Sept. 25

By Kellie Patrick Gates
For PlanPhilly

       City officials expect to soon receive plans detailing what Foxwoods Casino would look like if it moves to The Gallery at Market East.
       "I think we'll see something by the end of next week," Terry Gillen, senior adviser to Mayor Michael Nutter for economic development, said Thursday morning. Gillen was also clearly pleased with a letter the city received last week from the Design Advocacy Group in support of relocation to the Gallery.
       DAG is an organization of architects, planners, preservationists, builders, and others whose mission is to promote design excellence in the region. "A big design group has weighed in that this is a good move. We're happy about that," Gillen said.
       DAG's letter, which was approved by the roughly 20-member steering committee and dated five days after Foxwoods announced it was considering The Gallery - states that the location is advantageous because it is very well served by public transportation and is close to existing hotels, shops and restaurants.  DAG also wrote that both the site and the casino design must be thoroughly reviewed in an open process.
       "We really do welcome this. This is a remarkable option for the city," said DAG vice chairman David Brownlee in a phone interview this afternoon.
       But he and fellow vice chairmen George L. Claflen Jr., who was also part of the phone call, said while their organization has endorsed the site, much hinges on the design. DAG has invited Foxwoods' developers to a design review.  They haven't heard back.
     "We are expecting to have preliminary sketches to show the city for discussion purposes only in the next few days," Foxwood spokeswoman Maureen Garrity said in an email. Foxwoods is "at least a few weeks" away from unveiling more detailed renderings, she said.
     The developments are the latest in a series of events that began in July when a contingent of state legislators said they had joined forces to get both casinos to move. The next day, Gov. Ed Rendell joined the cause - he said there had been a change in political climate in the city, and the casinos would go up faster if they changed locations. Mayor Michael Nutter, the governor and some state legislators announced in late August that Foxwoods was considering alternative locations. The group announced The Gallery site at a Sept. 10 press conference.
       Since that announcement, city representatives and Councilman Frank DiCicco's office have worked on planning and zoning issues related to the move. They have also been meeting with neighborhood organizations that represent residents near the proposed new site, including Chinatown and Washington Square West.
       Gillen said the various community groups are "in different stages" of trying to figure out what Foxwoods at The Gallery would mean to them.  "The groups want to know that they can weigh in, and that this is not a done deal," Gillen said.
       It's not a done deal, she said. "We're very much in the early stages of figuring this out."
       Helen Gym, a board member of Asian Americans United, remains as frustrated and disappointed as she was the day of the public announcement - which was also the day that Gym found out a casino might be moving to her neighborhood.
       Of course she wants to see the plans, she said, but no matter what the casino they depict looks like, Gym said AAU won't give its support unless the process comes to a halt while studies are done to determine the impact a casino would have on the neighborhood and the city.
       "They were willing to do it for the waterfront," she said, referring to The Central Delaware Plan, which was developed by PennPraxis after more than a year of community and expert input. "It's hard to imagine they would settle for less for the very heart of Philadelphia."
       Gym said she knows the city will do some studies, and has heard that a social impact study has begun, but her organization has not been contacted regarding it. Asian Americans United is concerned about gambling addiction - Gym said studies have shown that Asian Americans are more prone to become addicted than other ethnic groups.
       The city is not doing a social impact study, Gillen said, but the Department of Behavioral Health is researching the question of gaming addiction in various ethnic groups. "The mayor asked them to think about what kind of program we might need to put in place, and do we have to pay particular attention to certain ethnic groups because of a move to the Gallery," Gillen said.
       The studies on Asians and gambling addiction that the department has seen show mixed conclusions, Gillen said - some say there is a correlation, others do not.
       The Department of Behavioral Health also convened a committee on Asian American health issues - including behavioral health issues - two years ago. The committee still exists, Gillen said, and "a lot of good work is in place that we can build on."
       Gym does not believe Gillen’s statement that The Gallery location isn't a done deal. She would start to believe it, she said, if the city removed gaming revenue from its 2010 budget.
       The city did move the casino money back a year, from 2009 to 2010, Gillen said. That's where it will stay. "People should understand it's not a done deal in Chinatown, but it is a done deal in Philadelphia," she said.
       Gillen said the pressure from Harrisburg has been "enormous." During the budget process, legislators from other states were threatening to withhold Philadelphia's share of casino revenue, since it is being generated from casinos operating in other places, she said. The mayor worked "channels in Harrisburg" hard to keep funding, she said, but that likely won't happen again.
       Gym thinks the new location was found in a completely backwards way. Foxwoods should not have been leading the process, she said. The city should have taken the lead and determined where the best site was, and presented that site to the casino.
       Foxwoods got to take the lead, Gillen said, "because Foxwoods has a legal right to build on the waterfront. They were given that right by the Supreme Court over our objections."
       The elected officials involved in the resiting have all said that there is nothing they can do to force Foxwoods or SugarHouse from the sites where the Gaming Control Board gave them licenses to operate, so any move would have to be voluntary.
       Foxwoods "came back and offered up a site that we think makes a lot of sense," Gillen said. "If we conclude that site doesn't work, I think Foxwoods goes back to the waterfront. They're not shopping around for sites."
       If Foxwoods goes back to their waterfront site, the city will go back to its previous position that they've got to meet traffic and other requirements before Philadelphia issues a zoning or building permit, Gillen said.
       But Foxwoods has already taken the city to the State Supreme Court over this issue. They have filed a request asking the Court to appoint a Special Master, saying that the city is once again dragging its feet in violation of an earlier court order.
       The Court hasn't rendered a decision yet, but Gillen doesn't think much of the city's chances, noting that the city has lost 12 casino-related court decisions already.
       DAG's Brownlee, an expert in architectural history and historic preservation, and Claflen, principal of Claflen Associates, Architects & Planners, can't wait to see Foxwoods' designs.
       They wonder whether the casino will take up existing retail space or only rise above The Gallery - its foundations were built to handle more floors. They wonder which street the main entrance would be on, and whether the plan will call for one, large gambling floor or multiple floors, stacked on top of each other. And they hope that there's not a big parking garage, since one of the big reasons DAG likes this site is that it's a public transit hub with existing garages and hotels close by.
       If Foxwoods is built at The Gallery, the neighborhoods which feel that impact "should not be shy in asking for mitigation funds and other benefits," Claflen said.
       Some mitigation could have broad benefits that might do more than make up for casino issues, Claflen said. For example, he said, many have talked about the expensive prospect of sinking I-95, but 676 is already sunken. In some places, including Logan Square, it's covered. And it could be covered in Chinatown, he said.
  

      Contact the reporter at kelliespatrick@gmail.com

• Design_Standards_for_Casinos2005.doc
• Urban_Design_Evaluation_Guidelines.pdf
• DAG_Foxwoods_Letter_to_Mayor.pdf

Aug. 13

Postcard from San Francisco 

Postcard from Pittsburgh

By Arrus Farmer
For PlanPhilly

BADEN-BADEN, Germany - “Yes, we’re going to have to go right to ludicrous speed”

It’s 717 kilometers from Berlin to Baden-Baden, quite the stretch by European standards where culture and language can change from village to village.  But the trip is impressive, beautiful countryside, an incredible piece of infrastructure, and a driving culture where the user understands that the right lane is a passing lane.  Here driving is a joy, people take pride in their automobiles, and they drive really, really fast.  For a person who is unaccustomed to riding at speed of 130 mph+ it can be stressful, especially in those curves that probably should have a speed limit, or a warning sign, or something for the love of god… 

Lucky for me, there were a few interesting planning applications along the way which helped to preserve my mental health and overall emotional stability.  No matter how interesting though, these distractions could do little to save the door handle which will from now on bare the imprint of my five sweaty fingers. 

Like Polka Dots of Civilization

The small towns that dot the German countryside are compact nodes of development contained and surrounded by working fields that produce varieties of grain, feed, and vegetables.  Farmers this time of year in southern Germany are cutting their hayfields in wide swaths and the highway is lined with freshly shorn golden fields of stubbled stalks.  Some solid planning over the past four centuries has helped to preserve these working landscapes and the towns that they surround.  Compact nodal development is prevalent throughout the country and planners use a performance based zoning to manage growth and mix uses. 

Although every town does it a little differently, German zoning can best be characterized as build to fit.  Height, density, building envelope and even use are often permitted based upon the existing built form or the context that will hopefully be achieved.  Similar to American zoning, the Germans have several residential classifications, a few mixed use categories, an industrial classification and a few odds and ends to fit other miscellaneous uses.  While the primary goal of zoning in the US has been to separate incompatible uses, Germans historically have used zoning to encourage compact mixed use development which preserves both natural and workable land (agriculture, mining and timber, industry or heavy commercial).  This solid regulatory framework produces an enjoyable and consistent form in most German cities.  Combine that with high quality European design, pedestrian primacy and a tradition of urban-green, and you’ve got what many planners would call a city well built. 



Once Baden, thrice named
Though they may be gifted in the creation of regulations for their cities, Germans have a rotten way of naming them.  There is a strange habit of calling multiple towns by the same name, usually they are specified by some other characteristic like the river nearby  i.e. Frankfurt am Main: Frankfurt on the Main River, and Frankfurt am Oder: Frankfurt on the Other River.  No kidding, those are the actual names of the rivers, and their English translation.

There are no less than three Badens though: Baden bei Wien, Baden im Argau, and of course Baden-Baden.  Why the repetition?  Baden-Baden is in the southern German state of Baden-Württemberg, thus the meaning Baden in Baden.

This Baden is a small hillside town at the foot of the Black Forest near the Swiss and French Borders.  It’s a popular vacation destination, especially well known for its baths which have been said to have healthful qualities since the time of the Roman Empire.  The streets here are lined with impressively preserved Villas that bare the same French influence which plays upon the region’s cuisine, language, and residents.  There are nearly 60,000 Baden-Badenites, many of whom walk the streets and sidewalks of the bustling pedestrian zone in the center of the city.  Cafés line the streets and one gets the impression that everyone is on vacation, or living out the golden years of their lives since many seem to be of my grandmother’s generation.  That could explain the somewhat outlandish prices: 3€ for a cone of lemon gelato (smacks of Capagiro on Rittenhouse Square) but its worth it to be able soak up the warm summer air and enjoy an afternoon of my favorite hobby, people watching.

Casi-Yes

One of the most popular spots in the city is the 200 year old Casino Baden-Baden and in contrast to our American standard it is a sight to behold.  The Parisian Chateau inspired building is located at the rear of a public park in the town’s center which it also shares with a small-scale outdoor concert venue, two cafes and a number of small boutiques. 

There is a lot of activity here, the café terraces, like those in the vibrant pedestrian area are filled to capacity with folk seeing and being seen.  I get the impression that most aren’t here only for the casino, and that they are both residents and tourists alike.  The design of the surrounding buildings addresses the park as the centerpiece of the locale.  The surrounding uses are accessory to the public and social use of the open space.  
 

The casino building itself is exquisitely designed and ornamented, such that it resembles a small palace or large mansion of its day.  A strict dress code of smoking jackets for men and evening wear for women is equally nostalgic. The interior of the casino is reminiscent to the gambling scenes of James Bond films: 007 could approach the bar at any moment, make eye contact with the stunning vixen across the bar, and gesture to the bartender: “Vodka martini, shaken not stirred.”  But there is some other force at work here that makes this scene belong to another time and place: there are no cars. 

It’s the Parking stupid
Although the streets bustle with passers by, window shoppers and café goers there seems to be little auto traffic here.  The roadways seem secondary to sidewalks and there are far more people than cars about.  Around the casino are all of the peripheral uses one would expect, numerous hotels, restaurants, high-end retail.  What one may not expect after having visited Vegas or Atlantic City is that folks here walk from their hotels to restaurants, gaming houses, shops and parks.  The casino is just another destination in a well planned urban system of public and private spaces.   

This pedestrian-friendly environment is made possible in large part due to an extensive network of underground parking garages.  There are few surface lots to be found here.  Hotels, restaurants, and even public spaces like parks and the successful pedestrian shopping district all stand on top of multiple levels of auto garages.

More than 2,000 spaces are managed by a quasi-municipal parking authority which collects user-fees through numerous automated ticket booths, maintains existing lots and provides parking garage planning, construction, and management services to private developers.  Additionally, the parking authority administers a bike rental system with depots located at each of their lots throughout the city.  Reasonable hourly and daily rates are made available and paid through the same automated system as the parking fares.  Through the provision of these services the Baden-Baden Parking Authority finances maintenance and expansion of their product. 

When parking is done right it facilitates design with a different emphasis: a pedestrian emphasis.  Fewer cars on the roads mean more room for sidewalks, street-side cafes, playgrounds, and other amenities. Removing the developer’s burden of building parking palettes and seas of surface lots makes it possible for public and private spaces to flow seamlessly and the value of public edges to be captured.  (Think of the hotels on Rittenhouse Square. Where would they be if there were 500 spaces separating their front door from the park?)  Subterranean parking allows for multiple entrances and exits to public and private space, allowing large uses to be integrated into the city’s fabric.  The casino and its supporting hotels and restaurants fit seamlessly into the city’s existing street grid allowing guests and passersby equal access to the private and public amenities offered.  The costs of implementing similar systems in the States are often thought to be prohibitive, a visit to Baden-Baden however reveals the invaluable benefits of an effective comprehensive parking plan.

     
email: arrus.farmer@gmail.com

Arrus Farmer is a Robert Bosch Fellow based in Berlin, Germany working in the planning and administration of large scale public-private developments.  He holds both a Masters of City Planning and a Masters of Government Administration from the University of Pennsylvania which were completed earlier this year.  Farmer has worked with Praxis on a number of civic engagement projects including the Civic Vision for the Central Delaware Riverfront.

July 30

By Thomas J. Walsh
For PlanPhilly

Amid the discussions coming out of a three-day PennPraxis workshop addressing the designs of the two proposed Delaware Riverfront casinos, there were some veritable positive vibes about the gaming halls, especially from a California architect with casino experience in Las Vegas and Atlantic City.

While pointing out what he considered “gigantic” parking garages, both the SugarHouse and Foxwoods casinos would be “actually an amenity to do what you want to do, which is to bring people to the riverfront,” said Tim Magill, a Hollywood architect who has worked with gaming magnates like Steve Wynn and on high-profile projects like the Bellagio in Las Vegas.

“Thinking about how development can happen north and south of both of these sites is an important aspect” of the casinos’ plans, Magill said. “On both sites ... there is potential for major public access. By minor modifications [from the casino developers], you could deliver on your goals.”

Those goals comprise the 10-step civic action plan laid out by PennPraxis for the central Delaware waterfront for the next decade. But Magill was laying out facts about the gaming industry around the country – that, if developed in a smart fashion, casinos can be leveraged to pull in the public and increase surrounding property values.

After the morning session, Magill pointed to an example on a large map, among many views of the river pinned to the walls. He told PlanPhilly that one site, now the home of Wal-Mart and Home Depot (and their accompanying mega-parking lots), would probably be redeveloped, since it sits directly south of the Foxwoods site. The big box stores represent “property values that have not been fully realized,” he said. “The developers know that. What they’ve done is sort of land-banked it” with the retail chains serving as an interim means of cash flow.

It’s about the vision
The workshop, with a couple of dozen city representatives and experts on traffic, transit, environmental and ecological matters, got started Tuesday night, with the group concluding that the two casinos are not currently compatible with the “civic values, principles and design guidelines” put forth in the Praxis vision of a redeveloped waterfront. (See previous story from earlier this morning here: http://www.planphilly.com/node/3607.)

The presidents of both casinos declined invitations to the workshop from Harris Steinberg, executive director of Praxis, in strongly worded replies (see Foxwoods' and SugarHouse's) that said their presence would be pointless, since Steinberg had stated publicly several times that he and Praxis were against the casinos ever breaking ground.

But Steinberg stressed that he’s not anti-casino, and that Tuesday evening’s conclusion that the casinos were incompatible meant “only as currently designed.” His goal, he said, is to tease out how these projects, on these sites, can contribute to the overall Praxis vision and action plan, endorsed last month by Mayor Nutter.

That’s what Steinberg charged a smaller afternoon group to come up with. Magill started that process by laying see-through drawing paper over the Foxwoods site and marking up areas where, for instance, retail could replace parking garage facades, or spots that seemed realistic as possibilities for more vertical development. With a few “minor modifications,” Magill said, the casinos could be “activity generators that will prime the pump for other properties” down the line.

“Casinos are highly public,” Magill assured the attendees. “The key is to optimize the public’s access to the river. I actually think you’re on your way.”

‘No man’s land’
But before that happy scenario can play out, there are infrastructure questions galore, not the least of them having to do with parking and the importance of incorporating the casinos’ plans for extending existing streets to the riverfront, along with the opportunity to stress impacts to the environment, from the new buildings themselves and from the traffic they bring to the problematic Columbus Boulevard (also known as Delaware Avenue), which Steinberg called a “no man’s land” for pedestrians.

“By what criteria do they contribute?” Steinberg said was the main question underlying the workshop. “Tim [Magill] is saying they could be, but not necessarily that they will be. The real concern is that there is clearly not a parking solution. And we’re going to push back hard to see where things fall in terms of the civic vision. We’re here in an advisory capacity.”

Steinberg said he’d like to deliver a report on the group’s findings by Friday, Aug. 8.

Even with the parking question, which dominated the afternoon session, Magill posited some California optimism, suggesting that encouraging bus transportation and off-site “employee parking pods” would actually enhance sustainability and a transit-oriented boulevard.

Ecological and environmental concerns were aired before lunch, with the theme of “honoring the river.” Using the water in the best way and protecting the estuary were main points. Mark Alan Hughes, the city’s first Deputy Mayor of Sustainability, admitted that any recommendations on these fronts would be “aspirational” at this point.

“We just want to know where they are,” Hughes said. “There can be no deal-breakers. There are tools [related to energy and emissions] that are just not there yet. We have a set of mechanisms that we are working toward.”

Waiting and seeing
Terry Gillen, senior adviser to Mayor Nutter for economic development and the interim executive director of the city’s Redevelopment Authority, said the most significant issues have to do with air quality, within the context of traffic and parking. “It’s a very car-centric industry, at least in the U.S.” she said of the casino business. “In Europe, they have a different model.”

Magill also said that modern casinos have been increasingly moving toward maximizing spaces for non-gaming activities, such as nightclubs and spas. Indeed, the state of Nevada reached a point several years ago when non-gambling revenues surpassed the total “take” from slots and table games, a trend that has only increased.

The proposed Philadelphia casinos are said to be “mixed-use” from the start, and attendees at the afternoon workshop wanted to make sure of that. But subsequent phases of development, contingent upon the success of the initial building phases (with 2,500 slots for each casino) have been a consistent concern among city officials since Nutter took office earlier this year.

Foxwoods and SugarHouse have had an entirely different relationship with City Hall since the change in administrations, and contend that permits have been intentionally stalled by order of Nutter. They cite nothing but favorable decisions from the Pennsylvania Gaming Control Board and the state Supreme Court.

“There have been at least five different traffic studies, including ones by the Mayor’s Gaming Advisory Task Force, the Pennsylvania Gaming Control Board, SugarHouse, Foxwoods, and the City Council,” according to information on the SugarHouse web site.

“I can only hope that we can come up with some decisions that they’ll look at,” said Gillen. “We’ll have to wait and see.”

On the Foxwoods web site, the owners say the casino “supports the city’s long-term goal of economically reinvigorating the remainder of the riverfront, and will provide public access to the river.” For its first-phase development, it lists restaurant and lounge venues open to the public, fine dining, sports bars, a 2,000-seat showroom, retail shops, a 4,200-space parking garage and a riverside walkway, in addition to the 3,000 slot machines.

The Philadelphia problem
Regarding the possibility of later phases of development, with a large hotel and more casino space, Gillen said that’s historically been “the Philadelphia problem. Developers come in and tend not to put all their cards on the table, and don’t tell us about future plans. We want to make sure there are no surprises down the road. The problem is that no one talked about that issue until January.”

Gillen said nailing down long-term plans is especially important from the city’s point of view because only when the later developments – the hotels, restaurants, nightclubs – become reality will the city see tax revenues. For the first phase, which will mostly be income from slot machines, the state will be the beneficiary.

Paul Levy, the popular president of the Center City District and the Central Philadelphia Development Corp., said developing master plans is vital for setting guidelines for major developments, but he may have surprised some attendees by suggesting that with regard to the casinos, “the horse” is “out of the barn, or partially out of the barn.”

“These casinos started the design process, and we as a city are trying to change the rules,” Levy said. “The development of a master plan is absolutely essential. ... We’ve all got to realize that we’re playing catch-up.”

In less direct terms, others agreed, saying recommendations on street landscaping, balance of retail with gaming, the creation or reduction of traffic lanes, pedestrian metrics, access to the river, ecological concessions, safety and any other concerns – broad in scope or narrow – should be offered as an opportunity to implement smarter growth along the waterfront.

“This is a neutral analysis,” Steinberg said, as the afternoon session started. “The report that’s issued will be used as a political tool by various constituencies, so it’s important to be sure about ‘What would it look like for a casino on that site to comply?’” with the Praxis vision and Action Plan.

In the meantime, Magill said that in his experience, casino developers usually listen to well thought-out alternatives, if only to see if they would make financial sense. Also, trends in the gaming industry have been drifting toward smaller “neighborhood casinos,” even in the Las Vegas and Reno metropolitan areas, Magill said (relatively speaking, SugarHouse and Foxwoods are not considered especially large gaming destinations). These venues have generally placed interactivity with their neighbors as a high priority, even when initially opposed.

After the workshop’s findings are written up and presented to Nutter, what then? Looking at large-scale, detailed maps taking up the better part of two large walls, peppered with post-it notes and varying computer-generated images, Steinberg was asked if he thought one or both or neither of the proposed and state-approved casinos will have broken ground a year from now.

It might have been a question he’s heard before. “I’m not a betting man,” he said, without batting an eye.

Contact the reporter at thomaswalsh1@gmail.com

SugarHouse web site: http://www.sugarhousecasino.com/home/index.php

Foxwoods web site: http://www.foxwoods.com/AboutFoxwoods/FDC_foxwoodsphiladelphia.aspx

• FWOODS_Response_to_Steinberg_Letter.pdf
• SHOUSEPennPraxis_7_22_08.pdf

July 30

By Thomas J. Walsh
For PlanPhilly

The second day of a “casino workshop” featuring senior city officials, traffic consultants, planning experts and architects began early Wednesday morning under the direction of PennPraxis, the clinical arm of the UPenn School of Design.

The discussions were part of what Praxis calls an “independent, third-party analysis of the current casino site plans” relative to its recent 10-year action plan for the Central Delaware Riverfront, which was endorsed by Mayor Michael Nutter.

Per Nutter’s request, Praxis plans to issue results from the casino report within 30 days. Present for the discussion were deputy mayors Rina Cutler (transportation and infrastructure) and Mark Alan Hughes (sustainability), Nutter’s economic development czar Terry Gillen, Center City District President Paul Levy and about 20 other professionals, some of them local specialists and some from other cities around the country.

Noticeably absent were representatives of the planned Foxwoods and SugarHouse casinos. “You are not an ‘independent’ voice in the casino debate,” wrote Robert Sheldon, president of SugarHouse, in response to an invitation to the workshop by Praxis Executive Director Harris Steinberg. “Even before being tasked by the Mayor to conduct an analysis, you concluded that casinos do not fit into your vision of the waterfront.”

Likewise, James Dougherty, president of Foxwoods, wrote to Steinberg that he had spoken out several times against the casinos within the Praxis vision, but that in any case, the point was moot, since the first phase (of three) of the casino development has been greenlighted by the Pennsylvania Gaming Control Board, the Philadelphia City Planning Commission (during the Street administration) and the state Supreme Court.

While Steinberg, in his opening remarks Wednesday, said that the casinos as currently designed do not meet planning and transportation needs for the long-term, he stressed that the workshop was not about re-location of the casinos, or about gambling.

“It’s not about use,” Steinberg said. “It’s about form” and how we as a city talk about investment in infrastructure and sustainability. “We’re not going to be taking sides whether these are good or bad developments.”

The morning sessions were broken down into four breakout groups to discuss transportation, urban design, ecology and sustainability.

Participants were issued a “civic vision matrix,” meant to facilitate discussion of specifics, with 10 goals broken down into detailed questions about the design and infrastructure of both casinos. If the questions were deemed in the negative, the chart further answers if the problem “can be fixed” or “can’t be fixed.”

“You’ll note that there’s a lot of  ‘can be fixed’ in this,” Steinberg said.

Among the transportation subgroup, the discussion moved into not only the capacity and width of Columbus Boulevard (the location of Foxwoods), parking, parking garages and the possibilities of enhanced public transit, but also the future relationship between the casino and the big box retailers to the south, such as Ikea and Home Depot.

“We have the only waterfront Wal-Mart in America,” noted Cutler. “The whole thing was developed in a truly suburban fashion. For me, part of what needs to happen is that a.) we don’t make those same mistakes over and over again and b.) to see if there’s a way to mitigate it.”

Cutler and others in the group generally agreed that Foxwoods’ plans for re-working Columbus Boulevard would work in the near-term, but there was much concern expressed about ultimate goals for the area.

“They are prepared to make big investments, but they might not be the investments we want to see, long-term,” said Jeremy Alvarez, a traffic engineer with Center City-based Stantec Consulting, which has worked with the city on a variety of traffic and transportation issues. “How much are we tying our hands if we allow these investments to go forward?”

Cutler also reminded the group that Columbus Boulevard is the official, federally mandated “escape route” for Interstate 95.

The concept of a new light rail system, which would alleviate many of the congestion concerns, was talked about, but such a system is “10 years away and a lot of money” at best, Cutler said.

PlanPhilly will continue to update this developing story as well as bring you video out-takes of the conference.

Contact the reporter at thomaswalsh1@gmail.com

• FWOODS_Response_to_Steinberg_Letter.pdf
• SHOUSEPennPraxis_7_22_08.pdf

March 31

 
By Alan Jaffe
For PlanPhilly
 
Over the last 18 months, the city has had a case of “civic engagement” fever. The symptoms are a rash of Sharpie-wielding facilitators, an outbreak of breakout groups, a yen for cold cuts and cookies, and contagious debates on the future of Philadelphia.
 
• PennPraxis asked communities to rethink what can be done on the Central Delaware Riverfront.
• Great Expectations sessions were organized by The Inquirer to figure out how to make us the next great city.
• Multiple city agencies and organizations led Green Plan discussions on how to improve the environment.
• The City Planning Commission set up a circuit of Imagine Philadelphia roundtables as the first phase in drawing up a new comprehensive plan.
 
And there are more requests for your presence coming down the pike. Anyone with a mind to share an opinion has had a choice of soapboxes and a variety of willing ears.
 
But what is behind the recent spate of invitations and concern for public input? Just how much longer will people show up before they sink into civic engagement fatigue? And why does the city seem so damned democratic lately?
 
Athens, Rome, Philadelphia

Coordinating the civic engagement programs for both Great Expectations and PennPraxis has been Harris Sokoloff, director of the Center for School Study Councils at the University of Pennsylvania. Sokoloff traces the framework of that work to the senates of Athens and Rome.
 
“In every decision-making process we have where people come together in some sort of equal terms, we use some form of deliberative model,” going back to those early republics. “The tools we’re using are different; the ideas are still the same. It’s still a matter of: people get together, find a way to identify the issues, what the pros and cons are, the different ways of understanding the issues and the different forms of action, and use that in the decision-making.”
 
As in ancient Rome, “power politics” always play a part, Sokoloff adds, but there are ways to keep the process transparent and the public an important partner.
 
Beverly A. Harper traces her involvement in modern civic engagement to the early 1970s. Harper is founder, president and CEO of Portfolio Associates Inc., the agency that managed the series of Imagine Philadelphia meetings held in neighborhoods around the city over the winter.
 
Back in the ‘70s, Portfolio Associates conducted a study for the Pennsylvania Department of Transportation that examined how and where citizens could become involved in the transportation planning process. The agency surveyed the 50 state transportation departments around the country, then took an in-depth look at four departments’ experiences with civic engagement.
 
“We found that in the Boston area there was almost a billion dollars in projects that had been stopped because of public involvement,” which occurred at “a very late stage in the projects,” Harper said.
 
“Involving the public early in a realistic way – and realistic means letting them know all of the different factors that will go into the decision-making – does help a project have a smoother development,” she said. “If you involve them early enough and know the kinds of issues and concerns that they have, you can do things to mitigate some of those concerns.”
 
Civic involvement programs continued into the 1980s, according to Harper, then trailed off for the next 10 years or so. The resurgence in Philadelphia is the result of several factors, she said.
 
“I think that part of it has to do with federal guidelines related to the National Environmental Policy Act,” the 1970 measure that required federal agencies to prepare Environmental Impact Statements before taking action and then sharing the information with the public. “Many government-funded projects and public agencies use those guidelines to identify the projects where they need engagement,” Harper explained.
 
Another reason for greater public involvement is governments’ limited funds and resources, she continued. “So one of the ways to help identify what should be done, and how it should be done, is by engaging citizens.”
 
The third factor is increased sophistication on the part of the citizenry, Harper believes. “Thanks in part to the Internet, they can find out what’s going on. When there are things they don’t like, they know how to get involved and who they should be contacting.”
 

Sokoloff’s plunge into the deep end of civic engagement came in 1995, in partnership with Inquirer editorial page editor Chris Satullo. Each year Sokoloff and Satullo took on a new topic that included civic engagement initiatives, from national to local issues, on everything from health care to the needs of a particular school building.
 
Over the past year, their collaboration on Great Expectations was part of a larger effort, the Penn Project for Civic Engagement, which also included the Delaware waterfront project led by PennPraxis executive director Harris Steinberg. Sokoloff, Satullo and Steinberg had worked together four years before on the attempt to find a developer and the right development for Penn’s Landing.
 
Sokoloff said the civic trend is due to the realization on the part of government leaders and agencies that “those who must be involved in supporting or solving a problem or challenge ought to be involved in naming and framing the problem, and in helping to find a solution.”
 
Newark Mayor Cory Booker, for example, recently acknowledged that he can’t do anything without the support and involvement of other people, Sokoloff said.
 
“The leaders can no longer say ‘do this’ and it happens,” he said. “Issues are too complex; the solutions are too complex. Everything requires adaptation. …It requires a different kind of citizen involvement and engagement, and that’s why you’re seeing all these community forums.”
 
The Right Model
 
There are many models for conducting civic engagement, Sokoloff said, and he doesn’t claim to have the best one, “though we try to make it better and are constantly revising it.”
 
In too many cases, the process takes the form of an expert- or advocate-driven discussion. “An expert gets up in the front of the room, makes a presentation, and has a question-and-answer period. Or there may be a group of people who have developed an agenda and all they want to happen is for all the people to bless the agenda,” he said.
 
Liz Gabor, a real estate manager at the Philadelphia Industrial Development Corporation, was a participant in two civic engagement efforts in recent months. The Imagine Philadelphia session, she said, was an “organic” interchange in which neighbors were asked to brainstorm solutions to city problems. “People were imaginative and came up with very good ideas.”
 
But Gabor said her experience in the Great Expectations did not seem as productive. “We were told, ‘read this report and comment on it.’ It was too guided.”
 
Another participant in both the Imagine Philadelphia and Great Expectations sessions found them equally constructive. “I heard similar comments at each meeting and a consistency in what people were saying,” said Jo Ann Desper, a senior consultant for a healthcare services company. “They were both good, open forums.”
 
Public involvement means more than meetings at which participants offer opinions and possible solutions, Harper said. “That is one tool that you can use to get reaction and input. There are lots of others that can be used,” including surveys, focus groups, and online interaction.
 
The Delaware Valley Regional Planning Commission is in the midst of a public outreach effort for its long-range strategy, entitled “Connections – The Regional Plan for a Sustainable Future.” An online survey is underway through the end of March that will help refine planning in the areas of transportation, land use, economic development and the environment. The survey will be followed by planning exercises, focus groups and public workshops.
 
The public meetings have dimensions beyond surveys, Harper said. They serve as an educational tool that shows participants how the next person thinks, and they provide “directly and subtly an empathy and understanding of the position that the agency or organization has in trying to come up with a plan, knowing that everyone is not going to be of one mind.”
 
Those differing views are a vital component of civic engagement. A diverse group of participants is a primary goal in calling the meetings. “I was very pleased with the diversity of the Imagine Philadelphia sessions,” Harper said. “It was diverse in lots of different ways. The meeting in West Philadelphia had lots of young people, and I thought that was terrific. In the Northeast, there were lots of Eastern Europeans, but they were from different ethnic groups. I’m very happy with the cross-section we achieved” over the course of the nine citywide meetings.
 
Sokoloff also seeks a diverse group of participants. “The idea is always to make the group as inclusive as possible – by gender, ethnicity, race, and different levels of expertise,” he said. “The more diversity, the richer the conversation.”
 
While different viewpoints are sought, the civic engagement sessions organized for Penn’s design department or the meetings for the City Planning Commission did not specifically invite developers to the table.
 
But they would not have been turned away, either. “For Imagine Philadelphia, we wanted to hear from ordinary citizens,” Harper said. Developers may have attended, but they would have probably been there in their roles as residents. “The only people we explicitly invited by letter were elected officials.”

In the Central Delaware engagement process, separate meetings were held with developers to gather their input and expertise. “That’s where you say, ‘We’re going to have a closed session with developers.’ And when you do that, you let people know you’re doing it,” Sokoloff said. “It is a matter of transparency, but I like to think beyond transparency to co-production – the idea of experts working with citizens.”
 
Too Much of a Good Thing?
 
Even an engaged citizen may need to rest his voice occasionally. To prevent civic exhaustion, Harper suggests more collaboration among agencies. Portfolio Associates is currently undertaking public research into two projects – one looking at ways to ease traffic congestion on the west side of the Ben Franklin Bridge and the other exploring an extension of the PATCO line along the waterfront – with a combined questionnaire and meetings that will ask stakeholders about both issues.
 
“This is to recognize that people’s time is valuable. I think we need to do a little bit more of that,” she said. “So that you’re not asking the public to come out too many times.”
 
A more serious problem arises when organizers of civic engagement create “unrealistic expectations about how much say people will have in a project. I think it’s something you have to repeat early and often – that this is just one of the factors you use in the decision-making process,” Harper emphasized. “I think it is incumbent upon organizations who are managing this process to be truthful with people about what their involvement is going to mean.”
 
There must be an implementation mechanism in place, she said, to show participants their input had a result. If there is no implementation, “I think that hurts other efforts,” she said.
 
The new Philadelphia Police Commissioner, Charles Ramsey, conducted his own form of civic engagement, a round of six town hall meetings in the six police districts, when he took office earlier this year.
 
“The commissioner had said he wanted to get the public’s input for developing a plan for Philadelphia,” explained Lt. Frank Vanore, of the police public affairs department. “He knows about policing, but he didn’t know Philadelphia. He was following a format he did in Washington, D.C., where he held town hall meetings to create his strategy.”
 
According to Vanore, Commissioner Ramsey took notes at every meeting in Philadelphia and shaped a plan to fit each neighborhood. The result? “Some of those things the people said went verbatim right into his plans.” The commissioner’s Crime Fighting Strategy was then posted on the police department’s website for town hall participants to read.
 
Every municipal or regional issue does not require public involvement sessions, Sokoloff said. “You don’t want to do it with every decision. … You’d get stuck. You don’t have time to do it all. There’s so much that has to be done quickly.”
 
The problems that require the most “citizen adaptation” are those that call for citizen participation, he said.
 
But keeping the public engaged through rounds of meetings is “a real challenge,” Sokoloff said. “It’s a possibility that they will get fatigued. I think it’s less likely to happen if what comes out of the engagement – the action steps, policies, proposals, whatever – is responsive to the citizen voice.
 
“The minute you engage the public in this kind of conversation, you have a responsibility to tell them what you heard, what you did with what you heard, and how what you heard impacted your decisions,” he said.
 
“People need to know their time is being well spent. They need to know they’re making a difference.”
 
Desper, the healthcare services consultant, hasn’t tired of civic engagement after participating in two projects. “The more of these the better, as far as I’m concerned. They are a wonderful example of our government working the way it should. They are opening up opportunities for what citizens want at a very basic level.”
 
Contact the reporter at alanjaffe@mac.com

Old and new tracks and ties at Bryn Mawr

(This is the third in a series of PlanPhilly stories examining the infrastructure projects that would accompany a re-visioning of the Central Delaware waterfront, and how they will meet their biggest challenge: funding. This previous story looked at the proposals for parks and green space in the Penn Praxis Vision, and who will pay for and maintain them.)
 

Dec. 20

By Seth Budick
For PlanPhilly

With a new dedicated source of state funding in place, SEPTA’s financial security has clearly been improved, but the implications are less obvious for future improvements to public transit service in Philadelphia.

In July, Governor Rendell signed into law Act No. 2007-44 (Act 44) establishing the Pennsylvania Public Transportation Trust Fund. The trust fund combines state funds from a number of sources into a single pool to then be distributed statewide. Those sources include a percentage of state sales taxes, Turnpike Commission funds, lottery money, and allocations from pre-existing dedicated transit funding sources. This new unitary source of funds should allow SEPTA to eliminate the annual scramble to close its operating deficit and put it on relatively firm financial footing.  The likelihood of service expansion and improvement, however, is less clear.

Impact of the new state funding system

It may be unrealistic to expect substantial expansion soon due to the fact that SEPTA’s capital and operating budgets are relatively independent of each other, and it is the latter which will see most of the impact from the state’s new funding structure. 
       
The Transportation Trust Fund provides $508 million to SEPTA’s operations in fiscal year 2008.  Of that amount, only $437 million has been budgeted by SEPTA for FY2008 with the rest held in reserve to cover operating deficits in the future, according to SEPTA’s Senior Director of Budgets, Rich Burnfield.
       
Together with other sources of funding (including trust fund money to cover lease and debt costs and Act 26 money that covers lease costs), this still represents a total state contribution of over $496 million to SEPTA’s FY2008 operating budget, a substantial increase compared to the $405 million that was budgeted in FY2007. 

While this increase seems generous, SEPTA’s capital budget has not been treated nearly as well.  Under Act 44, new funding allocated statewide to transit systems’ capital budgets amounts to $50 million, but SEPTA will see relatively little of that money this year.  That is because a good portion of capital dollars are allocated in a discretionary manner by PennDOT, and this year, owing to its substantial debt service, Pittsburgh’s Port Authority will largely be the recipient of the state’s largesse.
        
Thus, only a small fraction of the total increase of $300 million in Act 44 transit funding in FY2008 will actually be available to subsidize grand new projects for SEPTA, whether improvements of existing service, or extensions to the system. 

At the same time, SEPTA has long used funds from its capital budget, or state subsidies that could be allocated to operating or capital, to supplement its operating budget.
 
In FY2007, this consisted of a transfer of $26.8 million from the capital to the operating budget, as well as using $79 million of flexibly allocated state subsidies to close the operating deficit.  The large increase in the operating subsidy should obviate some of these transfers, though the increase in the capital budget will probably not be enough to fundamentally change the funding picture according to Don Shanis, Deputy Executive Director of the Delaware Valley Regional Planning Commission (DVRPC).  “A lot of people don’t realize that without this funding they would have had to cut the system.  This allows them to maintain it.”
Using capital funds to supplement its operating budget has not come without a cost.  “We’ve been robbing Peter to pay Paul” said SEPTA spokesman Richard Maloney.  As Don Shanis put it, “they’ve deferred a lot of capital projects, so the new funding doesn’t open the door for a lot of new projects.  The only way that that would happen would be a big new contribution from somewhere; either a local contribution, a state contribution, or some kind of creative financing, possibly private sector involvement.”

 

SEPTA’s short term capital plans

Though the state subsidy to SEPTA’s capital budget will probably not be increasing dramatically, it will likely benefit from improved state funding in coming years. 

According to Rich Burnfield, SEPTA has made clear to PennDOT that it expects to receive a larger share of the discretionary pie in the future.  “Next year, when it grows another $50 million, and the year after that, when it grows by $100 million, our expectation is that we will get a share of that which we believe is more in line with what our capital needs are.”

In addition, the impending completion of the reconstruction of the Market Street Elevated will be a significant boon to other capital projects.  Over $100 million is budgeted for this program in FY2008 alone, none of which, according to SEPTA CFO and Treasurer Joe Casey, originates from earmarked federal funds.  Because federal money was not specifically dedicated to this project, other capital programs should benefit from the elimination of this drain on the capital budget. 

One of the largest of those projects is the purchase of new regional rail cars to replace a fleet that is 40 to 44 years old.  These cars, costing $2.15 million each, are expected to begin arriving in 2009, with a total of $330 million having been budgeted for their acquisition.  Another impending large capital expense is the purchase of several hundred new buses, at $508,000 each, to replace an aging fleet which will be 12 years old by the time it’s retired.  While these vehicle replacement programs lack much sex appeal, they are precisely the sort of projects that will benefit from a more secure state funding arrangement according to Don Shanis of the DVRPC.

Among the projects that have garnered the most public attention, modernization of SEPTA’s fare collection system is apparently at the top of management’s agenda.  Though it has been studied for years, moving ahead with long overdue fare modernization is “the number one issue to be addressed in the immediate future” according to SEPTA spokesman Richard Maloney.  Despite public pressure to get this project underway quickly, however, SEPTA may be anxious to keep expectations from getting too high.  As Mr. Maloney put it “We’re doing a lot of work, but we can’t promise to our customers that this will come quickly, because the last thing we want is to select the wrong system and the wrong technology.”

Although it has not had funding budgeted for FY2008, the rehabilitation of City Hall Station is another high profile project that is currently in the design phase.  According to Joe Casey at SEPTA, this is also a project that is likely to benefit as capital funds are no longer needed for the completion of the Market Street Elevated reconstruction.  Conspicuously absent from a list of likely future capital projects, however, are any plans for system expansion.  Indeed the only system expansion that we may see in the near future, according to Mr. Casey, is an extension of regional rail service from Elwyn to Wawa. 

Possible longer term capital projects

This is not to say that there aren’t a number of projects that are considered high priority by stakeholders in the region.  According to the DVRPC’s Don Shanis, besides fare modernization, locally favored projects include an extension of the Regional Rail R5, extended service along the Schuylkill Valley corridor, a Paoli transportation center, extension of Regional Rail service to Quakertown, light rail on Philadelphia’s Delaware River waterfront, and extension of the Broad Street Subway to the Navy Yard and along Roosevelt Boulevard in Northeast Philadelphia.  The enormous cost of subway projects is prohibitive, however, with a Northeast extension of the Broad Street line costing perhaps $2 billion.

Mathew Mitchell, the Newsletter Editor of the Delaware Valley Association of Rail Passengers, a transit advocacy organization http://www.dvarp.org, says that by far the most cost effective project that SEPTA could undertake right now would be an extension of the Norristown High Speed Line, SEPTA’s Route 100, to King of Prussia.  A request for dedicated federal funding for this project, as well as a major expansion of service in the Schuylkill Valley corridor, was submitted, but received a “Not Recommended” rating from the Federal Transit Administration. 

According to Mr. Mitchell, this was largely a result of the King of Prussia extension being combined with a proposal for the so-called Schuylkill Valley Metro (SVM), a rail line that would have provided high frequency service from Center City to the Reading area.  The Route 100 extension “has a lot of bang for the buck, and so was folded in with SVM to leverage the cost-effectiveness.”  Ridership projections for the SVM were unrealistic though, according to Mr. Mitchell, and at a cost of $2 billion, the overall project was not cost-effective.  In addition, SEPTA requested the maximum 80% federal contribution even though “it was stated since the Clinton administration that projects with that level of federal contribution would have very low priority.”

Since the chances of the SVM receiving earmarked federal funding are “essentially nil,” according to Joe Casey, a new proposal will need to be prepared for a Route 100 extension in order for it to qualify for dedicated federal funds.  SEPTA could instead choose to fund this route entirely out of its existing capital budget.  With the increased competition that has recently been chasing scarce federal funds, many cities and transit agencies are choosing to fund new projects themselves, according to Mr. Mitchell.  SEPTA could say “let’s go ahead and do this with our own funds.”

Another project that is frequently mentioned by transit advocates in Philadelphia is the restoration of trolley service on one or more of the lines that were suspended in the 1980s and early 1990s.  Though the city still has a relatively large streetcar network, that web of trolley lines was substantially larger until recently.  The unused trolley tracks and wires that still wend their way all over town provide ample evidence of that history.

Streetcar expansion a national trend

Ironically, construction of new streetcar lines is one of the most popular forms of transit expansion occurring nationally, with cities from Tampa to Seattle getting on board.  Trolley lines have been particularly popular due to their low construction costs and the recent trend towards increasing population and investment in downtowns across the country.  Some of these new lines, most notably in Portland, have been spectacularly successful, where “they’re extending it a lot all over the downtown area, and now they’re planning to go out of the downtown” according to Railway Age Contributing Editor William Middleton.  

In Portland, the price of the new four mile long streetcar line has ranged from roughly $15 to $33 million per mile, while the vehicles themselves have been acquired for approximately $2 million each.  This reflects the notorious variability of prices for new construction which depend strongly on local factors.  In Portland, this included necessary roadwork according to Kay Dannen, Community Relations Manager for the Portland Streetcar.


BRT in Bogata, Columbia
 
This variability is especially conspicuous in the case of light rail; rail lines that use vehicles similar to streetcars, but which generally travel at faster speeds and are separated from automobile traffic.  For those lines, the construction of elevated structures and tunnels, for example, can easily result in infrastructure costs that are several times those of a street running trolley.  A somewhat cheaper alternative is Bus Rapid Transit (BRT), where buses run in a dedicated right of way, avoiding traffic.  BRT construction costs can still be high though, as in the case of a recently completed line in Los Angeles’ San Fernando Valley which cost approximately $23.6 million per mile to build.

In Philadelphia meanwhile, ridership on SEPTA’s streetcar lines has been relatively stagnant. Septa did recently reinstate service on one of the lines that was temporarily suspended in 1992, the #15, on Girard Ave.  In 2005, after, according to SEPTA’s Joe Casey, the city made it its #1 priority, the transit agency invested $88 million in restoring the line, even without an earmarked federal contribution.

On the other two lines suspended in 1992, the #23, which ran from South Philadelphia to Chestnut Hill, and the #56, which ran along Erie & Torresdale Avenues to Northeast Philadelphia, much of the trolley infrastructure is still intact and restoring service on those lines is a top priority of many transit advocates like Mike Szilagyi, creator of a website that documents the history of Philadelphia’s streetcars.  For the #23 in particular, “it will require replacement of a lot of track and possibly substations as well, but all that was done with the #15.”  Indeed, SEPTA has $189 million dollars budgeted for infrastructure improvements to the #23 and #56, but not until 2012 at the earliest, reflecting the fact that those projects are “on the back burner” according to SEPTA spokesman Richard Maloney.

Aside from improving the fabric of the city, advocates like Mike Szilagyi argue that trolleys offer the benefits of increased capacity, longer life spans, zero emissions (on a local scale), less noise than buses, and the potential for running them entirely on “green” power. At the same time, arguments in favor of trolleys do often contain an appeal to the emotions.  As William Middleton puts it, “my personal preference to have a streetcar system should have nothing to do with what’s the best system.”  If those appeals do result in increased ridership, however, then they clearly do have practical implications.  As Mr. Middleton admits, “rail does draw more passengers.”  Generating a true cost comparison of buses and streetcars is clearly a necessity, although, according to Matthew Mitchell, “it's probably a doctoral thesis worth of work.”

While SEPTA’s improved funding is certainly a step in the right direction, a substantial expansion of service, like an extension of the subway down Roosevelt Boulevard, is clearly going to require “major leadership and will on the part of the region,” according to Don Shanis of the DVRPC.  This may also have to wait for significant changes in SEPTA’s management, says Matthew Mitchell.  “None of this is going to happen until there is a fundamental change in mindset in the company.”

Seth Budick, who recently completed a Ph.D. in Biology at the California Institute of Technology, has a longstanding interest in architecture and urban planning issues. Contact him at sbudick@gmail.com

• Figures.pdf
• Philadelphia Trolley Tracks_ Trolley Map.pdf

Nov. 14

By Alan Jaffe
For PlanPhilly

A new vision for the Central Delaware waterfront, forged over 13 months in more than 200 collaborative, occasionally contentious civic meetings, was formally introduced last night with dramatic flare and some compromise on the most disputed elements.

Inquirer coverage
Metro coverage
Daily Pennsylvanian
 
The proposal to bury a section of I-95 was softened by less drastic options. The dense riverfront street grid was proposed with a nod toward developers’ concerns. And the casinos, the hottest issue, were plotted on the plan – and then dissolved on an alternative map.
 
The audience of about 1,200 at the Pennsylvania Convention Center cheered the proposals and offered a standing ovation to the concluding video fly-over, a time-warp that transformed the current waterfront into an active, thriving scene of green spaces and well-balanced development and communities.
 
Public reaction

Approval for the plan, which was coordinated by PennPraxis, the clinical arm of the design department at the University of Pennsylvania, came from nearly every front. Mayor Street lauded the process for engaging the river ward communities and taking on a challenge that has eluded the city for decades. Michael DiBerardinis, secretary of the state Department of Conservation and Natural Resources, called the Civic Vision “meaningful and important.” Riverfront developer Bart Blatstein said the plan is “a great start.”
 
Dissenting voices in the audience condemned any allowance for casinos, intermittently disrupting the presentation by PennPraxis executive director Harris Steinberg, who has guided the Civic Vision through several combative meetings. Outside the Convention  Center, a six-foot skunk urged people to wear clothespins to show their displeasure with the Foxwoods and SugarHouse sites.
 
A panel of government, business and community leaders were invited to respond to the presentation, and they lent their support to most aspects of the plan. But there was a clash over the issue of funding a major I-95 reconfiguration. Rina Cutler, deputy secretary at PennDot, warned that an estimated $10 billion needed to depress the interstate at Penn’s Landing would be hard, if not impossible, to raise. Mayor Street disagreed. Initial response to large projects is always negative, Street said, but “there is plenty of money” if the public says “this is the priority.”
 
Overall, the evening was upbeat, congratulatory, and very hopeful.


Councilman Frank DiCicco, whose constituents’ fears of waterfront gaming sparked his suggestion that the city create a master plan for the Central Delaware, said the unveiling last night was “the highlight of my political career.” He thanked the William Penn Foundation for providing more than $1.6 million for this first phase of the waterfront process. He also credited Street for signing the executive order in October 2006 that charged PennPraxis with leading the effort. 
 

The mayor noted that “plan after plan failed” to make the best use of the 13-acre parcel on the Center City riverfront. “The thing that should distinguish this report from other studies is you,” he told the audience last night. “We never had this kind of community engagement” in the process before, and “what will deter it from sitting on a shelf is you not letting it happen.”
 
With just over 50 days left in his term, he urged that the plan more forward with the formation of an organization that will take up the banner and “ensure that this work has not been done in vain.”
 
Steinberg then took the podium to present the culmination of his team’s year-long labor in an eloquent, 30-minute sales pitch. With archival, contemporary and conceptual images of the waterfront beamed on two screens flanking him, and on screens in an adjoining hall for the overflow crowd, Steinberg emphasized the historical and regional context of the Central Delaware -- from William Penn’s arrival, through the riverfront’s industrial dominance, through the traffic-jammed state of things today. The initial question was, “how do we create a framework for growth?” he said.
 

PennPraxis conferred with elected officials and every civic group with a stake in the waterfront so that the “pinheads from Penn,” as he heard one resident describe his team, “would not impose their image on the waterfront.”
 

The planners relied on the values expressed by residents in that series of meetings, and on the best practices for riverfront redevelopment accomplished in Chicago, New York, San Francisco, Milwaukee and Hoboken. “Man, if we can’t beat Hoboken,” Steinberg laughed.
 
What the Philadelphia team came up with was three frameworks based on movement, open space, and development.
 

Movement refers to connections across and beneath I-95 to the river, a street grid that replicates the feeling of Center City life on the waterfront, and a north-south urban boulevard.
 
A reborn Delaware Boulevard, the “spine” of the riverfront, would mean keeping a six-lane avenue for now, but eventually “skinnying up” the current road to allow for a light-rail or other mass transit line down the center.
 
The street grid would recall the 17th-century template designed by William Penn “which has guided our identity,” Steinberg said. “We need to think about extending that to the river,” not only to disperse traffic, but also as “the connective tissue” that links land parcels.
 

The audience applauded the Civic Plan’s suggestion that Septa and Patco lines be linked on a reinvented waterfront. Water ferries and water taxis are also part of the plan, as opposed to a Camden-Philadelphia tram that links the two cities.
 
Turning to the high-profile proposal of burying I-95 to reclaim the Penn’s Landing area, Steinberg offered a conciliatory tone. “Is there a way to sink it? I don’t know. There is lots more study to be done. It is something that the plan doesn’t live or die on.
 
“But if we don’t start thinking about it,” he said, “Philadelphia will miss the boat to capitalize on that potential.”
 
The open space framework in the Civic Vision foresees “a great lawn” at Penn’s Landing, “a great democratizing element of the city.”
 
Frankford Avenue and Spring Garden Streets were presented in artist’s drawings transformed into pedestrian-friendly green streets of trees, blooming medians, and bike lanes. The string of parks and open spaces along the Delaware would “do work,” Steinberg said, filtering stormwater and pollutants, and creating wetlands, wildlife habitats, tidal gardens, and a healthier city and river.
 
Land development along the water, and specifically how casinos fit into the plan, has been “the most contentious part of this project,” Steinberg said,
 
“Not an option!” an audience member shouted.
 
“Yes it is!” responded another.
 
“Bull----!” answered the first.
 
Acknowledging the debate, PennPraxis provided two options for those sites on the waterfront plan, with and without the casinos. But Steinberg said the issue is “not about what is there. It’s about how the buildings relate to each other” and surrounding streets, and whether they allow access to the waterfront.
 
Other development issues should be addressed through zoning code reforms, according to the Civic Vision. The street grid plan must be codified and buildings must “meet the street line,” with retail, commercial and “life-affirming” uses, Steinberg said. Tall buildings should be staggered along the landscape to ensure “everyone has light and air and views of the river,” he also said.
 
There is a place on the river for big-box development, too, so long as it is “done more gracefully,” Steinberg said.

The presentation ended with the video, reminiscent of the 1964 World’s Fair ride that looked ahead to the city of the future. The audience was remarkably silent as it was given a glimpse of what Philadelphia could become 50 years from now. When it ended, they rose and applauded the vision.
 
In an official response to the plan, DCNR secretary DiBerardinis, a 30-year resident of Fishtown, said the unveiling of the plan was an “important event for Philadelphia.”
 

A century ago, he said, Pennsylvania stood at a similar crossroads, with its forests decimated and streams polluted by the Industrial Revolution. But some leaders had a vision for the commonwealth that helped save its ecosystems. “We are in a similar moment in this time,” he said. Conservation and sustainable communities will become policy imperatives, and “cities that imagine a waterfront like this are the ones that will succeed,” DiBerardinis said.
 
“The plan is right. The economy of the future will be built around efficiency and sustainability,” he said.

 
To make it happen, the city must build on the collaboration of the community, DiBerardinis continued. There must be consistent city leadership to shepherd the plan forward, and it must move from a vision to a detailed planning process. Strategic investment must be made and leveraged through the local, state and federal governments, he said. And “early victories” should be implemented “so people can see the reality.”
 

Inquirer columnist Chris Satullo moderated the panel discussion that ended the evening, posing his own questions and those from the audience.
 
Blatstein, of Tower Investments, said “planning is not the enemy. The enemy is lack of planning.” He said the Civic Vision has been a “marriage of planners, developers and communities.”
 
Blatstein also said there should be no gated communities along the waterfront and there should be open and free access to the river.
 

Cutler, of PennDot, who was among the supervisors on Boston’s Big Dig project, said Philadelphia should not become too focused on a large I-95 reconstruction. “If we spend years debating if it is possible to bury 95, we will miss the opportunity to rethink what else exists there.”
 

A better choice, she said, might be improved public transit on the waterfront. Because of funding limitations, “we may have to make those choices,” she said.
 
Mayor Street said an ambitious 95 redo can happen. “It will not happen unless we say this is the kind of investment we want from the local and federal government,” he said. That will require the support of surrounding counties, who must also see that a revived city waterfront will benefit their residents. “The biggest deterrent is perceived regional differences,” he said.
 
Steinberg said the next steps in the process will be “early action projects,” such as the blazing of a bike trail from the Pier 70 neighborhood to Penn’s Landing, the restoration of riverfront wetlands, and the release of an implementation guide in the spring.
 
“This is the very beginning,” he said.

Alan Jaffe is a former Philadelphia Inquirer editor. He can be contacted at alanjaffe@mac.com 
  

• Water_Dept._management_manual.pdf