FALL 2016 INFRASTRUCTURE MATTERS

Mayor Kenney’s Vision for Philadelphia The Reading Viaduct Rail Park

The Complete Streets Movement www.keasthood.com New Construction • Renovation • Addition STRUCTURAL ENGINEERS • Adaptive Reuse • Historic Preservation • Masonry Stabilization • Structural Intervention

Providing Exterior Masonry & Facade Restoration Expertise Since 1953

823014_Keast.indd 1 9/2/16 3:27 AM

We specialize in high quality building products featuring Duradek™ waterproof system and Durarail™ powder coated aluminum rails. Duradek™ is a roofi ng approved vinyl membrane that comes in a variety of colors and patterns for decks, patios, and balconies. Durarail™ products off er maintenance free railing with a 20-year structural warranty.

7099 William Penn Highway, Easton, PA 18045-29366 Waterproofing Over 40 Years www.specialtybldgsystems.com SpecialtyToll Free: (800) 765-9865 Building • Fax: (610) 954-0598 Systems E-mail: [email protected]

790809_Specialty.indd 1 2/24/16 5:43 PM PHOTO: MICHAEL HIRSCH PHOTO:

Fall 2016 – IN THIS ISSUE We dig into the concerns facing the Nation’s crumbling infrastructure and explore their impact on a 21st century Philadelphia.

FEATURES

12 Mayor Kenney’s Infrastructure Policy An inside look at Mayor Kenney’s vision for a smarter, greener, better Philadelphia.

16 Green Infrastructure in Philadelphia: The Reading Viaduct Rail Park DEPARTMENTS Is the Reading Viaduct Rail Park the next great Philadelphia square? 5 EDITORS’ LETTER 6 COMMUNITY 10 UP CLOSE 28 EXPRESSION 30 DESIGN PROFILES

37 MARKETPLACE 20 Streets: They’re Not Just for Cars Any More 38 INDEX TO ADVERTISERS Communities in the Delaware Valley and across the nation are embracing the Complete Streets initiative.

CONTEXT is published by

5950 NW 1st Place, Gainesville, FL 32607 (800) 369-6220, www.naylor.com. Publisher Tom Schell, Group Publisher Jack Eller, Sales and Project Manager David Freeman, Editor Ann DeLage, Marketing Nancy Taylor, Book Leader Krys D’Antonio, Designer GK DS, 24 Infrastructure: Important Thoughts and Account Representatives Lou Brandow, Anook Commandeur, Ralph Herzberg, Application to Regional Projects Infrastructure as a catalyst for economic growth. Nicholas Manis, Phillip Maxwell, Chris Zabel, Brian Zeig The opinions expressed in this – or the representations made by advertisers, including copyrights and warranties, are not those of the editorial staff, publisher, AIA Philadelphia, or AIA Philadelphia’s Board of Directors. All rights reserved. Reproduction in part or whole without written permission is strictly prohibited. Postmaster: send change of address to AIA Philadelphia, 1218 Arch Street, Philadelphia, PA 19107. Published OCTOBER 2016/AIP-Q0316/3615

AIA Philadelphia | context | FALL 2016 3 2016 BOARD OF DIRECTORS

Denise Thompson, AIA, President Frank Grauman, FAIA, President-Elect My Vision... Troy Hannigan, Assoc. AIA, Treasurer is to enhance a home’s historical beauty with updated living spaces. James W. Rowe, AIA, Past President | Secretary Karen Blanchard, AIA, Chapter Director Kiki Bolender, AIA, Chapter Director Kira Broecker, AIA, Chapter Director Jeffrey Krieger, AIA, Chapter Director Brian Szymanik, AIA, Chapter Director Kelly Vresilovic, AIA, LEED AP, Chapter Director Alesa Rubendall, AIA, LEED AP BD+C, Chapter Director Catherine (Katie) Broh, AIA, LEED AP, Chapter Director Paul Avazier, AIA, LEED AP BD+C, NCARB, Chapter Director John B Campbell, AIA, ARIAS, RIBA, LEED AP, Chapter Director Jeff Pastva, AIA, AIA PA Director Robert C. Kelly, AIA, AIA PA Director Jared Edgar McKnight, Assoc. AIA, Kolbe’s capacity to provide multiple types Associate Director and styles of windows allowed us to Michael J. Fierle, Assoc. AIA, Associate Director Tya Winn, Public Member transform the antiquated spaces of this Rebecca Johnson, Executive Director historical home into light-filled rooms that are the focus of family life. – Spence Kass, AIA | Kass & Associates | Philadelphia, PA CONTEXT EDITORIAL BOARD Bringing your vision to life takes a higher level of creativity and expertise – who you choose matters. Contact our experts for a personal design consultation. Our extensive showroom and knowledgeable staff will help you choose the right CO-CHAIRS Kolbe products for your project. Harris M. Steinberg, FAIA, Drexel University Todd Woodward, AIA, SMP Architects 186 Old York Road New Hope, PA | 888-292-5872 BOARD MEMBERS 1304 Goshen Parkway STE 200 West Chester, PA Wolfram Arendt, AIA, Bohlin Cywinski Jackson 800-887-7220 www.northamericanwindow.com William W. Braham, Ph.D., FAIA, University of Pennsylvania

© 2016 Kolbe & Kolbe Millwork Co., Inc. David Brownlee, Ph.D., University of Pennsylvania Jon Coddington, AIA, Drexel University Susan Miller Davis, AIA Sally Harrison, AIA, Temple University 829014_North.indd 1 19/09/16 2:41 PMTim Kerner, AIA, Terra Studio Elizabeth Miller, Community Design Collaborative Stephen P. Mullin, Econsult Corporation Rashida Ng, RA, Temple University Jeff Pastva, AIA, JDavis Architects Richard Roark, ASLA, Olin Rachel Simmons Schade, AIA, Drexel University David Zaiser, AIA, WRA STAFF Rebecca Johnson, AIA Philadelphia Executive Director Elizabeth Paul, Managing Editor Laurie Churchman, Designlore, Art Director

4 FALL 2016 | context | AIA Philadelphia EDITOR’S LETTER

BY STEPHEN P. MULLIN AND DAVID ZAISER, AIA Properly maintaining, expanding, and upgrading our nation’s physi- cal infrastructure is a necessary ingredient for increasing productivity and growing living standards. Conventional wisdom holds that the U.S. is Building a 21st not properly maintaining or upgrading our basic infrastructure. The 2013 report card issued by the American Society of Civil Engineers (ASCE) gave Century Philadelphia the U.S. a grade of D+ for the overall condition of U.S. schools, public buildings, roads, bridges, ports, water, wastewater, levees, energy, transit, rail, waterways, aviation, solid and hazardous waste, and dams; up only slightly from a grade of D in 2009. Much of our basic infrastructure is past its useful life. It’s been 60 years since the signing of the Federal Aid Highway Act of 1956 – the legislation

PHOTO: KAZI M. HASSAN KAZI M. PHOTO: that famously created the interstate highway system – but funds to main- tain this system have not kept up with needed repairs and upgrades. Our highways are not the only example. Bridges, transit systems, rail, water, ports, and sewer systems, our electric grid, and even our air-traffic control systems suffer from suboptimal reinvestment. While certain high-profile infrastructure failures capture our attention and generate consternation and plenty of hot air, the concern dissipates rapidly and typically without much structural improvement. These big stories grab attention, but the real infrastructure problems are far broader and their impacts are stealthier. By its very nature, investment in physical infrastructure is not very sexy, and besides immediate construction employ- ment, its benefits come well into the future. As a result, public reinvestment lags since public spending generating immediate benefits garner political attention and crowd out potential infrastructure investment funds. We can no longer afford to turn a blind eye to these needs, but can we afford to do what needs to be done? According to the ASCE 2013, the overall cost to repair and upgrade these essential systems is estimated to be $3.6 trillion by 2020 – requiring a significantly greater portion of our GDP than has been allocated to infrastructure in recent decades. We may not be able to avoid these costs, but we still have choices. We can spend our infrastructure dollars recreating a 20th century infrastructure of the past, or we can use them to create a 21st century infrastructure for the next 50 years – an infrastructure focused on renewable resources, sustainable practices and better lives for all of us. Design professionals are already taking the lead in re-imagining what this 21st century infrastructure can be. These design professionals along with engineers are figuring out how to develop infrastructure that costs less to build, generates greater efficiency benefits, and lasts longer. In this issue we consider not only the benefits inherent in improving our infrastructure here in Philadelphia, but also how our infrastructure of the past can be re-purposed to serve our new mission. We hope you enjoy it. ■

Stephen Mullin is President and Principal of Econsult Solutions, an economic consulting firm based in Philadelphia. His 16 year consulting practice con- centrates on state and public finance and policy analysis, economic and real estate development and impact analyses, and business-government strategies.

David Zaiser is an Associate at Whitman Requardt and Associates LLP special- izing in the planning and design of college and university facilities for the firm’s Building Design Group.

AIA Philadelphia | context | FALL 2016 5 COMMUNITY

Dear Friends and Colleagues, Design on the Delaware at NeoCon East As the flurry of fall events surrounds us and fills up our calendars, I encourage you will offer 36 programs, up to 15 tours, to make time for the Design on the Delaware Conference, November 9-12, 2016. New and 3 general sessions. In addition to the this year is that we will be hosting exhibitors, breakfast, lunch, Opening Reception, general sessions listed below, we are once again and a special Emerging Professionals Track at the Center for Architecture and Design. partnering with NeoCon East – boasting more than We will still host our keynote speakers and educational seminars across the street at 200 companies on the tradeshow floor and key- the Convention Center – but the Center for Architecture and Design will be an inte- gral part of the Conference this year. note sessions by Marc Kushner, HWKN partner and “What is the relationship between AIA Philadelphia and the Center for Architizer founder and Ayse Birsel of Birsel + Seck. Architecture and Design?” This question is posed to me at least once a week, and when it is I pull out a piece of paper and pen and proceed to draw the following Venn Design on the Delaware diagram. General Sessions:

CFAD Robin Guenther, FAIA, Inease LEED Fellow worksz Aweness at the intersection of healthcare architecture, Abt health and sustainable Architecte policy and participates in a wide range of leading AIA edge advocacy initiatives while continuing to prac- Given that there seems to be a lot of confusion about this topic, I thought it would tice. Healthcare Design magazine named her the be appropriate to clarify information and to share our vision for the future of both “#1 Most Influential Designer in Healthcare” in organizations. AIA Philadelphia has its own board made up entirely of AIA mem- 2010 and 2011. bers and one public (non-AIA) member. AIA Philadelphia is generally focused on our members and how to best provide them with the benefits and services most useful in their practice. Our members communicate about many services that have an impact Howard Neukrug, PE, on their businesses, but overwhelmingly they tell us that helping to increase public BCEE, Hon. D. WRE is awareness about the value and relevance of architecture is the most important thing a national expert, AIA can do for them. lecturer and inspirational Increasing public awareness about the value and relevance of architecture is where leader in integrated water the missions between AIA Philadelphia and the Center for Architecture and Design systems; urban planning are wholly aligned – the overlap in the Venn Diagram. The Center for Architecture and sustainability; utility and Design is focused on the public, versus only focused on AIA members. operations; water policy; The Center was initially created as the charitable “arm” of the AIA. It is a 501(c) and green infrastructure. (3) organization and has more fundraising opportunities available to it versus a 501(c) He is the creator of Phila- (6) trade association like the AIA. It also has a diverse Board of Directors, expanding delphia’s $2.5 Billion “Green City, Clean Waters” beyond just AIA members or architects, but other design professionals and built envi- ronment enthusiasts. However, through the vision and leadership of my predecessor program which has revolutionized how American and both organization’s Boards, the Center is poised for growth and has expanded its cities approach land and water management for programming as a result, most notably with the DesignPhiladelphia festival. sustainability and resiliency. In 2017, the Boards of AIA Philadelphia and the Center for Architecture and Design will be working independently and collaboratively on their respective strategic plans Architectural and Engineering Ethics is for 2018-2022. The current joint strategic plan has mostly been accomplished, and a panel led discussion providing an overview both Boards of Directors are looking at how the two organizations want to collabo- and introduction to architectural and engineering rate and how they want to expand their respective programs independently. We are ethics. It will cover state registration and licensing looking forward to the future and excited to see where our planning leads us. laws as well as conflict of interest, pay to play, and case-study discussions.

6 FALL 2016 | context | AIA Philadelphia COMMUNITY

Pennsylvania Convention Center & Center for Architecture and Design November 9™12, 2016

WEDNESDAY THURSDAY FRIDAY SATURDAY

Keynote Speaker Keynote Speaker Tours Emerging Professional’s Track

Howard Neukrug, PE, BCEE, Hon. Robin Gueuther, FAIA, LEED AP, Littlest Streets of Philadelphia Breakfast Panel: Thriving, not just D. WRE, Principal at CASE Principal of Perkins+Will, Senior Surviving in the Profession Environmental, LLC and Senior Advisor to Health Care Without Of Piers and Viaducts: Spontaneous Fellow at the University of Harm Nature in the City NCARB & You: AXP, ARE, & Pennsylvania Certification Continuing Education Tracks The Transformation of Dilworth Park Continuing Education Tracks and City Hall Subway Stations Lunch Break Adaptive Reuse Track Optional: Speed Mentoring Technical Track Community Design Track Delaware River Trail Parks and Piers Community Design Track Energy/Environment Track Tour Construction 101 Educational Track Design Track Practice Management Architectural & Engineering Panel What’s Next in Tech? Discussion Tour Information Tours Tours Additional tours to be announced for 2016 Registration Options Creating a Catalyst on Campus: Wednesday, Thursday, and Friday! Innovation Plaza LEED Platinum and Ongoing Full Conference Energy Efficiency All tours on Wednesday and Thursday Wednesday Day Pass Lord Norman Foster’s Cutting Edge will leave from the Convention Center Thursday Day Pass Comcast Innovation Tower Second City Building Community Emerging Professional’s Track All tours on Friday will leave from the Individual Tours & Programs Philadelphia Community Health and Paseo Verde Center for Architecture and Design Literacy Center

Tour of One of the Largest Register online at Cemeteries Under Restoration: Mt. Moriah Cemetery www.aiaphiladelphia.org/registration

CONSTRUCTING OPEN DAILY November 25, 2016 PLAY - January 26, 2017 CLASSIC + MODERN BUILDING TOY EXHIBITION

FAMILY WORKSHOPS every Saturday between Thanksgiving + Christmas 5 - 8yo | 11:00am - 12:00pm | $15 per child 9 - 12yo | 1:00pm - 2:30pm | $20 per child to visit FREE Register online: www.PhiladelphiaCFA.org

GINGERBREAD ARCHITECTURE on display Sat, Nov 26 - Sat, Dec 24

AIA Philadelphia | context | FALL 2016 7 COMMUNITY PHOTO: CHRIS KENDIG

“THE REAL WINNERS TONIGHT ARE OUR CHILDREN AND YOUTH. WE HAVE THE IDEAS, AND WE HAVE AN ENGAGED COMMUNITY. NOW WE NEED TO CHAMPION THE SUPPORT AND FUNDING.” Sharon Easterling, executive director of DVAEYC

Atkin Olshin Schade Architects, Meliora Environmental Design LLC, Viridian Landscape Studio, International Consultants, Inc., and The Parent-Infant Center teamed up to design a stimulating play space for Haverford Bright Futures, a School District of Philadelphia preschool program.

An enthusiastic crowd gathered to ensure that all of Philadelphia’s children are see the nine finalists of the Play healthy, ready to learn, and nurtured by their Space Design Competition last spring. families and communities. Each finalist team—chosen from among 40 At the awards event, Michael DiBerardinis, inspiring entries—was charged with delivering Managing Director of the City of Philadelphia their concept for an innovative Philadelphia play and a long-time advocate for Philadelphia’s space in a cool seven minutes. parks and playgrounds, underscored the value The design competition was the centerpiece of these spaces to the city, “This competition of Play Space, a partnership between the lifts up the idea that we can recreate city Community Design Collaborative and the spaces… and gives people a place to dream, Delaware Valley Association for the Education of to love, to learn a sport, to move communities Young Children (DVAEYC) to explore the ways together.” that innovative play space can help both children “Tonight, we are here to celebrate where and communities grow. design comes into play,” said Beth Miller, Over the past year, the Collaborative and Executive Director of the Community Design Innovative play spaces can create kids who are healthy, ready to learn, and nurtured by DVAEYC hosted a design precedent exhibition, Collaborative. “The power of play space in the their families and communities. design charrette, community design-build community and its impact on early childhood project, and a series of play talks. The capstone development is an issue facing all cities.” of Play Space was a design competition to re- Lots of hard work (and play, we hope) “The real winners tonight are our children imagine play spaces for a Philadelphia public went into all 40 entries in the competition, and youth,” said Sharon Easterling, executive library, recreation center, and school. Three representing collaborations between designers director of DVAEYC. “We have the ideas, and $10,000 prizes were offered, one for each and educators from five countries (the United we have an engaged community. Now we need competition site. States, Canada, China, Germany, and Poland) to champion the support and funding neces- The exploration couldn’t have come at a and eleven states in the U.S. Nine finalists and sary for Philadelphia’s nonprofit and public sec- better time. The City of Philadelphia is embarking the three ultimate winners emerged from a tor implementers to bring innovative play space on Rebuilding Community Infrastructure, a rigorous judging process that included reviews to every neighborhood in Philadelphia.” ■ bold initiative to reinvest in neighborhood by two juries and community feedback. Experts libraries, schools, parks, and recreation centers. in education, policy, and design to weigh in as Join us for Where Design Comes Into Play, a The City’s immediate goal is expand access to well as children and communities, the ultimate special exhibition at Philadelphia City Hall from quality Pre-K education and repair and enhance users of these play spaces. One winning entry October 6 through December 2, 2016. Details neighborhood public spaces and, ultimately, was selected for each competition site. at www.cdesignc.org.

8 FALL 2016 | context | AIA Philadelphia Concerned with PIB Migration?

Your Vision. BUT You Got This.

We can achieve your vision Two-Part with JEB 3Seal. Structural Silicone Secondary Seal JEB 3Seal TM Warm-Edge Spacer For structural integrity technology Improves Wall Acrylic Pressure- Performance, Mitigates PIB Sensitive Adhesive Mitigates PIB migration Migration, and Delivers

Extreme Straight Structural Sightline. Ideal for Silicone Spacer Increases thermal two or four-side performance

structurally glazed, Multi-Layer Vapor and cold-form Barrier Film Enhances condensation bent insulating resistance

glass unit PIB Primary Seal installations. Delivers an extremely straight sightline

Learn more at JEBerkowitz.com/JEB-3Seal

760262_Fizzano.indd 1 15/08/15 2:30 AM Don’t Replace Your Glass Facade TM 1218 Arch Street, Philadelphia, PA 19107 RENOVATE by Berkowitz Hours: Monday - Saturday 10am - 6pm FACADE RETROFIT SYSTEM www.aiabookstore.com Ideal Solution for Existing/Occupied and Historical Buildings • Energy savings of 25% or MORE • Significantly lower cost than a complete façade EXISTING GLASS rip-out/replacement HERMETICALLY SEALING SPACER

• Hermetically sealed ½” AIR SPACE installation creates a triple FACTORY MANUFACTURED insulated glass solution INSULATING UNIT ENERGY SAVING LOW-E COATING • Enhances sound attenuation ½” ARGON GAS FILLED SPACE • Interior installation with (Optional) minimal installation ENERGY SAVING LOW-E COATING disruption COVER CAP • Potential tax credits INTERIOR GASKET SEAL COMPRESSION ASSEMBLY • Contributes to LEED® & SETTING BLOCK Energy Star® JEB 3SEAL WARM • D.O.E. Analysis available EDGE SPACER

Watch our RENOVATE system video at RbBwindow.com. Contact Scott Mitchell for more information: 1-856-628-5753

825391_JEBerkowitz.indd 1 8/1/16 4:26836635_Editorial.indd PM 1 AIA Philadelphia | context | FALL04/10/16 2016 6:569 pm Barry Seymour: Helping the Region Get What It Needs BY BENEDICTE CLOUET AND LAUREN BAUMAN

10 FALL 2016 | context | AIA Philadelphia UP CLOSE

Efficient transport plays a vital role in improving our quality When asking him what he sees as the greatest development since of life and building a strong economy. As more people modify his start at DVRPC, it was surprising to hear that it had nothing to do their travel habits by choosing alternative transit modes, infrastructure with big infrastructure projects, but funding. In a region infamous for must adapt as well. To better understand the changing transportation its underfunded transportation infrastructure, Barry has made a point infrastructure landscape in the Philadelphia region, we talked with Barry in his career to find ways to close the funding gap. He instituted the Seymour, Executive Director of the Delaware Valley Regional Planning Transportation and Community Development Initiative (TCDI): a planning Commission (DVRPC), whose influence is seen in many projects that are grant to support smart growth of individual municipalities by providing shaping the future of the region’s transportation network. funding for local initiatives. Through TCDI, DVRPC offers the needed Over the past twenty-five years of his tenure at DVRPC, Barry has assistance to smaller localities to support their infrastructure visions supported decisive infrastructure planning and organized major projects, within the larger framework of Connections 2040. “That connection especially this past decade as Executive Director. Overseeing nine coun- wasn’t there before,” explains Barry, “while [DVRPC] can plan and work ties across Pennsylvania and New Jersey, composed of 352 local gov- with partners on larger-scale projects, most of transportation network is ernments, he is charged with the responsibility to empower the region actually at the local level.” Since the program began in 2002, $16 million to craft and implement a vision crystallized in Connections 2040, the has been distributed to over 230 communities across the region. Barry long-range plan for the future growth and development of the region. highlighted one of many significant projects from TCDI. “We created This is no small feat. Along with assisting local government and regional a system of trails across the region called The Circuit, which will be a infrastructure planning, he coordinates conversations between the 750 mile network of interconnected trails. This is not built all at once organizations with responsibility for regional transportation – including or by just one entity. Ultimately it is built by dozens, if not hundreds, of PennDOT, NJDOT, SEPTA, NJT, AMTRAK, PATCO, DRPA – all of which different organizations and groups. What we can do at a regional scale have different priorities and motivations. With so many players at the is to define that vision and direct funding to projects that will build a table, his role is to understand these priorities and support impactful larger network over time.” projects, while recognizing, and effectively communicating, funding But a real game-changer, he says, was the passage in 2013 of Act limitations, or as Barry put it himself, “that you can’t always get what 89 in Pennsylvania, which dedicates a significant long-term and stable you want, but you can get what you need.” increase in funding to transportation infrastructure. The addition of Much of our transportation infrastructure, historically among the the $2.3 billion per year provided much needed relief to regional most extensive and advanced in the nation, is now reaching the end transportation providers, like PennDOT and SEPTA, who had a backlog of its lifespan, and the question of its maintenance or replacement has of billions of dollars worth of transit maintenance and enhancement become critical. However, don’t think that Philadelphia is simply falling projects. Barry explains, “For many years SEPTA was struggling just to behind while cities like Denver and Los Angeles are unveiling brand new manage what they had. But now for the first time, they’re able to plan systems. “All they are trying to do is play catch up with us,” argues for new services and add extensions, which will have an enormous Barry, “from their perspective, we are light-years ahead of where they impact on the region over time.” Although new projects and initiatives are.” With that being said, it’s a fact that our transit infrastructure is may make headlines, Barry sees changes in infrastructure funding to aging and requires investment to bring it up to the state of good repair be the most critical change to happen to the region. and takes greater funds to maintain it into the future. DVRPC’s funding Although Barry is responsible for listening to many voices, prioritizing and resource allocations is a testament to the gravity of this issue: With initiatives, and creating region-wide infrastructure plans, he is quick over $1 billion spent each year on infrastructure, around 75% of that to dismiss the idea that he is the sole guardian of the region’s trans- spending is on maintenance. portation network. His greatest duty, though, is not just developing While the bulk of Barry’s energy goes into “state of repair” projects, the grander vision, but making sure we can pay for it. He understands he acknowledges the necessity to invest in the future. To deliver on the how critical the maintenance and further development of our region’s increasing demand for efficient transportation capacity and support transportation infrastructure is and has dedicated his career to it. “At growth and economic development, there are grand plans to extend the end of the day, [transportation infrastructure] is a public good SEPTA services throughout the Philadelphia region. Planning is underway that needs to be paid for. Whether we pay for it through taxes or to have trains reach out to King of Prussia, as well as expansions in Bucks fees, the only way we’ll have a first-class transportation network is County and West Chester. Similarly, DVRPC has mapped out a new by paying for it.” ■ train service for the disconnected Navy Yard. But you can’t think about the future without discussing sustainable development. Even though Benedicte Clouet is the Director of Business Development at Econsult Solutions. DVRPC is transit focused, they work on green infrastructure projects, such as open space protection initiatives, green streets, transit, bicycle, Lauren Bauman is a student at Drexel University studying Global Studies and pedestrian planning, as well as programs in food system planning, with a focus in International Business and Economics and a member of the smart growth, energy efficiency, and climate change. ESI Intern Association.

AIA Philadelphia | context | FALL 2016 11 MAYOR KENNEY’S INFRASTRUCTURE POLICY

BY NICOLE WESTERMAN Columbus Square rain garden PHOTO: PHILADELPHIA WATER DEPARTMENT

12 FALL 2016 | context | AIA Philadelphia Infrastructure figured prominently in Mayor Kenney’s first budget address, The Kenney Administration is embarking on historic investments from desperately needed facility improvements like roof replacements in Philadelphia’s infrastructure. These investments will bring a broad to “complete streets” projects to improve pedestrian safety. But the range of benefits, including increased safety, reduced operating costs, Mayor quickly pointed out that these improvements alone will not solve and improved sustainability. But the policies behind this change keep Philadelphia’s most important challenges. These challenges include: our sights fixed firmly on improving the quality of life for Philadelphia • Two-thirds of Philadelphians currently looking for work test at the 4th residents in every neighborhood. That’s why Mayor Kenney proposed a to 8th grade level in reading, writing, and math, leaving them largely sweetened beverage tax to pay for expanded quality pre-K, Community unable to secure family sustaining jobs. Schools, and Rebuilding Community Infrastructure (or “Rebuild”). We • Philadelphia has the second highest percentage of work-age residents know that pre-K will allow more children to be successful in school, who are out of the labor force. leading to better job opportunities, better health, and better neighbor- • Nearly half of Philadelphians live in what are classified as “distressed” hoods. Community Schools will provide children with access to needed zip codes, where there is high poverty, few people with high school medical and social services directly in the school building. Additionally, degrees, and marginal if any increase in business activity in recent years. Rebuild is about more than just taking better care of City properties, although that is important. Rebuild is about making places that positively impact people’s lives. Philadelphia has a massive network of public infrastructure: over 2,500 miles of streets and 320 bridges. Three water pollution control plants, three drinking water plants, and 6,000 miles of sewers and water mains: 1,100 facilities, 11 million square feet, and 11,000 acres of park land. Under Mayor Kenney, investments will be made in tools and planning to allow smarter decisions about the use and care of these assets. Stormwater management investments will continue, blazing a trail of green across the City and transforming the health of our rivers and creeks. And Rebuild will erase decades of underinvestment in parks, rec centers, and libraries. Smarter. In the Department of Public Property (DPP), two projects are underway that represent a fundamental shift in asset management in the City. One is the development of an integrated workplace asset management system (IWAMS), a system integrating multiple sources of facility information to facilitate reporting, analysis and decision-making. IWAMS will combine information from the City’s facilities database, operating and capital budgets, facility energy tracking system, and three separate facility work order systems. The centralized data will help the City fully evaluate the useful life of facilities and building components, like roofs and HVAC systems, and make data-based repair vs. replace decisions. The system will also help the City use space efficiently and track operating costs. Expected to be fully implemented by the end of 2016, IWAMS will allow the City to make better informed real estate, maintenance, and capital investment decisions. The second project is a public safety facilities master planning process, which kicked off in August 2016. This project builds on granular infor- mation about each facility collected by DPP – conditions of structures, roofs, HVAC and electric systems. But the consultant team, led by Hill International, will go far beyond physical facility conditions. Their focus will be: Is this the right facility in the first place? Is it in a location that makes sense now? And, how can a building built 50 to 80 years ago meet the programmatic needs of City departments in the 21st Century? The consultants will use a broad range of data including call types, response times, and demographic information to answer these ques- tions. The output of this process will be a spending plan for public safety facilities over the next six to eight years. After generations of capital

AIA Philadelphia | context | FALL 2016 13 investments driven by deferred maintenance, the near future holds the parking lots every time an inch of rain falls in the City. In addition to promise of the right facilities in adequate condition to allow men and filtering pollutants out of stormwater, green infrastructure sites keep women in uniform to perform their jobs safely and to perform them well. excess water out of Philadelphia’s overburdened sewer system, where Greener. Philadelphia is among the 800+ communities nationwide overflows can lead to sewage spilling into local waterways. Not only is that must reduce combined sewer overflows under the Clean Water this approach more affordable and less disruptive than the construction Act. While many municipalities are building larger sewers and retention of massive tunnel systems, green infrastructure projects are beautify- tanks to hold excess runoff during storms, Philadelphia has become a ing neighborhoods, moderating extreme summer temperatures, and national leader in developing an approach that primarily relies on green creating natural habitats. neighborhood investments that complement and strengthen traditional This June marked the five-year anniversary of Green City, Clean water infrastructure. Waters. As of June 1, 2016, more than 837 “Greened Acres” have This approach was memorialized in the 2011 plan called Green City, been established in the city. These Greened Acres represent a more Clean Waters. The goal is to reduce stormwater flow and pollution by than 1.5 billion gallon reduction in stormwater runoff and combined adding green infrastructure to streets, sidewalks, roofs, schools, parks, sewer overflows during a typical year of rainfall. and parking lots in order to slow, filter, and consume rainfall. “Green Surpassing the five-year goal signals the start of an accelerated tools” such as rain gardens and stormwater tree planters manage over period of growth for Green City, Clean Waters; within the next five-year 27,000 gallons of runoff per acre from hard surfaces like streets and period, the City must achieve 2,148 Greened Acres, reducing overflow RENDERING: PHILADELPHIA WATER DEPARTMENT

14 FALL 2016 | context | AIA Philadelphia and runoff volume by more than 2 billion gallons per year in 2021. Rebuild’s workforce diversity and inclusion agenda is based on the Ultimately, implementation of Green City, Clean Waters will reduce premise that a program of this scale offers an unprecedented opportunity runoff and overflow pollution volume by 85 percent from 2011 to to diversify the building trades in Philadelphia and to build the capacity 2036 – an overall reduction of nearly 8 billion gallons per year in of minority and women-owned construction and professional services 25 years. firms. Disadvantaged firms will be on contract for multiple years, freeing Better. Rebuild dovetails with DPP’s initiatives and Green City, resources for quality work and capacity-building. Developing construc- Clean Waters by making several generations’ worth of improve- tion firms will receive customized technical assistance from construction ments in the City’s parks, recreation centers, and libraries. Rebuild management firms, as well as cash flow assistance and insurance and is planned to be a $500 million, seven-year capital program funded bonding support. And the City will partner with the building trades to by $348 million in City funds – including bonds supported by the establish a pre-apprentice program and a pipeline of Philadelphians into City’s new sweetened beverage tax – as well as philanthropic funds, sponsored apprenticeship positions, ultimately resulting in a shift that private contributions, and state and federal grants. will be visible on job sites and a measurable improvement in employ- Investments in these facilities are necessary because of the role we ment rates in Philadelphia’s poorest neighborhoods. need them to play in community life. For example, Philadelphia recreation Mayor Kenney’s infrastructure policies begin and end with sound centers are the largest after-school care provider in the city and also planning. The Office of Planning and Development is building on the provide joint programming with City schools. Thousands more students Philadelphia2035 work initiated under Mayor Nutter to help ensure that per day attend Free Library Literacy Enrichment Afterschool Programs. investments in parks, rec centers, libraries, police, and fire stations are Libraries provide access to the Internet, assistance with job searches, not just one-offs, but are coordinated and positioned to catalyze private- and services to new Americans. These facilities should be clean and sector development. The City’s investments may be the stimulus needed functional, but they must be able to support services that help com- for other property owners to battle blight or make their own improve- munities thrive and provide opportunities for Philadelphia’s neediest ments. Housing is another key piece of the puzzle for Philadelphians who families to improve their quality of life. In neighborhoods where there are left out of the current building boom – success in school is harder are more crime, greater poverty, and deeper health problems, invest- for kids whose families are homeless or keep moving to find lower-cost ments in parks, rec centers, and libraries are more urgently needed. housing. The City’s role here is not only planning and coordination, but Because Philadelphia has over 400 parks, rec centers, and libraries, taking action by capitalizing on limited City resources like under-utilized Rebuild cannot address the needs of the whole system. A planning land. What will ultimately move the needle for Philadelphia’s poorest process funded by the William Penn Foundation and Knight Foundation residents are integrated communities where relationships and resources began with the results of other planning processes, like Philadelphia2035, provide a holistic set of supports. and created a data-mapping structure to prioritize City neighborhoods Still, infrastructure investments within a powerful planning frame- with greater needs. This process, led by urban planner Interface Studio, work won’t be enough to both retain Philadelphians who have also included an adjacency analysis, identifying other “community choices and provide the resources needed by the more than 26% assets” close to potential Rebuild sites like schools, PAL centers, Keyspots, of Philadelphians living in poverty. Philadelphia needs the regional and high-quality pre-Ks. Relative proximities revealed opportunities philanthropic community to follow the lead of the William Penn to achieve economies of scale in service delivery, like the new South Foundation in investing in Philadelphia neighborhoods. Philadelphia Philadelphia Community Health and Literacy Center – if the library is right needs regional institutions and corporate leaders to help enrich com- next to your doctor’s office, maybe you’re more likely to stop in after munity life and leverage funds by partnering on more public-private an appointment. That analysis will be combined with information about developments like the Community Health and Literacy Center. And conditions at specific sites and other information, such as stormwater Philadelphia needs private sector developers to act on the ideas that management opportunities, to select Rebuild sites. mixed income housing, walkable commercial corridors, and excel- Physical improvements are only one of three components of Rebuild. lent design are not just bureaucratic requirements adding to project The others are community engagement and workforce diversity and expenses, but contribute to a “higher tide” of long-term economic inclusion. While Philadelphia departments already collaborate with growth. That is Mayor Kenney’s infrastructure policy: that we all communities to plan capital projects, Rebuild’s public engagement work together to improve the quality of life of Philadelphians, in process will be a vehicle for building capacity in neighborhood groups. every neighborhood. ■ By providing a set of supports like leadership training, programming assistance, website and marketing help, and financial management Nicole Westerman is a consultant who has been assisting with the Rebuild training, more and better-functioning recreation advisory councils and planning process and working with local governments on financial man- “Friends of” groups will be in place when Rebuild ends. These groups agement. Nicole has also held positions with the City of Philadelphia, will not only be empowered to be effective stewards of their improved Commonwealth of Pennsylvania, and School District of Philadelphia; she has facilities and use them to the fullest, but to work together on other a Government Administration degree from the University of Pennsylvania and community priorities. a Bachelor of Architecture from the Rhode Island School of Design.

AIA Philadelphia | context | FALL 2016 15 GREEN INFRASTRUCTURE IN PHILADELPHIA: The Reading Viaduct Rail Park BY BRYAN HANES AND TERRA EDENHART-PEPE

16 FALL 2016 | context | AIA Philadelphia Just a few blocks north of the Pennsylvania Convention Center is a neighborhood that claims a handful of appellations as its own: the Eraserhood, the Loft District, Callowhill, and Chinatown North. To get there, walk up Twelfth Street from the convention center, pass over the gash of Interstate 676 and the wide expanse of surface Vine Street, a few parking lots, former warehouse buildings-come-apartments, art galleries, and eating establishments and behold the thick stone arches and catenary structures of the former Reading Viaduct that carried trains into Center City for almost 100 years. In just a block and a half, the whole ethos of the landscape transforms before your eyes, from Center City to Chinatown, to commuter passage, to something unique - The Callowhill neighborhood. Home to young and old, professionals, artists, fabricators, the struggling, the successful, and everyone in-between. It is a neighborhood that reflects the grit and interminability that made this city a powerhouse of the industrial revolution and it is the neighborhood in which the Rail Park’s first phase will be built. In 2011, the Center City District engaged Studio Bryan Hanes to develop a plan with the local community for the quarter-mile SEPTA SITE PLAN OF VIADUCT Spur, the first phase of the 3-mile Rail Park, which rises above grade from RAIL PARK PHASE 1 The Viaduct Rail Park, Phase One is a linear park comprised of a variety of 13th Street east to 11th. As a first step in the design process, the team sequential zones, including the Entrance, the Triangle, the Midspan, and Callowhill gathered residents and stakeholders from the surrounding Callowhill Terminus. The SEPTA Spur is approximately the same square footage as the central plaza and gardens at Rittenhouse Square. and Chinatown neighborhoods to discussion-based meetings where they were invited to express hopes and concerns for the neighborhood and the viaduct’s role within it. The result was a list of priorities for the design, underscored by the desire to maintain material authenticity, local integrity, and visual simplicity. (At the time, our firm was also part of a team working with the Philadelphia City Planning Commission to explore development potential, open space needs and transit accessibility within the neighborhoods, which provided an opportunity to consider the SEPTA Spur in the larger context of this section of the city and the entirety of the proposed Rail Park). The proposed design builds on the emotion and intuition expressed by the community and their connection to the heritage of the place. They spoke of solid and durable materials, but also of what we perceived as a residential landscape in a neighborhood of warehouses with no stoop, no backyard, and no picket fence. Thick hunks of wood and steel reflect the scale of the industry that formerly inhabited the space, while programmatic elements such as swings, stoops and porches were conceived of as those missing commonplace touches, presented at a civic scale – the domestic landscape writ large. It is worth noting that the entirety of the elevated portion of the viaduct (north to Fairmount Avenue) is almost the same square footage as Rittenhouse Square. The SEPTA Spur, coincidentally, is nearly the same square footage as the central plaza and gardens of Rittenhouse Square. From the windows of our studio, we can watch a consistent stream of visitors to the industrial relic and its ankle-breaking stone ballast surface. Activity on the elevated rail line has been building for years. Though the park has not officially broken ground or opened to the public, guided tours and urban explorers frequent the space, speculating about its potential as a community amenity that crosses through a burgeoning

CALLOWHILL-CHINATOWN NORTH STRATEGIC PLAN The plan illustrates a suggestion for much-needed green space in the Callowhill-Chinatown North neighborhood and the location of the Rail Park.

AIA Philadelphia | context | FALL 2016 17 SPUR, BIRD’S EYE VIEW Programmatically, the design remains simple. A path moves between areas of planting and seating. Four large wooden platforms punctuate the site. Their multi-faceted surfaces create spaces for lounging and gathering. The main walkway culminates in a series of iconic, civic-scale swings which can be seen from the street below.

limited financial resources available for construction and management of new green infrastructure. Much of the Rail Park’s funding has been tied up during the impasse over the state budget. At the local level, development of multi-functional green space, competes with other needs for funding resources. These projects require the support of multiple entities, public and private, to contribute some share toward specific goals of the project – stormwater management, economic development, quality of life, street improvements. Collectively, they represent an investment and belief in a community and its long-term future. Friends of the Rail Park, in collaboration with the Center City District, the City of Philadelphia’s Department of Parks and Recreation and others, have driven the park towards implementation and ensure its ongoing maintenance and care. This collection of committed supporters and the growing social network of users forms the basis of a neighborhood devoid of open, public, green space. The lack of green sustainable public space with a lasting impact on the surrounding com- space has been an impetus for the viaduct’s development, and the munity, but projects like this one still have significant obstacles. laborious process of design and fund-raising has built a rich community Competition with open space programming in the form of Pop-Ups, of supporters essential to realizing .its transformation into the Rail Park. tactical urbanism and temporary events presents a further challenge to The lack of opportunity for new green space is a ubiquitous problem green infrastructure development like the Rail Park. The concept for the in high-density cities. Large, continuous swaths of land are not often Pop-Up Shop originated from a consumer culture driven by the need for available in an historic urban environment with evolving needs, land rare, limited-edition products. Pop-Up sites are experience driven. Their uses, and development patterns. As evidenced in this city, new devel- arrival is unexpected, their presence indeterminate, and they promote opment tends to be driven by the residential market, with supportive an exclusivity of product and space. The Pop-up phenomenon has commercial or open space uses potentially following. As a result, green moved from transitory guerilla activity to a more established player in infrastructure development is built piecemeal, as a retrofit, leaving the urban fabric of Philadelphia and other cities, in the U.S. and abroad. some neighborhoods greener than others. Alternatively, Philadelphia, Many Pop-Ups take the form of seasonal gardens, and celebrate unde- like many post-industrial cities, is embracing abandoned infrastructure rutilized physical resources. Pop-Ups in Philadelphia have taken a more as an opportunity for new open space – a greening of infrastructure, strategic approach to initial concepts, and have developed a consistent certainly, but not necessarily green infrastructure. fan-base of beer garden-lovers. It is worth considering the root of the In that regard, the Callowhill neighborhood and superblocks to the east great success temporary spaces have experienced in Philadelphia, but are supremely positioned for green infrastructure-led development. The area has long been a transitional industrial zone. Following the demolition of numerous blocks of factories, warehouses, commercial and residential structures, the vast parking lots, buried streams, and mapped streets throughout the area offer an unparalleled opportunity to think about development from a green-infrastructure-first perspective. With immediate adjacency to Center City, successful entertainment enterprises, a stock of historic structures, a northerly push from Chinatown and pending resur- rection of neighborhood icons, such as the Divine Lorraine and the viaduct, it certainly feels plausible. Public open space projects in Philadelphia, the Rail Park included, are up against constraints experienced by cities nationwide and also contend with an array of federal and state challenges, not the least of which is the

13TH STREET OVERPASS FROM THE STREET Thick hunks of wood and steel reflect the scale of the industry that formerly inhabited the space.

18 FALL 2016 | context | AIA Philadelphia CALLOWHILL TERMINUS WITH SWINGS The Viaduct offers civic scale and accessible domestic elements, like stoops, porches, and swings, which are largely missing from many of the residential areas of the Callowhill-Chinatown neighborhood. the success of Pop-Up parks indicates a more important and consistent If the primary goal is to create powerful and lasting memories that need, the need for designed open space. transcend both product and the site itself, then a space need not be Infrastructure suggests permanence. Pop-Ups, tactical urbanism, temporary. Transcendence of site is more profound if permanent and or temporary installations are exactly the opposite: fleeting moments allowed to grow with and for the people that claim the space as their rather than a lasting contribution to the urban fabric. There is a place own. A space that is supported by the surrounding neighborhood is a for seasonal or mobile installations. They serve a distinct purpose. They sustainable space. The experiential purpose, while valid, fails to address have and will continue to have a role amidst the open spaces in urban real urban challenges for neighborhoods that desire productive growth environments, but should we embrace the ephemeral to the detriment and investment. Lasting memories and vibrant, impactful experiences of permanent public space? Should we divert money from a permanent are outcomes achievable via enduring green space. space in a city that both craves accessible and activated public space Our hope as participants in the rich process of green infrastructure and has spatial resources to support permanent green space? and neighborhood development is that greater priority is given to The multi-year process to organize, collaborate, discuss, imagine, permanence in Philadelphia’s public spaces and for projects, that fulfill design, develop, detail, and fund-raise for the Rail Park has bolstered many of the City’s existing priorities including stormwater management, the Callowhill community even before the implementation of a physi- greened-acres, and tree planting. The Friends of the Rail Park, Center cal park space. Relationships and community are formed by coming City District, and so many others share our passion for the importance together with a shared purpose and mission. Relationships at Pop-Ups of public space and the perseverance required for affecting positive gardens are temporally limited. Perhaps more importantly, Pop-Ups change in surrounding communities. If all goes well, it is our hope that rarely result from community participation, but typically are a packaged as you are reading this, we will be, after all these years of design, dis- installation generated by non-residents. They lack the vital component cussion, negotiation, and community building, looking out our studio of community ownership and buy-in, neighborhood integration, and windows at a flurry of activity. Rather than tour groups, however, we continued oversight and care. hope to see those clambering along the great stone walls and massive Though many Pop-Ups are revenue generating, investment into steel structure in hard hats, working to build the centerpiece of one of temporary space yields only temporary return. Pop-Ups, while they draw the City’s great neighborhoods for generations to come. ■ occasional crowds and revenue for a limited amount of time during the year, do not entice growth. Green infrastructure is an asset of urban Bryan Hanes, founder and principal at Studio Bryan Hanes, has been involved neighborhoods that draws new residents and businesses, as evidenced in the transformation of major public spaces across the country. by case studies such as the High Line in Manhattan, creating a valuable return on investment. Location is among the greatest selling points for Terra Edenhart-Pepe fulfills a multidisciplinary role at Studio Bryan Hanes as growing neighborhoods, and location is defined by convenient access operations manager. to resources like parks. Green infrastructure is a viable asset to entice growth while Pop-Ups affect few spaces in the long-term. Renderings courtesy of Studio Bryan Hanes.

AIA Philadelphia | context | FALL 2016 19 STREETS: They’re Not Just for Cars Any More BY JEFF RIEGNER, PE, AICP

Cities exist for the exchange of goods and ideas, and streets are the capacity and safety became the only two ways that a success of a street forum for that exchange. As more and more Americans move to cities— was measured. And because motor vehicles were (and are) the largest and strive to create a sense of place in suburbia—that movement has and frequently most numerous components of traffic, throughput of awakened a re-imagination of the purpose of streets and roles they motor vehicles was what mattered most. In an effort to simplify the play in our daily lives. complex behavior of traffic, engineers based their theories on the flow Increased automobile ownership in the United States in the aftermath of sewage through pipes. And those engineers became the sole arbiters of World War II brought about a fundamental rethinking of the func- of decisions about the configuration of streets in many communities. tion of streets. As car and truck traffic increased during the postwar boom, congestion became a concern. Traffic engineers—members The purpose of streets of a fairly newly minted profession—were tasked with keeping that These days there is an increasing awareness that, because streets form traffic flowing smoothly and safely. Over time the twin goals of traffic such a significant percentage of land in our communities, they should

Lancaster Boulevard before improvements PHOTO: CITY OF LANCASTER

20 FALL 2016 | context | AIA Philadelphia be called upon to serve more purposes than just facilitating the flow improve their streets as key elements of the public realm. Streets that of cars. Most fundamentally, streets are the center of a community’s form inviting public spaces can still serve an important environmental civic life. They are the places where people interact. Those interactions role by incorporating green stormwater infrastructure. In Narberth, happen most effectively within the pedestrian realm, so it is essential Pennsylvania, the borough is upgrading Windsor Avenue to manage for streets to be safe and comfortable for people walking. runoff while serving as a gateway to a library and park. Streets are also economic engines. Well-designed streets facilitate Finally, an increasing amount of research links public health with commerce and enhance economic competitiveness. In one example, physical activity. Streets that encourage walking, bicycling, and riding the city of Lancaster, California rebuilt its main street to slow traffic transit allow people to incorporate that physical activity into their daily and improve the pedestrian realm. The reconstruction of Lancaster lives without carving time out of already busy schedules and relying on Boulevard resulted in the creation of 48 new businesses and over 800 gym memberships. In fact, it is reported that one-third of regular transit new jobs. Sales tax revenue nearly doubled and the commercial vacancy users meet the minimum daily physical activity requirement during their rate plummeted to only four percent. commutes without the need for additional exercise. The economic benefits of Complete Streets are also felt at home. According to the U.S. Bureau of Labor Statistics, transportation is the Measuring streets second largest expense for a typical family, falling behind only housing. With all of these benefits accruing to streets, it is no longer sufficient The benefits of inexpensive distant suburban housing tend to be offset to measure streets only by how many cars they carry during peak hours by higher transportation costs if households have to rely on driving as or the rate of crashes that occur along them. We must now measure their only way to get around. When walking, bicycling, and transit are the success of our streets differently, with a wider range of measures viable options, reduced car ownership can save families money on car and a multidisciplinary perspective to ensure that streets are designed payments, insurance, gas, and maintenance. to address those measures. Furthermore, streets are open space. In some communities streets The Complete Streets movement arose just over ten years ago in form between one-quarter and one-third of all publicly owned land, so response to this challenge. The National Complete Streets Coalition, a it is imperative that they serve many functions. Montgomery County, group of affiliated professional societies and advocacy organizations, Pennsylvania’s Green Fields/Green Towns grant program recognized carries the banner for this effort. In their words, “Complete Streets are this fact and awarded open space funding to communities seeking to streets for everyone. They are designed and operated to enable safe access

Lancaster Boulevard after improvements PHOTO: CITY OF LANCASTER PHOTO:

AIA Philadelphia | context | FALL 2016 21 SOURCE: MEASURING THE STREET: NEW METRICS FOR 21ST CENTURY STREETS, NEW YORK CITY DOT CITY YORK NEW STREETS, 21ST CENTURY FOR METRICS NEW STREET: THE MEASURING SOURCE: for all users. People of all ages and abilities are able to safely move along and across streets in a community, regardless of how they are traveling.” Rather than being a design prescription that requires sidewalks, bike lanes, Street and bus stops on all streets, Complete Streets is process-oriented. With a Complete Streets policy in place, a community ensures that all users—not redesign just drivers—are accounted for when transportation decisions are made. The principal focus of the Coalition has been policy development. As of spring 2016 over 900 Complete Streets policies had been enacted inventory across the United States. These policies, enacted at the state, regional, county, and local levels, aim to change the processes by which streets are planned, designed, built, operated, and maintained. Complete Streets policies ensure that people walking, bicycling, and riding transit are the norm rather than exceptions that require special design treatments. The ultimate goal of all of this policy work, of course, is implementation. Communities are only positively affected once physical changes are made and experienced on an everyday basis. It is also critical to note that the street right of way cannot be con- sidered independently. Context is critically important. Buildings shape the street, creating a sense of enclosure, transparency, and connectivity that is essential to the functioning of a street in the public realm. And streets shape buildings as well, informing their relationships to each other and to the community.

Complete Streets in Philadelphia and the Delaware Valley Pennsylvania and New Jersey are leaders in Complete Streets at the state level. In 2008 the Delaware Valley Regional Planning Commission worked with both state departments of transportation to develop a Smart Transportation Guidebook. The Guidebook provides tools for transportation decision makers to plan and design streets in ways that work for all users. More recently, Reading, Pennsylvania was recognized as having the best Complete Streets policy in the nation in 2015, receiving a perfect score from the Coalition. The City of Philadelphia has also made Complete Streets a focal point of its efforts. The Philadelphia Complete Streets Design Handbook, pub- lished by former Mayor Nutter’s Office of Transportation and Utilities (since replaced by the Office of Transportation and Infrastructure Systems, or OTIS), provides guidance on how the City’s streets should be designed and built to be safe, convenient, and comfortable for everyone. In just a few short years since the Handbook was prepared, Philadelphia has seen the benefits of the Complete Streets philosophy. To underscore the importance of Complete Streets to Philadelphia, Mayor Kenney announced earlier this year that he would appoint a Complete Streets Commissioner. Philadelphia, like many other communities across the country, has recognized that effective community involvement is essential in implementing Complete Streets. One example is the proposed Mantua Greenway project in West Philadelphia. In 2014, Mantua was named one of President Barack Obama’s first five Promise Zones. The “We Are Mantua!” neighborhood planning effort established a comprehensive plan for revitalization. The first major project resulting from the plan

22 FALL 2016 | context | AIA Philadelphia is the Mantua Greenway, a proposed walking and bicycling corridor A call to action along Mantua’s northern boundary. So what role do architects play in Complete Streets? For one, architects Designed to ignite a sense of neighborhood pride, the Greenway and urban designers are taught to think about how people interact with will beautify the area and connect residents with commercial, cultural, spaces. As streets are increasingly shaped by multidisciplinary teams and recreational destinations. Plans for the 1.5-mile Greenway include of planning and design professionals, new ways of thinking about the a continuous shared-use path, improved sidewalks, traffic calming, public realm are required. improved bus stops, and four community spaces along the alignment. Equally important is the design of buildings to properly relate to the The project is being jointly managed by the Philadelphia City Planning street. The most successful streets feature buildings that are built to the Commission and the Philadelphia Water Department, emphasizing the right of way line and have entrances directly onto the sidewalk rather benefits of multidisciplinary collaboration. than to nearby parking lots. Closely spaced entrances and active displays Because the Greenway concept grew out of a grassroots neighbor- encourage window shopping. Generous sidewalks provide opportunities hood effort, PCPC and PWD approached the design in a community- to sit, meet with friends, and perhaps enjoy coffee. centered manner. The team engaged the community with the Mantua By effectively designing streets and buildings for people, our com- Greenway Design Month in April 2016, combining standard public munities realize many benefits. ■ meetings and non-traditional activities over a condensed timeframe. This approach sustained stakeholder support and momentum, thus Jeff Riegner, PE, AICP is Vice President of Whitman, Requardt & Associates, ensuring that both community members and the design team stayed LLP. He directs the firm’s transportation and urban design efforts in eastern focused on shared project goals. The process built trust, fostered Pennsylvania and Delaware. A national leader in Complete Streets and neighborhood support, and showed residents that their participation active transportation, Jeff is a steering committee member and workshop really makes a difference. instructor for the National Complete Streets Coalition.

Community Build Day along the Mantua Greenway (Photo: Whitman, Requardt & Associates, LLP)

AIA Philadelphia | context | FALL 2016 23 INFRASTRUCTURE – PHOTO: MONTGOMERY COUNTY PLANNING COMMISSION IMPORTANT THOUGHTS AND APPLICATION TO REGIONAL PROJECTS

BY DR. PETER ANGELIDES

Questions about infrastructure often quickly devolve in to discussions in auto-focused infrastructure. If we want a different future, we should about congestion, difficulty in parking, and a sense that if only one’s pet invest heavily in alternative types of infrastructure. project were funded, all would be fine. To avoid falling into the same Infrastructure leads to growth in several ways. The most direct route rhetoric, it’s critical to set the foundation: examine what infrastructure to growth is when infrastructure satisfies a direct economic need, such as is and the important considerations of infrastructure investment. Unlike faster transportation, faster and more reliable telecommunications, and most other types of government spending, infrastructure is expensive, cleaner water. In the US, most of these initial investments have already long-lasting, has significant ongoing maintenance costs, and profound been made, though there are still opportunities for incremental improve- impacts on the built environment. These facts have implications on what ment. Another route to economic growth is to recognize that most kind of infrastructure investments to make and how to pay for them. employment can locate nearly anywhere, and that firms will often locate Once the base is laid, we can look at several infrastructure needs and where they can find a labor force that satisfies their needs. Infrastructure proposals in the Philadelphia region through these lenses. that makes workers happy, then, contributes to economic growth by At its core, infrastructure is about making significant investments making the region attractive to the types of workers that firms need. today for a better tomorrow, either for enjoyment, as in a park, museum, Workers, when deciding where to locate and how much to accept in or sports facility or for economic productivity, such as improved public compensation, will accept lower wages to be in a place they like than transport, roads, or energy systems. Though investment decisions are in a place they do not like. Thus, civic amenity infrastructure – such as based on the current built environment, and hence reflect past deci- museums, stadiums, trails, parks and the like, are economic development sions, infrastructure investment is truly about the future, not the past. engines as well as happiness generators for the public. In other words, decisions about infrastructure investments we make Infrastructure is generally expensive to construct, but what is often today should reflect how we want the future to look. For example, if forgotten is that it is also incredibly costly to maintain. One need only we want an auto-dominated future, we should continue to invest heavily look at the disastrous state of affairs in Washington’s Metro system, a

24 FALL 2016 | context | AIA Philadelphia Schuylkill Banks

fairly “new” system that has suffered from years of deferred investment, all infrastructure. For example, charging for the use of sidewalks or to see how a failure to maintain can yield bad outcomes in terms of access to Fairmount parks is not likely to be a good idea. Also, for safety and reliability. Without maintenance, infrastructure loses its value, public transportation, there are significant external benefits to using and the initial spending is wasted. One approach to maintenance is to SETPA, such as decreased congestion on roads, decreased greenhouse sustain it poorly and then simply rebuild, but that approach usually comes gas emissions, and increased property values near stations, that justify with a higher price tag than building well and preserving over the years. charging less than the full cost of a trip. That is because steady maintenance can greatly extend the useful life of How much infrastructure costs to use also influences how much is infrastructure, delaying the time before rebuilding becomes necessary. used, and hence how much must be built. For example, if electricity Due to its substantial expense, paying for infrastructure is significant. were free, people would heat their houses with electric heat, requiring Ultimately, the choice of how to pay for infrastructure affects how many more electricity generating stations and transmission towers than much is built, how it is used, and what it looks like. For many projects, we have now. Roads are a good example of under-priced infrastructure. it is possible to get users to pay for some or all of the investments. For Most roads are free to drive on, so the cost of policing and maintain them example, much of the electricity, telecommunications and water infra- falls on the general public (Roads in general are heavily subsidized and structure is entirely paid for by the users of these investments. Some users do not pay anything close to the full cost of building, maintaining road projects, such as the Pennsylvania Turnpike and the bridges over and policing them). People who do not use roads very much subsidize the Delaware River, are also fully funded by user fees. User fees are the people who use roads a lot, and everyone uses roads more than they appropriate economically because they tie the burden of paying for would if the cost to use a road more accurately reflected its true cost. infrastructure tightly to the beneficiaries of the infrastructure. User The amount of infrastructure needed is a critical question. Overbuilding fees also limit usage to the people who value something enough that causes problems because of required maintenance. If we built enough it is worth paying for. It is not practical or appropriate to charge for lanes of highways so that at the peak of the peak, all the roads were

AIA Philadelphia | context | FALL 2016 25 carrying the maximum number of cars they could carry before traf- Now let’s apply these thoughts to several large or contemplated fic started to slow due to congestion. That means that at all other infrastructure projects in the region: times of the day, there is unused capacity that has to be built and I-95. The reconstruction of I-95 through Philadelphia is proceeding maintained. It would be better if the road were built smaller, there over several decades, with remarkably little public discourse over what was some congestion some of the time, and the savings were used form the reconstruction should take. However, the world of 2016 to invest somewhere else. is very different from the world of the 1960s and 1970s when the As an example of the interplay between pricing, infrastructure, and road was built in the first place. The industrial justification for such a long-term demand, consider US 422 from King of Prussia to Pottstown. large road is gone – Philadelphia will never be the type of industrial The freeway, initially constructed in the early 1980s, allowed travelers juggernaut that it was in that bygone era, nor should it aspire to be. from Collegeville and other areas to make trips to King of Prussia and Riverfront property, especially in and near Center City, which used to Philadelphia significantly faster than they were able to before. This invest- be reserved for industry, is now a desirable residential and commercial ment clearly improved their lives. However, because trips were faster, location. Why then, is so much potentially useful land sacrificed for an the location decisions of other households and businesses changed, oversized highway and a major arterial road – Delaware Avenue? In and new investment was made near the 422 exits instead of in other, light of the discussion above, would it be worth considering rebuilding closer-in places. The household that moved to Collegeville because of I-95 as a smaller road, especially south of Vine Street? If the number the access enabled by 422 generally had longer commutes than they of lanes shrank, it might be feasible to bury much of the road, perhaps did at their previous location, so average trip length increased. Further, relocating Delaware Avenue on top of it. Tolls on I-95 could help pay as the number of households living along the 422 corridor increased, some of the cost, and would further discourage unnecessary usage. so did the number of drivers, and so the demand and need for 422 SEPTA. Thanks to Act 89, SEPTA now has sufficient funding to increased as well. The congestion level crept back up so that the most repair and replace the parts of the system that have outlived their use- congested part of the region is on 422, reducing much of the benefit ful lives. As it invests, it is the perfect opportunity to move the system of the road in the first place. Because there are no tolls on the road, into a more efficient configuration, better able to serve the public’s there was more development and 422 has more traffic than if it were needs. Ridership on the rail lines is at an all-time high, so investments properly priced to increase capacity and reduce the travel time (especially between

I-95 from the Ben Frankly Bridge PHOTO: FDOCBC

26 FALL 2016 | context | AIA Philadelphia PHOTO: MONTGOMERY COUNTY PLANNING COMMISSION MONTGOMERY PHOTO:

9th Street Station in Lansdale

Temple and University City) often require more than simply replacing funded in bits and pieces by grants and local capital awards, it would the previous iteration of infrastructure in kind. For example, new SEPTA make sense to create a region-wide funding authority to sell bonds vehicles could enable faster loading on high-level platforms than the and build the system in an orderly manner. Since the entire economy current vehicles by having wider doors. benefits, even if not everyone uses it, it is reasonable to fund out of Vine Street Bridges. Though several of the bridges over the Vine general revenues or economic development funds. Street expressway are currently being rebuilt, there is very little incre- Ports. In contrast to trails, ports are a narrowly focused type of mental improvement in the project. When done, they will function infrastructure. A good port allows transshipment of goods and enables much as they had over the past 50 years, except they will no longer be industries that thrive on transfer points, such as storage and logistics, in danger of falling down. This replacement in kind approach assumes which helps drive employment in those industries. However, ports that the current design and configuration is acceptable. They are not. bring few ancillary benefits in the sense of making the region a more Vine Street serves as a barrier between Center City and areas north. enjoyable place to live. There is also the question of whether ports are Capping the expressway and improving the parallel surface roads would the highest and best use of potentially valuable waterfront property. significantly improve the urban experience and make the land along the Accordingly, port funding is more appropriately narrow in focus and road more valuable. Increased property values would contribute, albeit should fall more directly on the beneficiaries of the infrastructure. indirectly, to paying for the work via increased property tax revenue. Maintenance, efficiency, and pricing all matter when it comes to infra- Trails. The regional trail system for biking and walking is a prime structure investment. Investment can improve the lives of the region’s example of economic development infrastructure. The trail system is residents, especially if they are thought through appropriately. As we primarily useful for recreation and enjoyment, which is justification invest, we should think carefully about how we want the future to look, enough for building civic infrastructure. However, the trails are also and choose investments that make that idea a reality. ■ economic development because they are the type of amenity valued by much of the workforce, and attracting and keeping a capable workforce Dr. Peter Angelides is a principal at Econsult Solutions, Inc. (ESI) and a member is essential for modern economies. Though the current trail system is of the teaching faculty at the University of Pennsylvania.

AIA Philadelphia | context | FALL 2016 27 Why Infrastructure Matters BY ROB WONDERLING

A strong infrastructure network is the lifeblood of a robust economy. It allows us to move, work, create, and prosper. When we have a modern and efficient transportation network, our region can move goods, services, and people safely and reliably throughout the area which generates strong economic productivity and quality of life. Transportation infrastructure has many forms. Philadelphia International Airport is a lynchpin for our regional economy with a $14.4 billion economic impact. More than 30 million people travel through it annually with over 550 daily departures to 128 cities around the world. This makes it the 14th most-connected hub airport in the world. Current investment and expansion projects at the airport ensure that it can serve the region at its highest capacity now and into the future. Like most urban centers, Greater Philadelphia relies heavily on public transit and intercity passenger rail. Over 400 million trips are taken each year through regional transit agencies (DART, NJ Transit, PATCO, and SEPTA) making Greater Philadelphia the 6th highest metro by transit travel in the country. Philadelphia’s 30th Street Station is the 3rd busi- est station in the U.S., serving over four million passengers annually. Our region’s access to waterways is another critical competitive advantage. Greater Philadelphia has 3 major ports with over 30 active port terminals that connect our region with products from around the world and vice versa. Each year, over 1,700 ships move more than 70 million tons of cargo through the tri-state port complex. Ports on the Delaware River handle so much cargo that, if considered a single entity, they would rank seventh in the nation. We are home to the number one cold supply chain port complex on the East Coast as well as the num- ber one perishables port in the Northeast United States. Our ports are among the few in the U.S. with available land for expansion, with large parcels available for construction of warehouses and distribution centers. Construction of the new 120-acre Southport Marine terminal began in 2013, adding two berths for larger ships and six high capacity cranes. Yet despite these key assets, Pennsylvania’s infrastructure continues to deteriorate. Greater Philadelphia has over one thousand miles of national highway and over 350 miles of interstate routes. Total lane miles of pavement in deficient conditions increased by 8 percent between 2005 and 2012. Almost 45 present of the region’s 4,813 bridges are either

28 FALL 2016 | context | AIA Philadelphia EXPRESSION

functionally obsolete or structurally deficient. Our water infrastructure is aging and has the most combined sewer overflows of any state in IF WE ARE TO TRULY TRANSFORM the nation with over 1,600 overflows in 39 counties. And throughout Greater Philadelphia the time spent in traffic continues to rise, increas- GREATER PHILADELPHIA’S ing commuter times and slowing delivery times of goods and services. INFRASTRUCTURE, WE If we are to truly transform Greater Philadelphia’s infrastructure, we must develop a more modern approach to key infrastructure opportuni- MUST DEVELOP A MORE ties for the city and region beyond simply maintaining the status quo. MODERN APPROACH TO These could include, but are not limited to: • A public private partnership to construct a new span over the KEY INFRASTRUCTURE Schuylkill Expressway for vehicles or guided rail; OPPORTUNITIES FOR THE CITY • Substantial capital investment in our ports to handle modern container ships travelling through the upgraded Panama Canal AND REGION BEYOND SIMPLY and an increase of inter-coastal shipping due to LNG exports; MAINTAINING THE STATUS QUO. • Establishing the City of Philadelphia as a Center of Excellence for CNG refueling stations and the infrastructure needed to build demand for shale natural gas; • Becoming a test-bed for driverless vehicles. Pennsylvania is already meeting with Uber and General Motors on this new The CEO Council’s focus of work includes opportunities that will and game-changing technology that could remake how our promote mobility, enhance livability, and impact our economy. By economy operates; strategically evaluating, prioritizing, and advocating for the imple- • Reimagining the I-95 bridge along the Delaware River Waterfront mentation of regional infrastructure projects, the CEO Council will to improve connectivity and enhance the community; advance a strategic investment portfolio to stimulate growth and • Bolstering our capital investment in our Tier I Research institu- enhance competitiveness. We urge you to join us in this important tions. Today, we are losing our best research scientists to more endeavor to make our region a truly global center. modern facilities; The consequences of doing nothing will impact our economy, • Establishing the City of Philadelphia as a global center for inno- environment, and public safety. vation and design of waste water treatment facilities with an Addressing these core infrastructure issues now will jump start our emphasis on solving combined sewer overflow; economy and provide long-term benefits to our city’s and region’s • Creating an “infrastructure mobility overlay” in University City economic competitiveness. If you would like to be part of our efforts in Philadelphia. Per square mile, University City is projected to to transform Greater Philadelphia’s infrastructure, please email me have the largest per capita job growth in the region, but lacks at [email protected]. We haven’t a moment the infrastructure to accommodate it. to lose. ■ With this in mind, the Chamber of Commerce for Greater Philadelphia’s CEO Council for Growth is currently working on a strat- Rob Wonderling is President & CEO of the Chamber of Commerce for Greater egy to modernize Greater Philadelphia’s infrastructure and economy. Philadelphia and Chair of the CEO Council for Growth.

AIA Philadelphia | context | FALL 2016 29 MANAYUNK BRIDGE TRAIL Whitman, Requardt & Associates, LLP PHOTO:MUNLEY ANN

30 FALL 2016 | context | AIA Philadelphia DESIGN PROFILE PHOTO: MICHAEL HIRSCH PHOTO:

The Manayunk Bridge, built in 1918, has long been a prominent landmark in one of Philadelphia’s most iconic neighborhoods. Until the 1970s it carried the Pennsylvania Railroad in a sweeping S-curve 80 feet above the Schuylkill River, streets, and other active railroads. In 1983, the Southeastern Pennsylvania Transportation Authority (SEPTA) assumed control of Philadelphia’s commuter railroads and for three years the bridge remained operational. In 1986, however, bridge service was extinguished and within a few years the bridge had fallen into disrepair. In the early 1990’s SEPTA performed a major rehabilitation by removing the rails and fouled ballast, and installing a new waterproofing and drainage system to prevent further decay. The bridge, however, sat unused. A coalition of government agencies and community groups envi- sioned the bridge as a trail and advocated for its conversion. Funding was obtained from a variety of public and private sources to design and build the project on a fast-track schedule. Whitman, Requardt & Associates, LLP (WRA) led the design team and steering commit- tee through a vigorous planning and final design process. Because the project was community-driven and there were numerous stake- holders and affected entities, WRA determined the bridge’s most advantageous redevelopment through intense public outreach and careful stakeholder coordination. The project’s ultimate goal was to establish a safe, non-motorized connection between Lower Merion and Philadelphia. Enhancing multimodal transportation between the two communities affords Lower Merion Township residents access to Philadelphia shopping, restaurants, and entertainment venues, while in turn providing much-needed open space for Manayunk residents. This dichotomy—a dense, vibrant urban neighborhood on the Manayunk side and forested hills on the Lower Merion side—is one of the project’s most interesting and endearing characteristics. Initial funding, while substantial, was insufficient to implement a grand vision for the trail. The funding agencies adjusted their approach to emphasize the durability and timelessness of the facility. The rein- forced concrete pavement and decorative galvanized steel fencing are designed for safety, durability, and to complement the area’s industrial

heritage. Because the bridge contributes to the Manayunk Historic PROJECT: Manayunk Bridge Trail District, the project was designed to both preserve its original fabric LOCATION: Manayunk, Philadelphia, and Lower Merion Township and respect its historic character. These elements formed an armature CLIENT: Manayunk Development Corporation onto which additional amenities can be built as funds become avail- PROJECT SIZE: ½ mile of elevated trail able. The City of Philadelphia was recently awarded funds to install PROJECT TEAM: trail lighting which will allow the trail to remain open for extended Whitman, Requardt & Associates, LLP commuter hours. A master plan is in place to extend the route along (Lead Engineer, Architect, and Landscape Architect) the inactive rail corridor to the Ivy Ridge Station, further promoting A.D. Marble & Company (Environmental clearance and permitting) the bridge as a significant link in the regional trail network. Interface Studio LLC (Urban planning and public involvement) The Manayunk Bridge Trail has been called the “crown jewel” of Ritter and Plante Associates, LLC the Delaware Valley trail network. The Trail not only preserves an (Field survey and inventory of existing conditions) iconic, historical structure, but also redevelops it to suit a modern era Alta Planning + Design (Concept planning) of active recreation and multimodal transportation. ■

AIA Philadelphia | context | FALL 2016 31 THE PHILADELPHIA NAVY SHIP YARD Pennoni ROBERTSTERN ARCHITECTS A.M.

32 FALL 2016 | context | AIA Philadelphia DESIGN PROFILE

Since the U.S. Navy closed the historic Philadelphia Naval Shipyard economic development corporation, acquired control of The Navy (PNSY) complex in 1996, The Navy Yard has reemerged as a magnet Yard on behalf of the City of Philadelphia. In 2004, PIDC selected for new businesses, employment, and investment in Philadelphia. The Liberty Property Trust and Synterra Partners (Liberty/Synterra) as its 1,200 acre site, which during its peak employed more than 40,000 new commercial development partners. people, had become home to a number of neglected buildings dating In 2004, PIDC and Liberty/Synterra selected a multidiscipline design as far back as the 1870s. In 2000, PIDC, Philadelphia’s public-private team that included Robert A.M. Stern Architects and Pennoni to create the 2004 Master Plan. This Master Plan set the guiding principles for design at The Navy Yard and envisioned creating a dynamic, mixed-use waterfront community focused on five distinct districts, highlighting the site’s unique characteristics, such as its location, size, and historic

PHOTO: PENNONI PHOTO: background. Pennoni provided engineering design services that would support the development of this campus. Pennoni’s work to date has included the design of more than eight miles of road and utility infrastructure; Central Green, a world-class, five acre park; over 1.3M SF of office, industrial, and commercial buildings for Liberty/Synterra; and some of the first green streets in Philadelphia along Rouse Boulevard and in the Central Green District. With no previously established practices for Green Street technology, the Pennoni-designed green streets pioneered standards that are now part of the current guidelines and practices used and enforced by the City of Philadelphia Water and Streets Department. ■

PROJECT: The Navy Yard - Master Plan and Infrastructure Projects LOCATION: Philadelphia, PA CLIENT: PIDC and Liberty Property Trust/Synterra Limited Partnership PROJECT SIZE: 1,000 acres (project covers 522 acres) PROJECT TEAM: Robert A.M. Stern Architects (Architect) Michael Van Valkenburgh Associates (Landscape Architect) Pennoni (Site/Civil Engineering)

AIA Philadelphia | context | FALL 2016 33 BAKERY SQUARE 2.0 Strada Architecture LLC

The redevelopment of former Reizenstein School site, along Penn Avenue in the East End of Pittsburgh, offered a unique opportunity to expand upon the remarkable success of the adjacent Bakery Square, and create a tightly knit neighborhood in the city where Pittsburghers could work, live and play. The project builds on Bakery Square’s emerging role as a major destination in the East End with excellent access to public transit and parking to support further growth. Strada’s Master Plan, Bakery Square 2.0, drew upon the historic character of nearby Shadyside, which is dense, urbane and above all, walkable. By incorporating a mix of uses—single-family homes, townhouses arranged around mews and courtyards, and modern office buildings—all constructed to LEED standards and directly connected to the city’s urban fabric, the project is establishing a 21st century urban neighborhood benchmark. Located within 1500’ of the East Liberty Bus Station and numer- ous bus routes on Penn Avenue, Bakery Square is a transit-oriented development, designed to LEED for Neighborhood Development standards. A traditional street grid extends neighborhood connec- tions for cars, pedestrians and cyclists and enhances a communal public realm through a system of complete streets and opposite- facing courtyards. The buildings incorporate passive and active strategies to capitalize on the site’s ideal solar orientation. They include stepped rooftop ter- races and green roofs. The landscape and infrastructure are designed to sustainable standards of stormwater management, and internal streets are built to minimum dimensions in order to reduce impervious surfaces and privilege the pedestrian over the car.

34 FALL 2016 | context | AIA Philadelphia DESIGN PROFILE

PROJECT: Bakery Square 2.0 LOCATION: 6425 Penn Avenue, Pittsburgh, PA CLIENT: Walnut Capital PROJECT SIZE: Master Plan for two 200,000 GSF office buildings, two 175-unit apartment buildings (each 235,840 SF), 45 townhouses, public and private streets, open spaces, and green infrastructure, spanning 12.5 acres. To date, one office building, two apartment buildings, and green infrastructure have been designed and constructed. PROJECT TEAM: BAKERY SQUARE 2.0 MASTER PLAN Walnut Capital (Owner/Developer) Strada Architecture LLC (Architect / Landscape Architect / Planner) P.J. Dick Incorporated (Contractor / CM) Hampton Technical Associates (Civil Engineering) Allen & Shariff Engineering (MEP) The Bakery Square 2.0 streets, bike and pedestrian system, and public Nitsch Engineering (Green Infrastructure Consultant) and private courtyards encompass the largest new green infrastructure BAKERY LIVING I AND II project in the City of Pittsburgh. The roadway includes porous pav- ing areas and planted bioretention areas. In a first for the city, public Walnut Capital (Owner/Developer) infrastructure in the streets is being used to manage both public and Strada Architecture LLC (Architect / Landscape Architect) private stormwater runoff. The bioretention planters and rain gardens, P.J. Dick Incorporated (Contractor / CM) in conjunction with underground infiltration beds, are designed to take Hampton Technical Associates (Civil Engineering) in storm water from the roadways, the sidewalks and the roofs of the The Harman Group (Structural Engineering) surrounding buildings and landscapes. In addition, the comprehensive Allen & Shariff Engineering (MEP) system of stormwater management creates a lush visual and environ- OFFICE BUILDING A mental amenity that provides shade to reduce the urban heat island Walnut Capital (Owner/Developer) affect, and also slows and screens traffic. Strada Architecture LLC (Architect / Landscape Architect) The Master Plan envisioned two 200,000 GSF office buildings, two P.J. Dick Incorporated (Contractor / CM) 175-unit apartment buildings (each 235,840 SF), 45 townhouses, public Allen & Shariff Engineering (MEP) and private streets, open spaces, and green infrastructure, spanning Atlantic Engineering Services (Structural Engineering) 12.5 acres. To date, one office building, two apartment buildings, and green infrastructure have been designed and constructed. ■ Clear Story (Lighting Design)

AIA Philadelphia | context | FALL 2016 35 DESIGN PROFILE

SEPTA CITY HALL STATION BLT Architects

For over 90 years, City Hall Station and 15th Street Station have been the hub of Philadelphia’s public transit system, serving thousands of riders every day and allowing free interchange between the Broad Street Line (BSL), Market-Frankford Line (MFL) and Trolley Lines (TL). The station complex also provides easy pedestrian access to Regional Rail Lines at Suburban Station and to SEPTA buses along market and Broad Streets. Because of its engineering significance, City Hall Station is eligible for the National Register of Historic Places. SEPTA has recently completed work under Dilworth Park, creating a new transit gateway to the Broad Street, Market-Frankford and Trolley Lines with entrances and new elevators that make transit levels accessible. Now, with additional state funding, the remaining phases of design work and construction are moving forward. Once completed, the renovated City Hall and 15th Street Stations will be more user-friendly, safer and more secure, accessible to all users, easier to maintain, and in compliance with applicable codes. The renovations will incorporate environmentally-friendly methods and materials. Specifically, this project will: PROJECT: SEPTA City Hall Station Renovations • Provide full access for riders with disabilities through new elevators LOCATION: 15th and Market Streets, City Hall, Philadelphia, PA and ramps to all levels of both stations, new and wider ramped CLIENT: SEPTA (Southeastern PA Transportation Authority) corridors connection the stations, and new accessible fare line gates. PROJECT SIZE: 115,000 SF Total (through various phases) • Improve passenger flow with new and reconfigured fare lines out- PROJECT TEAM: fitted for the new SEPTA Key program, new stairs and railings, and BLT Architects (Architect) Gannett Fleming, Inc. (Civil, Structural Engineering) more visually open areas in the City Hall and 15th Street Mezzanines Arora Engineers, Inc. (Mechanical, Electrical Engineering) and on the platforms. The ENC Group (Cost Estimating, Scheduling) • Update station interiors and systems including new architectural Cerami & Associates (Acoustics, AV, IT) finishes, new signs, Artin- Transit, new seating and other amenities, Kleinfelder, Inc. (Environmental, Geotechnical) new lighting and public address systems, and closed-circuit TV. ■

36 FALL 2016 | context | AIA Philadelphia MARKETPLACE

EXCEEDED MY EXPECTATIONS OF FIT AND FINISH – Oz Whitesell, MKJ Creative

Let Ernst Brothers surpass your expectations for custom craftsmanship and commitment to your vision. ERNSTBROTHERS.COM // 215.453.5124

780136_Ernst.indd 1 11/21/15 2:28 AM

Program, Project & Construction Management Construction Consulting

Commissioning

www.greyhawk.com  1-888-280-HAWK

831591_Greyhawk.indd 1 01/09/16 8:04832184_LaSalle.indd pm 1 AIA Philadelphia | context | FALL 20169/15/16 37 2:42 PM MARKETPLACE

We transform ordinary spaces into places that are extraordinary.

Lit Brothers Building © Jeffrey Totaro

The Lighting Practice is WBE & DBE certified www.thelightingpractice.com

833994_Edon.indd 1 22/09/16 12:30832448_TheLighting.indd pm 1 15/09/16 3:26 am

INDEX TO ADVERTISERS

ARCHITECTURAL AND ORNAMENTAL CONSTRUCTION MANAGEMENT RENOVATIONS Edon Corporation ������������������������������������������������������38 Greyhawk North America, LLC ���������������������������������37 J�E� Berkowitz�������������������������������������������������������������9 www�edon�com www�greyhawk�com www�jeberkowitz�com ARCHITECTURAL DOORS & WINDOWS ENGINEERING RETAINING WALLS Sharpan Building Systems LLP ���� Outside Back Cover LaSalle Engineering ��������������������������������������������������37 CST Pavers ������������������������������������ Inside Back Cover www�sharpansystems�com www�LaSalleEng�com www�cstpavers�com Mainstay Engineering Group, Inc� ���� Inside Back Cover STRUCTURAL ENGINEERING BUILDING PRODUCTS www�megr�com Specialty Building Systems �������������Inside Front Cover Keast & Hood �����������������������������������Inside Front Cover www�specialtybldgsystems�com GENERAL CONTRACTORS www�keasthood�com Ernst Brothers ����������������������������������������������������������37 Larsen & Landis ������������������������������ Inside Back Cover COMPUTER HARDWARE www�ernstbrothers�com www�larsenlandis�com Parallel Edge, Inc� ���������������������������� Inside Back Cover www�paralleledge�com GLASS TECHNOLOGY CONSULTING J�E Berkowitz ��������������������������������������������������������������9 Parallel Edge, Inc� ���������������������������� Inside Back Cover COMPUTER SOFTWARE www�jeberkowitz�com www�paralleledge�com Parallel Edge, Inc� ���������������������������� Inside Back Cover www�paralleledge�com LIGHTING WINDOWS & DOORS The Lighting Practice, Inc� ����������������������������������������38 J�E Berkowitz ��������������������������������������������������������������9 CONCRETE MASONRY UNITS www�thelightingpractice�com www�jeberkowitz�com CST Pavers ������������������������������������ Inside Back Cover North American Window & Door ��������������������������������4 PERMEABLE PAVERS www�cstpavers�com www�northamericanwindow�com Fizzano Bros� Inc ��������������������������������������������������������9 CST Pavers ������������������������������������ Inside Back Cover www�resources�concreteproductsgroup�com www�cstpavers�com

38 FALL 2016 | context | AIA Philadelphia Structural Engineering and Design Evaluation of Existing Structures Due Diligence Studies Historic Preservation Expert Testimony Façade Investigation

new address effective August 1, 2016 11 W. THOMPSON STREET PHILADELPHIA, PA 19125 215.232.7207 LARSENLANDIS.COM

815228_Larsen.indd 1 09/06/16 2:09760789_Parallel.indd AM 1 8/24/15 8:48 PM SOLID SUPPORT FOR ALL YOUR PAVING NEEDS

Discover the Difference! Visit us online ENGINEERING GROUP, INC. www.cstpavers.com

Civil and Structural Engineering Consultants

NORTH WALES, PA 215.646.5595 SOMERSET, NJ 732.868.8636 www.megr.com Serving Pharmaceutical Education CST helps make it easy to specify the right products, from Commercial/Retail pavers to retaining walls to eco-friendly permeable products. Renery/Petro-chemical Discover the difference that CST can bring to Government/Military your next project!

Institutional 345 Route 130 • Pedricktown, NJ 08067 Healthcare (856) 299-5339 • cstpavers.com

762598_Mainstay.indd 1 8/21/15 12:53825808_CST.indd PM 1 8/16/16 1:55 PM