads for Southport. Port functions are
generally off-limits to the public and therefore do not have a walkable development pattern.
FDR Park has evolved from a picturesque, passive park to include active recreation destinations. Although the park is
well used, it suffers from lack of connectivity to the rest of the city. Therefore, connections beyond the park into the
public realm, especially the street network, need improvement.
The neighborhoods have similar connectivity issues. The small pockets of residential blocks are very stable and have
walkable internal street networks, but are severed from adjacent areas by intervening highways, ramps, and industrial
uses.
The renery has had a consistent pattern of development for the last century. Recently, the future of oil rening has
become uncertain as Sunoco is seeking to sell its property and cease its operations in July 2012. Historically inaccessible
to the public, the renery has acted as a barrier for those wishing to access the Schuylkill River. Opportunities for public
access should be investigated when the land changes ownership.
The sports complex would benet the most from a walkable development pattern, yet the street grid disintegrates
at its perimeter. Currently, pedestrian connections to public transit are not reinforced through development patterns
along Pattison Avenue. Instead, four super-blocks contain acres of surface parking the surround the sports complex.
Streetscape features and pedestrian amenities are minimal within the sports complex and it lacks public spaces that
match the scale and grandeur of the sports venues. The design and orientation of both Citizens Bank Park and Lincoln
Financial Field take advantage of views of Center Citys skyline and have a visual identity that is strongly associated
with Philadelphia.
The Navy Yards historic core includes a well-scaled development pattern that is walkable and inviting and is
punctuated with engaging outdoor spaces. Although the Navy Yards palette of building materials is far different from
that of contemporary construction, the high level of workmanship evident in the building stock should be supported
in any new structures. The urban design principles that the historic core is patterned on, such as faade composition,
contextual design elements, and proportions of building wall height to open space, should be maintained as undeveloped
areas are improved.
Outside of the historic core, newly constructed buildings around the gateway crescent have incorporated open space
and a walkable street network into the site design. At the ceremonial gateway into the Navy Yard, buildings, street
alignment, and open space have been designed together to create a sense of arrival. Crescent Drive, League Island
Boulevard, and Diagonal Boulevard dene parcels for new ofce buildings that can reinforce the gateway through
architecture and design.
Broad Street loses denition south of I-76 and around the sports complex. Its walkable urban streetscape disintegrates
into a wide highway, complete with complex trafc interchanges, highway entrance ramps, and inappropriate suburban
development patterns. This suburban pattern has compromised Broad Streets physical identity as one of the citys
premier corridors. Its streetwall, distinctive throughout much of the city, is missing where strip malls have setbacks
for surface parking lots and where the sports complex parking lots ank the street. FDR Park also does not create much
pedestrian activity as few people walk to the park along Broad Street. Additionally, sidewalks are not continuous along
Broad Street in Lower South.
Lower South is characterized by grand
vistas and viewsheds
RENEW >
Urban Design
Recommendations
107. Create a street grid through the large parcels of the sports complex, the Naval Hospital site, and the Sunoco
property as the sites are developed (see THRIVE, p. 30, 26, 37).
> Implementing Agencies: PCPC, Streets | CW Objectives: 6.1.2, 9.1.1
108. Improve Terminal Avenue and extend 7th Street at the sports complex to help mitigate trafc congestion related
to events (see CONNECT, p. 38).
> Implementing Agencies: Streets, PennDOT, SCSSD | CW Objectives: 7.1.1, 7.2.3
109. Revise the Sports Stadium Master Plan District to include phasing, a street grid, streetscape standards, signage
standards, bulk and height requirements, parking requirements, and preservation of viewsheds (see THRIVE, p.
30).
> Implementing Agencies: PCPC, City Council, SCSSD | CW Objectives: 8.2.2,9.1.1, 9.1.2
110. Create a plaza or public space near AT&T Station that educates and celebrates Philadelphia, the environment
and stormwater management, can handle large amounts of transit riders without crowding, and matches the
grandeur of the sports venues (see THRIVE, p. 31).
> Implementing Agencies: City of Philadelphia, private developers, PWD | CW Objectives: 9.2.2, 9.2.3
111. Improve the gateways to the Navy Yard, sports complex, and community at major intersections and highway
interchanges such as Broad Street, Pennrose Avenue, 20th Street, and 10th Street.
> Implementing Agencies: PIDC, private developers | CW Objectives: 6.2.1, 9.2.2
112. Improve 20th Street connections to the larger trail and bicycle network to enhance pedestrian and bicycle access
to FDR Park (see CONNECT, p. 40).
> Implementing Agencies: Streets, PWD | CW Objectives: 6.3.2, 9.2.2
Recent efforts to improve gateways at the
Navy Yard
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Proposed Streets
Priority Proposed Streets
Pattison Ave
The Long-Term Vision recommendations are organized into three sections: Focus Areas, Future Land Use, and Zoning Recommendations.
Focus Areas are priority locations that have the potential to stimulate positive change for their larger context through redevelopment.
This section visualizes the recommendations from THRIVE, CONNECT, and RENEW for the priority locations, from short-, medium-
and long-time frame that will take more than ten years to implement. The Future Land Use section contains parcel-specic
recommendations and reects the long-term vision. Lastly, the Zoning Recommendation section proposes zoning map revisions that
either align zoning to current land use (corrective) or would enable desirable development in the future (zoning to advance the plan).
While the realization of the zoning to advance the plan recommendations are long-term, implementing both types of zoning map
revisions is a short-term task for the PCPC.
Focus Areas
Proposed Zoning Changes
Land Use Updates
Long-Term Vision
Philadelphia2035: Lower South District Plan
Naval Hospital
Focus Area
Sports Complex
Focus Area
Navy Yard
Focus Area
In each district plan, three planning focus
areas are studied. They each typically have the
following characteristics:

Focus areas could have underutilized land or
have an inappropriate zoning classication.
Therefore, focus areas have land use and/or
zoning recommendations in the plan.
Focus areas illustrate the written
recommendations from THRIVE, CONNECT,
and RENEW. They illustrate how individual
recommendations work together to
transform a place comprehensively.
Focus areas are catalysts for their larger
context. They are strategically located sites
with the potential to benet the entire
district, or even the city as a whole.
Reimagining these areas as more dynamic
economically, aesthetically, or functionally can
have a transformational effect. These long-term
visions provide inspiration and a framework as
smaller improvements occur incrementally.

58 | Naval Hospital Site
60 | Sports Complex
62 | Navy Yard
Future Land Use charts the long-term vision of
the types of development that should happen
within the district. The land use typically
addresses the following issues:
Future land use determinations reinforce
existing land-use that should continue into
the future. Many areas, such as residential
neighborhoods or commercial corridors,
function well and should continue.
Future land use sets long-term use for
vacant land. Technically, vacancy is a land
use, but not one that should continue. The
future land use prescribes what the future
use should be as those vacant parcels
return to active use.
Future land use sets the long-term vision
for new development. As the city grows,
the future land use determines where
those changes should be and what new
development should occur throughout the
city. For example, an obsolete industrial
parcel may be changed to commercial
development.
The future land use lays the foundation for any
development that should occur in the district,
as envisioned by the community through the
planning process. This foundation is the basis
for zoning recommendations and other tools to
implement that vision.

Zoning addresses the use, area, and bulk of a
property and is a tool to implement the future
land use for an area. Zoning changes typically
fall into one of two categories:
Corrective zoning is used when the
current land use and the zoning for the
parcel do not align. In order to ensure that
the land use remains and can function
without needing variances, the zoning is
changed to accommodate and nurture the
existing land use. Correcting the zoning also
ensures that incompatible uses cannot be
developed.
Zoning to advance the plan allows new
uses to be developed in an area that is
identied for land use change. While the
existing, legal land uses may remain, any
new development would have to follow
the zoning map revision. This allows the
gradual transition of an area to match the
long-term vision.
The rst big step to implement the vision for the
district is to ensure that the zoning allows the
type of development that the community and City
needs and desires.

> Focus Areas > Future Land Use > Zoning Recommendations
64 | Future Land Use Map 66 | Proposed Zoning
68 | Corrective Zoning
69 | Zoning to Advance the Plan
57 57 Framing Our Future
The Naval Hospital served the needs of civilian employees, military personnel, veterans, and their families
for over 50 years. When constructed, it was state-of-the-art but by the 1980s concerns about asbestos
and its inefcient room layout made the facility obsolete. The hospital was imploded on June 9, 2001. The
east side of the site became the Philadelphia Eagless practice eld and NovaCare Rehabilitation center.
The western side, currently a surface parking lot used for sports complex employee and overow parking,
is owned by the PIDC.
New housing options for seniors and neighborhood serving retail are proposed in this development
scenario, based on recommendations from the housing and neighborhood center sections of THRIVE. This
development scenario improves circulation and neighborhood connections to FDR Park by introducing the
street grid, consistent with recommendations from both CONNECT and RENEW. FDR Park has served both
as a major regional park and a support to the stadium. Striking balance between those two roles is key to
maintaining, funding, and respecting the environmental, recreational, and historical assets of FDR Park.
FDR Park is key to creating a complete neighborhood center as envisioned in THRIVE.
Short-Term Vision:
Analyze site for
potential development
Naval Hospital buildings and grounds, demolished 2001
Photo courtesy of the Athenaeum of Philadelphia
Context around Naval Hospital Site
A
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e
s
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t
o

o
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s
p
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Stadium District
A
ccess to transit
Strong neighborhoods
FDR Park
Access to
highways
N
aval Hospital Site
B
r
o
a
d

S
t
.
Pattison Ave.
Completing a Phase 2 Environmental
Analysis as well as releasing an RFQ,
would test market interest in the site. It
has the potential to host locally serving
commercial services as part of a residential
development scheme.
FOCUS AREA > Naval Hospital Site Vision
Medium-Term Vision:
Establish neighborhood
access to park amenities
Proposed street
for direct access to park
Naval Hospital
site
B
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S
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2
0
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S
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Pattison Ave.
1
8
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S
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.
Reserve Dr.
Hartranft St.
Long-Term Vision:
Provide a wider variety of
housing options and commercial
services for an aging population
American Swedish
Historical Museum
Boathouse
Barrier to the park;
these blocks have
no public access
FDR Park
Mixed-use
residential
Residential
Pattison Ave.
American Swedish
Historical Museum
NovaCare
Rehabilitation
Center
2
0
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S
t
.
Parking
A
B
B
A Approximate center of
adjacent neighborhood
B Access to the park is an
indirect route around the Naval
Hospital site (approximately a
12 -minute walk from point A)
Future vision of Pattison Avenue, looking east
A parking garage with ground
oor commercial space could
dene the street
Formalized vending space could
activate the sidewalk
Philadelphia is the only city or region with all four major sports franchises to have their venues colocated
in the same complex. This creates major circulation challenges especially on multiple-event days. Unlike
other cities where new sports venues have been located downtown or in revitalizing areas, Philadelphias
stadium glamour shots show seas of surface parking and the skyline in the distance. Parking is necessary
to the success of the sports complex, but limits the economic benets of being home to four major sports
franchises.
XFinity Live!, a restaurant and shopping complex, is the rst non sports-related venue to be built within
the Sports Stadium zoning district. The rst phase of XFinity Live! impacts parking only slightly as the
Spectrum was torn down to make room for this phase. The full development will impact parking greatly as
it includes approximately 350,000 square feet of shops, entertainment, restaurants, and a 300-room hotel.
This sports complex plan includes the total 350,000 square foot XFinity Live! proposal and shows how
any additional development at the sports complex can be designed in an efcient manner that considers
parking, transit, and vehicular circulation. This development scenario supports the sports complex as a
metropolitan subcenter and neighborhood center as recommended in THRIVE.
Infrastructure recommendations include new roadways that help disperse trafc and create better
connections to highways. Improvements are also proposed for the BSL and other transit routes in CONNECT.
Urban design recommendations including a street grid and a thoughtful public realm are also included
in this site study as described in RENEW. The SP-STA master plan zoning district is a crucial tool for
implementing the vision for the sports complex.
FOCUS AREA > Sports Complex Vision
Commercial
Structured Parking, replacing
surface lot parking
XFinity Live! Phase II
XFinity Live!
under Construction, 2011
Medium-Term Vision:
Create new streets
Short-Term Vision:
Energize existing public space
through programming
By extending the street grid
through the Sports Stadium
District, urban-scaled development
parcels are created and highway
access improved.
Citizens Bank Park
Wells Fargo Center
Lincoln Financial Field
Residential
Long-Term Vision:
Make the sports
complex a destination
beyond scheduled
events
XFinity Live!, together with mixed-
use development on the north
side of Pattison Avenue and along
Broad Street, will create a vibrant,
walkable sports complex transit-
oriented development.
Pattison A
ve. By encouraging licensed vendors,
music, and other sidewalk
activities along Pattison Avenue
between AT&T Station and the
sports venues, a grand promenade
and a sense of place will be
created.
Conceptual build-out of the sports complex
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Night market Philadelphia, 2011
Short-Term Vision:
Update the Navy Yard Master Plan
and the Broad Street Line Extension Study
The Navy Yard focus area shows transformation that has occurred since the U.S. Navy closed the base
as an active military facility and its continued redevelopment as a mixed-use district with 24/7 activity as
discussed in THRIVE. Careful planning and concentrated investment in infrastructure is crucial to fulll the
Navy Yards potential as a part of Philadelphias metropolitan subcenter.
Construction of the BSL extension, as detailed in CONNECT, will allow the Navy Yard to become a unique
urban campus by eliminating the need for large amounts of parking and encouraging greater density and
diversity of uses. The extension will give the Navy Yard an advantage over suburban business parks in
terms of access to labor.
Further expansion and connection of the Navy Yards parks and riverfront trail as recommended in THRIVE
will provide amenities not found in other ofce or industrial parks, or even downtown commercial ofce
districts.
The recommendations embodied in the Navy Yard focus area will create a vibrant, highly desirable campus
for companies that might otherwise seek to locate outside of Philadelphia.
Delaware River
Reserve
Basin
Langley Ave.
Improvements
Access Road
Improvements
Diagonal Blvd.
Improvements
1
2
3
4
5
6
Shipyard
Southport Expansion
Corporate
Center
Historic Core Commerce
Center Flex
Buildings
The 2004 Navy Yard Master Plan focuses on ve districts,
current planning only includes three.
FOCUS AREA > Navy Yard Vision
Conceptual build-out of the Navy Yard
Proposed New Development Adaptive Reuse Completed New Construction
Tasty Baking
Company
Reserve Basin
Delaware River
Aker
Southern
Gateway
Langley Ave.
(recongured)
Urban Outtters
Expansion
Future Hotel
Future Park
Future Restaurant
Trail
Expansion
Greater
Philadelphia
Innovation
Cluster
Long-Term Vision:
The Navy Yard becomes the premier regional hub for industrial, commercial, and energy research activities
Medium-Term Vision:
Complete projects under construction and near-term proposals
Delaware River recreation trail under
construction, spring 2011
Flex commerce buildings
GlaxoSmithKline building
Marriott Hotel
Central Green park
Urban Outtters expansion (adaptive reuse)
Delaware River recreation trail
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2
3
4
5
6
Port
Tasty Baking, new industrial building,
spring 2011
Ofce interior, 3 Crescent Drive, spring 2011
Recent construction at the Navy Yard:
These projects to be completed in the
near future are designed to follow the
master plan in terms of use and location.
Their early design schemes are consistent
with the Navy Yards high-quality built
environment and sustainable philosophy.
Broad St. Line Extension
with Navy Yard Station
Future Land Use
Over the next ten years, the Lower South District
is expected to experience both population and
employment growth. In order to accommodate
growth, vacant and underutilized land, such as
surface parking lots, will be redeveloped. The
future land use map reects those land use
changes.
Land use planning has evolved over time. Before
the practice of urban planning took hold and
before the automobile became widely used,
commercial districts and factories were built
near homes. Residents could walk to their jobs.
Clothing stores, butchers, and bakeries were
located a short walk from home. Following World
War II, planners sought to segregate land uses so
that residential development was isolated from
commercial and industrial areas. Seen as more
rational and better organized, this approach led
to the development of quiet residential areas
that were far removed from the congestion and
unsanitary conditions found in many commercial
districts. It also protected residential areas from
the truck trafc, noise, and pollution generated by
factories.
Beginning in the 1960s, new ideas began to
change the practice of land use planning. While
truck trafc and pollution were still seen as
detrimental to residential areas, mixing housing
with other uses was believed to have positive
impacts in terms of walkability, convenience,
neighborhood vitality, public safety, and health.
Today, planners use both mixed-use and more
traditional planning principles, depending on the
context.
A. Siena Place
Reect new residential development by changing
land use from vacant to medium-density
residential. 24 acres
B. Naval Hospital Site
Change the land use for the site to incorporate
residential with transportation/parking uses.
The majority of the site is shown as medium-
density residential reecting the land use of the
surrounding Packer Park neighborhood. A small
portion of the site will be devoted to mixed-use
and transportation uses. 25 acres
C. Sports Complex
Revise the land use from transportation/parking to
mixed-use to reect future phases of XFinity Live!
and additional TOD development. 24 acres
D. Navy Yard
Support the continued development of the Navy
Yards Commerce Center by changing the land use
from vacant to commercial business/professional.
97 acres
E. Southport
Designate the land use of the PRPAs Southport
project as transportation/port. 204 acres
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Future land use
Residential Low Density
Residential Medium Density
Residential Two-Family Attached
Commercial Consumer
Industrial
Civic/Institution
Transportation
Culture / Amusement
Active Recreation
Park / Open Space
Cemetery
Water
Vacant
Proposed areas for land use change
Proposed Zoning
The zoning of a parcel is analyzed to ensure that it
can implement the desired future land use. Zoning
is the primary tool to regulate land use (use),
where a building can locate on the property (area),
and building size (bulk). The zoning in most of the
district will remain since many of the uses within
the district are appropriate and should continue
into the future. In some areas, the zoning does
not match the existing and future land use and,
therefore, requires corrective zoning. Other areas
are targeted for long-term transition to new uses
and development, and require different zoning to
implement the vision for the district.
Places where a zoning change is proposed are
called out and detailed on the next pages.
Existing
Zoning
Proposed
Zoning
District Plan
Recommendation
Reason for
Rezoning
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1. Penrose Avenue Triangle ICMX, RSA-5, RM-1 RSA-5, RM-1,
CMX-2
Align zoning to existing land use
2. Southern Boulevard CMX-2, RM-1 RSA-5, SP-STA
3. CSX SP-OP-A I-2 or PI
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4. Naval Hospital Site SP-OP-A, RSA-5 RSA-5 LS11 Encourage new residential
development
5. Sports Stadium District SP-STA Sports
Stadium
Zoning code
language changes
LS17 Codify appropriate lease
agreement controls; Modify if
necessary to ensure future develop
is consistent with the sports
complex operators, community,
and city's vision of the district
> Two Reasons to Revise Zoning
Corrective Zoning
Matches zoning with existing land use.
The Lower South District has three areas where
the mismatch may cause unnecessary zoning
variances or certicates, or allow an inappropriate
use.
Zoning to advance the plan
Encourages new development and uses envisioned
by the community through the planning process.

The Lower South District has two areas where
this type of zoning recommendation applies; one
recommendation is a zoning map revision, while
the other proposes revisions to zoning code
language.
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1
2
3
4
5
Residential Single Family Detached RSD-1; RSD-2; RSD-3
Residential Single Family Attached RSA-1; RSA-2; RSA-3; RSA-4; RSA-5
Residential Multifamily RM-1; RM-2; RM-3; RM-4
Auto-Oriented Commercial CA-1; CA-2
Neighborhood Commercial Mixed-Use CMX-1; CMX-2; CMX2.5
Community/Center City Commercial Mixed-Use CMX-3; CMX-4
Light Industrial I-1
Medium Industrial I-2
Heavy Industrial I-3
Port Industrial I-P
Industrial Commercial Mixed-Use ICMX
Institutional Development SP-INS
Stadium SP-STA
Recreation SP-PO-A; SP-PO-P
Corrective Zoning
RM-1 ICMX RSA-5
SP-OP-A
RM-1
Packer Ave.
I-95
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Existing Zoning Existing Land Use Corrective Zoning
CMX-2
Corrective Zoning: Matches zoning with existing land use. The following page
details the corrective zoning proposed for the district.
RM-1 RSA-5 CMX-2
SP-STA RSA-5
I-2 or PI
The triangle of Penrose
Avenue, 20th Street, and
Pattison Avenue
This area includes apartments,
single-family homes, and
commercial businesses, but it
is currently zoned for a mix of
light industrial and multifamily
residential. Corrective action would
eliminate industrial zoning and
rezone the properties to appropriate
classications that reect their
current use.
1
The Southern Boulevard
neighborhood near Broad
and Geary Streets
The existing housing is single family
but is zoned RM-1, which allows
multifamily residential. In addition,
the raised berm that acts as the
barrier between the neighbors
and the sports complex is zoned
commercial. Corrective action would
rezone the residential properties to
RSA-5 and the berm to SP-STA.
2
The CSX-owned property
east of Broad Street,
between I-95 and the
Navy Yard
This land is freight railroad right-
of-way, but is currently zoned
recreation SP-OP-A, which is limited
to parkland under city, state, or
federal government jurisdiction that
must be actively used recreational
land. Corrective action would
rezone the land to an appropriate
industrial district.
3
Pattison Ave.
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Zoning to Advance the Plan
Existing Land Use Future Land Use Zoning to Advance the Plan
Sports Complex
As discussed throughout the plan, the sports complex has its own specic zoning district, SP-STA, which
is mapped only in this one location. The SP-STA District is a master plan zoning district that requires PCPC
or City Council approval of any changes to the approved master plan. The development and uses permitted
at the sports complex are additionally controlled by leases with several tenants in the district, which are
referenced in the zoning code but are not easily accessible by the public. Also, the adopted master plan
for the SP-STA District is a general sketch plan that does not detail existing and proposed buildings and
uses, as compared to other master plan districts such as the SP-INS Institutional District for universities
and hospital campuses,
This plan has a two-part recommendation to establish a unied framework for future land use planning,
development, and zoning decisions for the sports complex operators, the community, and the City:
1 Analyze of all existing regulations and lease agreements pertaining to the physical development of the
SP-STA District, including the Spectrum 2 Master Plan, the Addendum to Term Sheet Regarding Stadium
Uses and Scheduling, and Master Parking Operations Agreement to add detail to the master plan map so
that it reects all existing and previously proposed and approved developments and is consistent with the
standards achieved by other master plan districts. Codify the controls into the Zoning Code of the lease
agreements that are appropriate for the long-term development of the district.
2 Evaluate the updated SP-STA District to determine if any modications or additions are necessary
to allow the sports complex to develop in the future as envisioned by the sports complex operators,
community, and the City.
Both steps will require involvement of the sports complex operators, the community, and City ofcials.
As with any zoning map revision, zoning code language changes require a bill of City Council and public
hearings both at City Council and the PCPC.
1994 Master Plan
Zoning to Advance the Plan: Encourages new development and land uses
envisioned by the community through the planning process. The zoning to
advance the plan is based on the future land use map, not what exists today.
The following page details the zoning to advance the plan proposed for the
district.
RSA-5
The Spectrum 2 Master Plan map, which set the zoning
controls for XFinity Live!, showing the Spectrum and
Veterans Stadium
The Naval Hospital site
Half of this parcel is zoned SP-
OP-A open space and half is RSA-5
single-family rowhouse residential.
A zoning map revision to map the
entire site RSA-5 is recommended
since land is not actively used for
recreation but used for parking, and
the long-term vision for this site is
residential.
4
5
Zoning Districts: Land Use Classications:
Residential Low Density
Residential Medium Density
Residential Two-Family Attached
Commercial Consumer
Industrial
Civic/Institution
Transportation
Culture / Amusement
Active Recreation
Park / Open Space
Cemetery
Water
Vacant
Light Industrial
Medium Industrial
Industrial Commercial Mixed-Use
Institutional Development
Recreation
Residential Single Family Detached
Residential Single Family Attached
Residential Multi-Family
Auto-Oriented Commercial
Neighborhood Commercial Mixed-Use
Community/Center City Commercial Mixed-Use
MAKING IT HAPPEN
72 | Implementing the District Plan
71
> Zoning Map Revision Public Process
After the Lower South District Plan is adopted
by the PCPC, civic engagement will continue to
ensure that the zoning recommendations in this
plan are appropriate and implemented. The Lower
South District Plan Steering Committee (see p.
82 for a complete listing) will continue to meet
and additional public meetings will be held in the
district to discuss the zoning map revision process
and rene the recommendations.
The PCPC will use the district plans future land
use map and zoning recommendations to prepare
draft zoning maps and ordinances. After discussion
with the Steering Committee and input from public
meetings, the PCPC will make revisions to the
draft maps and ordinances and then submit nal
versions to City Council for introduction as a bill.
Both the PCPC and City Council will host public
hearings to discuss the zoning legislation. If
the bills pass Council, they will go to the Mayor
for approval. After the bill is enacted into law
with the Mayors signature, PCPC will change
the ofcial City zoning maps to reect the new
revisions.
Implementing the District Plan
> Zoning Map Revision Process
APPROVAL:
Ordinance
becomes law
and zoning map
changes are
enacted.
NO APPROVAL:
Zoning map
changes are
not enacted.
Recommendations
must be amended
and resubmitted.
Land use
recommendation
Proposed zoning
map changes
presented to
PCPC at monthly
meetings
PCPC
recommends
zoning map
revisions
PCPC makes
recommendations
to City Council
Ordinance voted on
by full Council
Notices posted
in community
and advertised in
newspapers. Public
comment period
begins
District plan
development
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> Making Proactive Investments with the
Citys Capital Program
The Capital Program is the Citys six-year
investment strategy for infrastructure and
facilities. The rst year of the six-year program
is known as the Capital Budget. Both the Capital
Budget and Capital Program are ordinances
enabling the City to spend funds on public
improvements.
The Capital Program plays an important role in
strategic planning for City government. It can be
an effective tool for aligning scarce resources with
the needs of Philadelphias diverse population and
its use of City facilities, and can aid in decision-
making about the future of those facilities. In
recent years, however, without the benet of
an up-to-date comprehensive plan, the Capital
Program has served as a reactive mechanism for
dealing with deferred maintenance and has had
little inuence on the planning of facilities based
on current and future needs.
The Citys last comprehensive look at public
facilities was in 1960. That analysis did not
anticipate the signicant population decline that
took place between 1960 and 2000, and created
a legacy of public facilities and infrastructure
built for a much larger 1960s-era population.
Recent population growth in Philadelphia has
not altered that legacy signicantly, but with our
new comprehensive plan, Philadelphia2035, the
City now has the means for making proactive
investment decisions. The PCPC, Department of
Public Property, and the Department of Finance
the agencies most involved in preparing the
Capital Budget and Programcan use the
recommendations of Philadelphia2035 as a
framework for future capital projects.
Each district plan identies opportunities for
improved delivery of city services through new,
renovated, and/or consolidated public facilities.
The annual Capital Program process, coordinated
by the PCPC, will help implement recommendations
for public facilities contained in the district plans.
Additionally, by Executive Order in summer 2011,
Mayor Nutter established the Mayors Task Force
on City facilities. Its charge is to develop over
two years specic recommendations for improving
the nancial efcacy of and delivery of services
by the Citys vast inventory of owned and leased
facilities. The PCPC is a member of the Task Force
and will ensure that its recommendations align
with those of Philadelphia2035.
Making it Happen
> Priority Recommendations for Lower South
LS XX (Lower South Recommendation Number) Zoning map revisions.
LS 17 Revise the SP-STA zoning district text and map.
LS 22, LS 55, LS 114 Extend Terminal Avenue and improve the I-95/Broad Street
interchange.
LS 8 Complete Phase II environmental assessment for the Naval Hospital site.
LS 9 Release an RFQ for the Naval Hospital site.
LS 20 Update the Navy Yard Master Plan.
LS 75 BSL extension alignment and engineering study.
> Priority Recommendations
In addition to the zoning map revision process,
implementation efforts include advancing priority
recommendations contained within the district
plan. PCPC will coordinate with relevant agencies
and organizations and help to facilitate the next
steps. The recommendations listed below were
identied as priorities because of factors such as:
master plans or feasibility studies indicate
need and strong public support,
zoning map revisions will facilitate
development,
availability of resources, and
multiphase planning or development
processes require initial studies.
The priority recommendations of the district
plans support the 73 objectives of the Citywide
Vision. (See Appendix for the complete list.) The
Citywide Vision establishes a 25-year framework
for growth, preservation, economic development,
public investment, and the overall form of the
city. PCPC is measuring progress on citywide
objectives. The annual progress report for
Philadelphia2035 will indicate how district plan
recommendations contribute to overall citywide
goals and objectives.
Extend Terminal Avenue and improve
the I-95/Broad Street interchange
Revise the SP-STA zoning
district text and map
Zoning Map Revisions
1
1
2
2
73
APPENDIX
76 | Summary of Public Meetings
78 | Citywide Vision Objectives
81 | Agency Names and Abbreviations
82 | Acknowledgments
75
The PCPC held three public meetings to solicit ideas, priorities, recommendations, and
feedback at various stages of the planning process. Each of these meetings was held within
the district. Since Lower South has destinations of citywide and regional importance, all
Philadelphians were encouraged to participate.
> First Community Meeting: Dening the
Context
At the rst public meeting, the district planning
process was introduced and existing conditions
were presented. The public participated in a
mapping exercise. The purpose of the exercise
was to have the public identify planning focus
areas by noting destinations, barriers, areas of
change, and areas of stability on a map. With over
70 participants, eight maps were created.
To identify areas of stability and change,
participants were asked to imagine Lower South
in ten years and identify what would stay the
same and what would change and how. Reaching
consensus was not a goal of the exercise.
Participants had varying views of planning focus
areas. For example, the Sunoco property was
viewed as both an area of change and an area
of stability. The sports complex appeared on
community maps as a destination, a barrier, an
area of change, and an area of stability. As the
district planning process continued, all of the
focus areas identied on the map were analyzed
and recommendations for them are a part of this
plan.
The map to the right shows the ve most
frequently indentied elements in each of the four
categories.
Destinations:
FDR Park
Sports complex
Navy Yard
Port
Shopping (outside of district)
Barriers:
Highways (including specic interchanges at
Oregon and Moyamensing Avenues)
The Broad Street Gate at the Navy Yard
Lack of roadway and transit access to the
Southport area
River access
Sports complex circulation
Areas of Stability:
FDR Park
Sports complex buildings
Residential neighborhoods
Sunoco-owned land
Port
Areas for change:
The Naval Hospital Site (proposed for new
residential that would extend the Packer Park
and Siena Place neighborhoods to FDR park)
The sports complex parking lots (more mixed-
use development like XFinity Live! with shops,
restaurants, hotels, and housing fronting
Broad Street and Pattison Avenue; transit-
oriented development at AT&T Station)
Sunoco-owned lands (new, clean industry
with waterfront recreational access along the
Schuylkill)
The Navy Yard and Southport (continued
employment growth spurred by new roadway
and transit access)
The food distribution center (new industries
as food distributors move to the new
Philadelphia Wholesale Produce Market in
Southwest Philadelphia.)
> Second Community Meeting: Scenario
Building
The second public meeting focused on
early recommendations in key areas. Draft
recommendations were presented for the sports
complex, Navy Yard, port and industrial areas, and
the neighborhoods. The public worked in small
groups to create scenarios. The scenario building
exercise allowed participants to discuss topics
that are seemingly opposite. The exercise helped
determine how these topics relate and aired
differing points of view.
Using X and Y axes and setting the two opposing
topics against each one, four potential situations
were possible. Three scenarios were discussed:
transportation funding (highways vs. mass
transit), development (residential vs. commercial/
entertainment), and waterfront access (industrial
vs. public access). For all three scenarios, the
majority of the small groups preferred a balance of
more transportation funding, more development,
and more waterfront access.
Summary of Public Meetings
Composite map from rst community meeting
Destinations
Barriers
Areas of Stability
Areas for Change
Navy Yard
B
r
o
a
d

S
t
.
> Final Open House: Recommendations
The nal public meeting was conducted in an open
house format. Participants could arrive at any
time during the meeting and view and comment
on graphics, maps, and draft recommendations.
Existing conditions, demographic projections,
public meeting summaries, planning focus areas,
recommendations from THRIVE, CONNECT,
and RENEW, and future land use and zoning
recommendations were presented at various
stations. Each station was staffed and public
comments were documented.
*
Preferred scenario from
community meeting
Summary of scenarios from second community meeting > Special Thanks
We would like to acknowledge the generosity of
our meeting hosts. Each venue donated or greatly
reduced their fees to allow for superb meeting
locations:
The American Swedish Historical Museum
Caroline Rossi
The Philadelphia Eagles Leonard Bonacci
The Philadelphia Phillies Mike Stiles and Lelia
Graham-Willis
Less Mass Transit
More Highway Improvements
Less Mass Transit
Less Highway Improvements
More Mass Transit
More Highway Improvements
More Mass Transit
Less Highway Improvements
*
Transportation
Less Industrial
More Public Access
*
Waterfronts
Less Industrial
Less Public Access
More Industrial
More Public Access
More Industrial
Less Public Access
*
Less Residential
More Commercial/
Entertainment
Development
*
More Residential
More Commercial/
Entertainment
Less Residential
Less Commercial/
Entertainment
More Residential
Less Commercial/
Entertainment
77 Appendix
THRIVE
Neighborhoods
Neighborhood Centers
1.1.1 Strengthen neighborhood centers by clustering community-serving public facilities.
1.1.2 Strengthen neighborhood centers by developing viable commercial corridors.
1.1.3 Strengthen neighborhood centers by promoting transit-oriented development around stations.
1.1.4 Provide convenient access to healthy food for all residents.
Housing
1.2.1 Stabilize and upgrade existing housing stock.
1.2.2 Ensure a wide mix of housing is available to residents of all income levels.
1.2.3 Promote new affordable housing development to strengthen existing neighborhood assets.
Metropolitan and Regional Centers
2.1.1 Support and promote Center City/University City as the primary economic center of the region.
2.1.2 Strengthen metropolitan subcenters.
2.1.3 Encourage the growth and development of both existing and emerging Regional Centers.
Industrial Land
2.2.1 Ensure an adequate supply and distribution of industrially zoned land.
2.2.2 Reposition former industrial sites for new users.
Institutions
2.3.1 Encourage institutional development and expansion through policy and careful consideration of land resources.
2.3.2 Create cooperative relationships between institutions and neighbors.
Cultural Economy
2.4.1 Maintain Philadelphias strong role in the national and international tourism market.
2.4.2 Provide ample resources to cultural institutions to enrich the citys quality of life.
Land Management
Vacant Land & Structures
3.1.1 Centralize land management in a single City agency to track and dispose of surplus land and structures
and return publicly owned vacant parcels to taxable status.
3.1.2 Prevent abandonment of land and structures.
3.1.3 Reuse vacant land structures in innovative ways.
Land Suitability
3.2.1 Use topography to direct land development.
Municipal Support Facilities
3.3.1 Reduce expenditures for municipal support facilities.
Citywide Vision Objectives
*
CONNECT
Transportation
Transit
4.1.1 Invest in existing infrastructure to improve service and attract riders.
4.1.2 Extend and introduce new technological advances to the transit network to serve new markets.
4.1.3 Coordinate land use decisions with existing and planned transit assets to increase transportation choices; decrease reliance on
automobiles; increase access to jobs, goods, and services; and maximize the economic, environmental, and public health benets of transit.
Complete Streets
4.2.1 Implement a complete streets policy to ensure that the right-of-way will provide safe access for all users.
4.2.2 Expand on- and off-street networks serving pedestrians and bicyclists.
4.2.3 Improve safety for pedestrians and bicyclists and reduce pedestrian and bicycle crashes.
Streets and Highways
4.3.1 Upgrade and modernize existing streets, bridges, and trafc-control infrastructure to ensure a high level of reliability and safety.
4.3.2 Control automobile congestion through trafc management and planning.
4.3.3 Improve highway access for goods movement.
4.3.4 Improve pedestrian connections across major rights-of-way.
Airports, Seaports, and Freight Rail
4.4.1 Strengthen the airports global and local connections.
4.4.2 Elevate the competitive position of Philadelphia ports on the Eastern Seaboard.
4.4.3 Modernize freight rail assets to ensure efcient goods movement to and through Philadelphia.
Utilities
Consumption, Capacity, and Condition
5.1.1 Reduce electric, gas, and water consumption to reduce nancial and environmental costs.
5.1.2 Ensure adequate utility capacity to serve customers.
5.1.3 Modernize and bring the condition of existing utility infrastructure to a state of good repair.
Broadband Infrastructure
5.2.1 Prepare a long-term plan for maintenance and use of City-owned broadband infrastructure and wireless assets.
5.2.2 Expand affordable access to broadband and promote digital literacy programs among low-income populations.
5.2.3 Encourage technical innovation and recruitment of high-tech businesses.
RENEW
Open Space
Watershed Parks and Trails
6.1.1 Create a citywide trails master plan to coordinate the planning and construction of trail systems within Philadelphia.
6.1.2 Create a corridor network that connects parks, neighborhoods, and trails citywide.
6.1.3 Connect citywide parks to the existing protected natural areas of the regional green-space network.
Waterfronts
6.2.1 Improve and increase waterfront recreation opportunities.
6.2.2 Expand use of rivers for passenger transportation.
79 Appendix
6.3.1 Ensure that all Philadelphians live within a 10-minute walk of a neighborhood park or a recreation center.
6.3.2 Connect neighborhood parks and trails to neighborhood centers and major public facilities.
6.3.3 Ensure proper maintenance and vibrancy of parks and recreation facilities.
Environmental Resources
Air Quality
7.1.1 Reduce overall and per capita contributions to air pollution.
7.1.2 Reduce overall and per capita greenhouse gas emissions by 45 percent by 2035.
7.1.3 Reduce air temperature during the warm season in the city.
Water Quality
7.2.1 Improve the quality of city and regional water sources.
7.2.2 Restore and create urban stream banks and tidal wetlands along watersheds.
7.2.3 Support stormwater regulations set by the Philadelphia Water Department to capture stormwater on-site and reduce ooding damage.
Tree Cover
7.3.1 Increase the overall tree canopy across the city to 30 percent.
7.3.2 Enhance the citys forests to create a total of 7,200 acres.
7.3.3 Support tree planting and stewardship within the city.
Historic Preservation
Cultural, Architectural, and Historic Resources
8.1.1 Preserve culturally, historically, and architecturally signicant buildings, sites, structures, and districts.
8.1.2 Rehabilitate abandoned industrial infrastructure for new uses and reuse industrial buildings to create new neighborhood anchors.
8.1.3 Preserve and reuse all at risk historic anchor buildings, commercial corridor buildings, and districts elements.
8.1.4 Protect archeological sites.
8.1.5 Ensure maintenance and management of cemeteries and religious properties.
8.1.6 Preserve historically signicant viewsheds and landscapes.
8.1.7 Preserve cultural and ethnic traditions, places, and resources.
Heritage Tourism
8.2.1 Create new and enhance existing tourism programs based on various cultural experiences unique to Philadelphia.
8.2.2 Demonstrate sustainability practices in visitor activities and facilities.
Public Realm
Development Patterns
9.1.1 Preserve the walkable scale of the city.
9.1.2 Ensure that new development reinforces the urban scale.
Urban Design
9.2.1 Apply sound design principles to guide development across the city.
9.2.2 Create welcoming, well-designed public spaces, gateways, and corridors.
9.2.3 Link public art with major capital initiatives.
9.2.4 Ensure maintenance and protection of public works of art.
As noted in the Framing Our Future sections, the goals and objectives found in
Philadelphia2035 will be accomplished with the partnership of various agencies and
organizations. Below is a listing of organizations and government agencies at the federal,
state, regional, and local level that will play a role in the implementation of the Citywide
Vision.
Full Name Abbreviation
Federal Agencies
Federal Aviation Administration FAA
Federal Emergency Management Agency FEMA
U.S. Environmental Protection Agency USEPA
State Agencies
Pennsylvania Department of Environmental Protection PADEP
Pennsylvania Department of Transportation PennDOT
Pennsylvania Historical and Museum Commission PHMC
Pennsylvania Public Utility Commission PAPUC
Regional Agencies
Delaware River Port Authority DRPA
Delaware Valley Regional Planning Commission DVRPC
Greater Philadelphia Innovation Cluster GPIC
Philadelphia Regional Port Authority PRPA
Port Authority Transit Corporation PATCO
Southeastern Pennsylvania Transportation Authority SEPTA
Other Agencies
Delaware River Waterfront Corporation DRWC
Sports Complex Special Services District SCSSD
Agency Names and Abbreviations
Full Name Abbreviation
City Agencies
Board of Revision of Taxes BRT
Department of Public Property DPP
Free Library of Philadelphia Library
International Visitors Council of Philadelphia IVC
Managing Directors Office MDO
Mayors Office of Sustainability MOS
Mayors Office of Transportation and Utilities MOTU
Mayors Office of Education MOE
Office of Budget and Program Evaluation Budget
Office of the Director of Finance Finance
Office of Fleet Management Fleet
Office of Housing and Community Development OHCD
Office of Property Assessment OPA
Office of Supportive Housing OSH
Philadelphia City Planning Commission PCPC
Philadelphia Department of Commerce Commerce
Philadelphia Department of Records DOR
Philadelphia Energy Company PECO
Philadelphia Fire Department PFD
Philadelphia Gas Works PGW
Philadelphia Historical Commission PHC
Philadelphia Housing Authority PHA
Philadelphia International Airport PHL
Philadelphia Industrial Development Corporation PIDC
Philadelphia Parks and Recreation Department PPR
Philadelphia Redevelopment Authority (formerly known PRA
as The Redevelopment Authority of Philadelphia; RDA)
Philadelphia Police Department PPD
Philadelphia Streets Department Streets
Philadelphia Water Department PWD
81 Appendix
> Lower South District Planning Team
> Steering Committee
Jennifer Barr, Project Manager
C. Beige Berryman, AICP
Paula Brumbelow, AICP
David Fecteau, AICP
David Ortiz, AICP
Clint Randall, Healthy Communities Coordinator
Mark Wheeler, GISP
Matt Wysong, AICP
Walker Allen, DVRPC
Leonard Bonacci, Director of Event Operations, Philadelphia Eagles
Barbara Capozzi, President, Packer Park Civic Association,
Community Director, District 2, SCSSD
Rich Cedrone, South Philadelphia Communities Civic Association
Judy Cerrone, President, Stadium Community Council, Inc.,
Community Director, District 1, SCSSD,
Vice President, Executive Board, SCSSD
Mark Chalupa, Forgotten Bottom Association
Byron Comati, SEPTA
Philip Fortuna, Stadium Community Council, Inc.
Jon Furey, Broad Street West Civic Association
John Gattuso, Liberty Property Trust
Bill Goetz, Government Relations, CSX
Robert Gormley, Grays Ferry Community Council
George Gunning, Marconi Area Residents Civic Organization
Virginia Hart, Senior Real Estate Agent, Sunoco
Lori Hayes, Operations Manager, PPR
Jody Holton, SEPTA
Matt Homan, Comcast-Spectacor (Global Spectrum)
Shawn Jalosinski, Executive Director, SCSSD
Kate McNamara, PIDC
Loretta Mitsos-Panvini, Community Director, District 3, SCSSD
Jessica Noon, PWD
Ted Scairato, Community Director, District 4, SCSSD
Karen Small, 2nd Councilmanic District
Mark Kapczynski, President, Whitman Council
Mike Stiles, Senior Vice President, Philadelphia Phillies
Nicholas Walsh, Director, Strategic Planning and Development,
PRPA
Carmen Zappile, PIDC/Navy Yard
Acknowledgments
> Philadelphia City Planning Commission
> City of Philadelphia
Honorable Michael A. Nutter, Mayor
Alan Greenberger, FAIA, Deputy Mayor for Economic Development
Alan Greenberger, FAIA, Chairman
Joseph Syrnick, Vice Chairman
Rob Dubow
Gary J. Jastrzab, Executive Director
Eva Gladstein, Deputy Executive Director
Danielle DiLeo Kim, Director, Special Projects
William Kramer, Director, Development Planning Division
Richard Redding, Director, Community Planning Division
R. David Schaaf, RA, Director, Urban Design Division
Alan Urek, AICP, Director, Strategic Planning and Policy Division
Patrick J. Eiding
Bernard Lee, Esq.
Elizabeth K. Miller
Richard Negrin
Nilda Iris Ruiz, MBA
Nancy Rogo Trainer, AIA, AICP
PCPC
Philadelphia2035 is supported, in part, with funds granted from The William Penn Foundation to
The Fund for Philadelphia, Inc.
This document was printed on FSC-certied paper using soy inks.
Philadelphia City Planning Commission
1515 Arch Street, 13th Floor
Philadelphia, PA 19102
215.683.4615
www.philaplanning.org
www.phila2035.org
March 2012
PHILADELPHIA CITY PLANNING COMMISSION

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