Transportation
GUIDING PRINCIPLES
• Enhance all of the primary modes by which people travel through the community based on their importance to the safety, community character, and economic development of the Borough. • Work with appropriate State and other agencies and adjacent municipalities to understand and address concerns regarding the regional transportation system. • Continue to encourage the use of alternative transportation modes, including biking, walking, and using public transportation. • Install traffic calming and other infrastructure improvements to enhance the walkability of the Borough, especially around the Jenkintown School, along Old York Road, and around transit stops. • Work to preserve and enhance the public accessibility and exceptional level of service at the Jenkintown-Wyncote Train Station due to the positive effects this station has on the Borough's property values and overall economy. Transportation Summary of Recommendations Summary of Transportation Recommendations RECOMMENDATION T1: Ensure roadway infrastructure adequately and safely serves all roadway users by implementing targeted traffic calming strategies. RECOMMENDATION T2: Ensure high-quality and consistent maintenance of all Borough-owned roads. RECOMMENDATION T3: Evaluate and implement strategies to protect the walkability, safety, and economic vitality of Jenkintown’s historic town center while accommodating the current traffic volumes along Old York Road. RECOMMENDATION T4: Maintain Jenkintown’s comprehensive and interconnected sidewalk network and require or encourage new development and redevelopment projects to incorporate improvements that enhance the walkability of the Borough. RECOMMENDATION T5: Ensure proper maintenance (including maintenance and enforcement of a clear pedestrian right-of-way) of the Borough’s sidewalk network that connects residents to amenities such as the School, Uptown, and the regional rail stations. RECOMMENDATION T6: Increase the safety and convenience of bike ridership.
RECOMMENDATION T7: Create new bike routes and connections that broaden opportunities for residents to be able to bike throughout the local area and reach more destinations by bike. RECOMMENDATION T8: Increase the safety and convenience of public transportation options through partnerships and strategic installation of additional amenities and resources that enhance the current public transportation network.
2 Jenkintown2035 Comprehensive Plan
Circulation is the movement of goods and people. Receiving deliveries, commuting to work, walking to school, and biking for exercise are all examples of transportation in our daily lives. The transportation network has evolved over time and the modes are interconnected and interdependent. A safe, connected, and diverse transportation network is essential to a modern and efficient life.
INTRODUCTION COMMUNITY TRANSPORTATION PATTERNS Jenkintown’s location and existing transportation infrastructure offer many options for residents and employers alike. In fact, transportation access (both public transit and major road connections) is a major reason residents choose to live in Jenkintown. Jenkintown’s network of sidewalks and compact development pattern encourage healthy lifestyles and reduce dependence on the automobile by making walking an attractive option to reach the local commercial area, train station, and school. In fact, the majority of Jenkintown households (52%) either have one or fewer vehicles (see Table 23 below), which is strikingly different from the neighboring townships and the County overall where it is more common for households to have two or more cars. Table 23. Number of Vehicles per Household, 20141
% of Households by # of Vehicles per Household Jenkintown Abington Cheltenham Montgomery Borough Township Township County No vehicle available 8.3% 6.1% 7.9% 2.3% 1 vehicle available 43.7% 32.1% 38.0% 17.9% 2 vehicles available 35.4% 42.0% 39.5% 48.4% 3 or more vehicles available 12.6% 19.9% 14.5% 31.4%
The 2015 Jenkintown community survey indicated that the primary reason for residents’ daily travel is to commute to work. The U.S. Census Bureau tracks the percentage of a population that takes each mode of travel to commute to work, as well as the average travel time (see Table 24 on the following page). Although driving alone is still the most common method of commuting to work, Jenkintown has the highest percentage of workers that travel to work via public transportation of either of the neighboring townships and more than three-times the percentage of public transit commuters than Montgomery County overall. The Borough's population and housing densities and extensive network of sidewalks contribute to the convenience and accessibility of public transportation for Borough residents. However, a higher use of public transit does not necessarily mean a shorter commute. In fact, the average commute travel time for Jenkintown workers is 4 minutes longer than that for Montgomery County as a whole. Although using public transportation can sometimes result in a longer commute time (due to walking time to and from the station or 1 U.S. Census Bureau. American Community Survey 2010-2014 5-Year Estimate. www.JenkintownBoro.com 3 Transportation Introduction
transit stop, frequency of service, number of stops, etc.) many people value the ability to use that time for more productive activities (listening to music, working, reading, talking to friends) and are willing to have a slightly longer total travel time in exchange.
Table 24. Commute to Work Characteristics2
% of Workers 16 Years and Over Mode of Commute Jenkintown Abington Cheltenham Montgomery to Work Borough Township Township County Drive Alone 64.9% 77.3% 68.3% 78.8% Carpool 6.7% 8.4% 6.2% 7.3% Public Transportation 17.6% 7.5% 14.9% 5.2% Walk/Bike 3.3% 2.8% 5.0% 3.0% Other 0.0% 0.4% 0.5% 0.6% Work from Home 7.5% 3.6% 5.1% 5.1%
Mean Commute Travel Time 31.7 27.6 29.5 27.7 to Work (Minutes)
Excess vehicular access points associated with dispersed commercial development can contribute to roadway congestion. Where possible, traffic-generating uses such as large retail and office developments should be clustered near transit, with clear and logical vehicular and pedestrian connections amongst all of the buildings on the site, and controlled access to the main roadway. Figure 9. Example of Redevelopment Scenario with shared Parking and Fewer Curb Cuts
By encouraging shared parking and parking lot connectivity, and requiring that new surface parking lots be placed to the rear of buildings, commercial areas will become more attractive and walkable. Minimizing the number of curb cuts that cross pedestrian walkways will provide a safer pedestrian environment along Jenkintown’s commercial roads and decrease the number of un- signalized vehicular access points that contribute to congestion. Minimizing or eliminating parking in front of buildings will allow for improvements such as wider sidewalks, increased landscaping, or public seating areas
2 U.S. Census Bureau. American Community Survey 2010-2014 5-Year Estimate. 4 Jenkintown2035 Comprehensive Plan Old York Road is both a State highway (State Route 611) and a quaint commercial corridor as it passes through Jenkintown Borough.
Table 25 below summarizes the many transportation-related studies and plans conducted recently that relate to Jenkintown Borough
Table 25. Recent Transportation Studies Related to Jenkintown Borough
Study Author Year Parking Demand Study: Glenside and Jenkintown SEPTA Stations DVRPC 2000 Traffic Calming Report, Borough of Jenkintown Pennoni 2007 Routes 611 & 263 Corridor Study, Montgomery County (Phase 1 Report) DVRPC 2008 Routes 611 & 263 Corridor Study, Montgomery County (Phase 2 Report) DVRPC 2009 Old York Road Corridor Improvement Plan, Township of Abington McCormick Taylor, AKRF 2009 Old York Road Neighborhood Revitalization Plan Fels Institute 2012 Decade of Investment (DOI): Route 611 Transportation Study PennDOT 2015
www.JenkintownBoro.com 5 Transportation Theme Element: Vehicular Transportation
THEME ELEMENT: VEHICULAR TRANSPORTATION
BACKGROUND Old York Road (State Route 611) has been the major highway through Jenkintown since it was laid out in 1712. Soon after being re-named the Cheltenham and Willow Grove Turnpike, the road was macadamized in 1805. In 1917 the state took over maintenance of the road and abolished the toll.3 The first Borough road to be paved in Jenkintown was Greenwood Avenue which connected the center of town to the original Jenkintown-Wyncote train station building built in 1872.4
Road Ownership & Classification Today, the majority of the roads through the Borough are owned and maintained by the Borough; however Old York Road, a portion of West Avenue, a portion of Walnut Street, and Township Line Road along the Borough’s southern border are State-owned roads (see Map 25 on the following page). Each road segment is also classified by PennDOT based on the role that each road serves as part of the interdependent network of roadways (see Map 26 on page #). A description of the role of each classification of road is summarized in Table 26 below.
Table 26.Road Classification Descriptions
Road Classification Example Description Arterial Roads Old York Road Typically have higher traffic volumes and serve longer distance travel needs
Collector Roads Greenwood Avenue Collect traffic from local roads and connect to arterial roads
Local Roads Rodman Avenue Provide direct access to individual lots and are not meant to accommodate thru-traffic or long-distance traffic
Traffic Counts & Crash Data Traffic count data from the Delaware Valley Regional Planning Commission (DVRPC) provides an estimate of the average amount of traffic that circulates through Jenkintown Borough. DVRPC collects traffic count data using several different methods and time frames. When adjustment factors are applied to the data collected, an Annual Average Daily Traffic (AADT) estimate can be calculated (see Map 27 on page #).
3 “Montgomery County: The Second Hundred Y ears.” Chapter 20: Jenkintown. 1983. 4 “Montgomery County: The Second Hundred Y ears.” Chapter 20: Jenkintown. 1983.
6 Jenkintown2035 Comprehensive Plan Map 25. Jenkintown Borough Road Ownership5
RODMAN AVE
RODMAN AVE
MADEIRA AVE OLD YORK RD YORK OLD CENTER AVE
SPRING AVE
CLOVERLY AVE
NEWBOLD RD LINDA VISTA
ELM AVE AVE JENKINTOWN RD RODMAN AVE
CLEMENT RD RUNNYMEDE AVE RYDAL RD
CHELTENA AVE
ELM AVE SHOEMAKER AVE
VISTA RD MYRTLE AVE LEEDOM ST
JOHNSON ST
RUNNYMEDE AVE
MAPLE ST MAPLE CEDAR ST CEDAR
WALNUT ST LINDEN ST CHERRY HOMESTEAD RD
RODMAN AVE ST
VERNON RD HILLSIDE AVE
COTTMAN ST
WEST AVE WEST AVE
JENKINTOWN
RUNNYMEDE AVE LEEDOM ST DIVISION ST WEST AVE
NICE AVE GREENWOOD AVE
HIGHLAND AVE WASHINGTON LN
FLORENCE AVE
WILLOW ST GREENWOOD AVE
WEST AVE
SUMMIT AVE
HARPER AVE
WALNUT ST
GREENWOOD AVE
CEDAR ST
SUMMIT AVE GREENWOOD
AVE
TOWNSHIP LINE RD
WYNCOTE RD MATHER RD RD YORK OLD
WYNCOTE RD
WASHINGTON LN
ABINGTON CHELTENHAM TOWNSHIP LINE RD ¯ Municipal Boundary Road Ownership Jenkintown Borough 0 0.05 0.1 0.2 Miles PennDOT
5 PennDOT
www.JenkintownBoro.com 7 Transportation Theme Element: Vehicular Transportation
Map 26. Jenkintown Borough Road Classification6
RODMAN AVE
RODMAN AVE
MADEIRA AVE OLD YORK RD YORK OLD CENTER AVE
SPRING AVE
CLOVERLY AVE
NEWBOLD RD LINDA VISTA
ELM AVE AVE JENKINTOWN RD RODMAN AVE
CLEMENT RD RUNNYMEDE AVE RYDAL RD
CHELTENA AVE
ELM AVE SHOEMAKER AVE
VISTA RD MYRTLE AVE LEEDOM ST
JOHNSON ST
RUNNYMEDE AVE
MAPLE ST MAPLE CEDAR ST CEDAR
WALNUT ST LINDEN ST CHERRY HOMESTEAD RD
RODMAN AVE ST
VERNON RD HILLSIDE AVE
COTTMAN ST
WEST AVE WEST AVE
JENKINTOWN
RUNNYMEDE AVE LEEDOM ST DIVISION ST WEST AVE
NICE AVE GREENWOOD AVE
HIGHLAND AVE WASHINGTON LN
FLORENCE AVE
WILLOW ST GREENWOOD AVE
WEST AVE
SUMMIT AVE
HARPER AVE
WALNUT ST
GREENWOOD AVE
CEDAR ST
SUMMIT AVE GREENWOOD
AVE
TOWNSHIP LINE RD
WYNCOTE RD MATHER RD RD YORK OLD
WYNCOTE RD ABINGTON
WASHINGTON LN Road Classification Principal Arterial CHELTENHAM TOWNSHIP LINE RD ¯ Minor Arterial Urban Collector
Local Road 0 0.05 0.1 0.2 Miles Municipal Boundary
6 PennDOT
8 Jenkintown2035 Comprehensive Plan The location and number of reportable crashes7 that occurred between 2009 and 2014 is shown in Map 27 on the following page as well. Crashes that involved pedestrians are shown as colored dots. Fortunately, none of the pedestrian crashes involved fatalities, and there was only one traffic fatality recorded in Jenkintown between 2009 and 2014. The majority of reported crashes during this time period occurred on Old York Road with larger groupings between Rydal Road/Cloverly Avenue and Cherry Street and between West Avenue and Greenwood Avenue. Crashes involving pedestrians typically occurred at intersections.
Old York Road Old York Road is an asset to the community as a major north-south connector which provides access to the larger region, including the Pennsylvania Turnpike to the north and the City of Philadelphia to the south. The volume of vehicles that use this state road creates challenges within this dense community. As illustrated in Map 27 on the following page, more than 27,000 vehicles travel through Jenkintown on Old York Road every day. This high volume of traffic brings potential and regular customers to the Borough’s downtown area and provides residents with convenient access to the larger region. On the other hand, the four-lane highway creates a obstacle between the east and west sides of the Borough. The lack of a buffer (such as a landscaping strip or a row of parked cars) between the sidewalk and the travel lanes of Old York Road reduces the comfort of pedestrians walking along the roadway. Additionally, long crossing distances and turning vehicles makes crossing Old York Road challenging for many pedestrians as well.
Table 27. Average Annual Daily Traffic (AADT) on Old York Road/State Route 611: 1996-20128
Year AADT 2012 27,230 2009 31,409 2006 31,686 2003 30,506 2000 28,968 1996 30,934
The most recent traffic volume count in 2012 indicated that traffic volumes are the lowest they have been in approximately 20 years (see Table 27 above). The recent decline in observed traffic volume may be due to a large trend of reduced vehicles miles traveled overall during times of economic downturn, such as the recession that took place in the late 2000's. The physical environment and safety concerns created by this large arterial road have been a major community concern for decades. Most recently, 67% of community survey respondents indicated that they were concerned about road safety on Old York Road. Throughout the Borough, the top 5 safety concerns reported by survey respondents are summarized in Table 28 on page #.
7 A reportable crash is defined as “a crash resulting in a death within 30 days of the crash; or injury in any degree, to any person involved; or crashes resulting in damage to any vehicle serious enough to require towing” (PennDOT). 8 Delaware Valley Regional Planning Commission. “Traffic Counts.” http://www.dvrpc.org/webmaps/TrafficCounts/
www.JenkintownBoro.com 9 Transportation Theme Element: Vehicular Transportation
Map 27. Jenkintown Borough Traffic Counts & Crash Data9 Direction of traffic volumes measured shown with arrows ((! !
RODMAN AVE ( 7371 ( (! RODMAN AVE ( ( ( ( ( MADEIRA AVE OLD YORK RD YORK OLD CENTER AVE
( SPRING AVE ( ( ( ( 14787 ( CLOVERLY AVE ( (
NEWBOLD RD ((( LINDA VISTA ( ELM AVE AVE JENKINTOWN RD RODMAN AVE ( (
CLEMENT RD RUNNYMEDE AVE ( ( RYDAL RD 7813 CHELTENA AVE ( ((( (( (
ELM AVE SHOEMAKER AVE ( (( ( (( ! ( ( ( (( ( VISTA RD MYRTLE AVE LEEDOM ST (
JOHNSON ST
RUNNYMEDE AVE ( (
MAPLE ST MAPLE CEDAR ST CEDAR ( ( 13754 ( WALNUT ST LINDEN ST CHERRY( (( HOMESTEAD RD ( RODMAN AVE ST ((
VERNON RD (HILLSIDE AVE ! ( ( ( COTTMAN ST ( ( WEST AVE( WEST AVE (( ( ( JENKINTOWN( ( LEEDOM ST (! RUNNYMEDE AVE ( DIVISION ST ( 12838 WEST AVE ( ( ( ( (! ( NICE AVE GREENWOOD AVE ( ! ( HIGHLAND AVE 4445 WASHINGTON LN FLORENCE AVE (! (11053 WILLOW ST ( ( ( ((GREENWOOD AVE
WEST AVE
SUMMIT AVE ( ( ( 10014 !( ( HARPER AVE (( ( ( ( ( ! WALNUT ST (! GREENWOOD AVE (
986 CEDAR ST (( ( SUMMIT AVE ( GREENWOOD ( ( !( 6185 ( ( AVE ! ! TOWNSHIP LINE RD ( WYNCOTE RD ( (
MATHER RD ( RD YORK OLD ( 12976 WYNCOTE RD ! ( ( WASHINGTON LN
ABINGTON ( ( (( !( (( ( ( TOWNSHIP LINE RD CHELTENHAM ( ( ( Crash Data (2010-2014) ( ( ( ( ¯ ( (( 7816 No Pedestrians7336 Involved (!( (( ! ( ! 1 Pedestrian Involved 7612( 0 0.05 0.1 ( 0.2 Miles ! ( 7393 2 Pedestrians Involved (( (( ( ( Municipal Boundary ( (
9 PennDOT, Delaware Valley Regional Planning Commission
10 Jenkintown2035 Comprehensive Plan Table 28. Road Safety Concerns as Reported in 2015 Community Survey
Road Safety Concern # of Respondents % of Respondents Speed of traffic/speed limit enforcement 284 56% Volume of traffic (“heavy,” “busy”) 123 24% Safety of crosswalks 95 19% Narrow sidewalks/lack of buffer for pedestrians 87 17% Running of stop signs/red lights 64 13%
Past recommendations regarding Old York Road focused on a traditional "road diet" that would eliminate travel lanes. Through the Jenkintown2035 comprehensive planning process, the challenges of Old York Road were discussed in detail. PennDOT expressed that reducing the number of through travel lanes on Old York Road through Jenkintown is not an option at this time due to the current high traffic volumes. Because there are fewer north-south alternative routes through Jenkintown, the recorded traffic volumes are higher in Jenkintown. Additionally, the 4-lane, 40-foot cross-section through Jenkintown eliminates options such as shoulders and dedicated turning lanes. The historic buildings located along sections of Old York Road are of immense value to the community for their economic impact and the historic sense of place they create. Therefore, road widening is not an attractive option and it is essential to evaluate other ways to make the existing infrastructure work more efficiently and safely with a focus on options to prioritize pedestrian comfort and connectivity and provide traffic calming during off-peak hours. If more detailed data analysis showed that traffic volumes are low enough during off-peak hours, a scenario whereby some lanes could be converted to on-street parking during certain hours or on certain days, could be explored. If further data analysis shows that off-peak travel times correspond with peak shopping and dining hours (evenings and weekends), additional on-street parking during these hours could have the benefits of both traffic calming and providing parking to serve customers. Such a scenario would require coordination with Abington and Cheltenham Townships, as well as extensive study and modeling of current traffic patterns and volumes and how such a lane shift would potentially affect other roadways and intersections in the area. This type of “flexible lane” scenario would also require education and outreach to the community and affected travelers. Significant infrastructure and signage would be required in order to actively manage the lanes in real-time, which may cause the already narrow roadway corridor to look cluttered. The primary goals for improving safety along Old York Road are to reduce excessive speeding and improve pedestrian safety and comfort. These important goals could be furthered without changing the number or configuration of travel lanes through a combination of planning and design techniques that seek to more closely relate land uses along Old York Road to one another and to the transportation network. A strategic combination of signalization changes, signage, landscaping, and pavement markings can help to discourage excessing speeding while improving pedestrian safety and comfort.
www.JenkintownBoro.com 11 Transportation Theme Element: Vehicular Transportation
Borough-Owned Roads Policy and roadway design strategies can be applied to local Borough-owned roads to improve the safety of pedestrians, bicyclists, and transit users; enhance the physical appearance of the roadway; and discourage speeding. A "complete streets" policy aims to balance the needs and comfort of all roadway users (vehicle drivers, pedestrians, bicyclists, and transit users) will create a more attractive road network to complement the Borough’s historic residential neighborhoods and vibrant commercial areas. Examples of "complete streets" policies include: Widening sidewalks along individual blocks, or installing corner bump-outs, where space allows could provide for greater pedestrian safety and comfort. Removing obstructions such as overgrown bushes and parked cars will ensure the sidewalk network provides safe and direct pedestrian connections throughout the Borough. Adding bike amenities at destinations such as the school, commercial areas, and train stations will encourage residents and visitors to bike to these locations rather than driving.
Road Maintenance Road Surface Maintenance & Street Sweeping Ensuring continued road maintenance will ensure the Borough’s roadways maintain a high-quality appearance and are comfortable to travel on. The Jenkintown Borough Public Works Department is responsible for regular street sweeping of Borough roads and routine maintenance of the road surface including repair of pot holes and re-striping of crosswalks, as needed. Over 63% of Jenkintown residents who participated in the 2015 community survey indicated that maintaining roads in good condition was a high priority. Approximately 65% of residents indicated that they were satisfied with the Borough’s road maintenance services; however individual respondent’s comments indicated some frustration with the outside utility work and the quality and timeliness of road repairs once the utility work was complete. A dense borough such as Jenkintown is more directly impacted by extensive utility upgrades and repairs than a more spread-out community because of the density of homes and the frequency of one-way streets within the Borough which can make detours less convenient.. In addition, the roadways are an integral part of the Borough’s visual character as many homes are positioned closer to the street with sidewalks and street trees. Street sweeping, or the removal of debris such as gravel and leaves from the road surface, is also important to maintaining the high-quality visual character of the Borough. Keeping the road surface free of debris also improves walkability and bikability and reduces the likelihood that such debris will enter the Borough’s storm sewer collection system. The 2015 community survey indicated a desire by residents to reinstate more regular street sweeping. In recent years, the Borough has balanced the need to sweep the streets with the inconvenience of requiring parked cars to move for a regular street sweeper schedule. Instead, the Borough sweeps streets and public parking areas that are available at the time. Snow Removal In addition to road surface maintenance and street sweeping, the Public Works Department is responsible for snow removal on Borough roads and public parking lots. Borough residents and
12 Jenkintown2035 Comprehensive Plan business owners are responsible for removing snow and ice from the sidewalks in front of their properties in a prompt manner after a storm. Some older residents stated in the 2015 community survey that it is difficult for them to shovel their sidewalks and driveways. Other survey respondents expressed a desire for more enforcement of snow removal from the sidewalks on rental properties and abandoned properties. Several respondents pointed out the need to ensure that plowed snow is not piled at corners where pedestrians need to access crosswalks or inadvertently cover recently shoveled sidewalks. This is an issue for many densely-developed communities with narrow streets and no designated areas to store plowed snow. The express goal of street plowing is to clear the primary roads within the community as safely and efficiently as possible; however establishing a snow removal plan that includes ensuring access to crosswalks could be beneficial.
Continental striped crosswalks, pedestrian signals, and ADA ramps High traffic volumes and the lack of a physical buffer between the were added as part of the redesign of this important intersection pedestrian sidewalk and the travel lanes make Old York Road less near the Jenkintown-Wyncote train station. comfortable for pedestrians wishing to patronize the Borough’s commercial businesses.
The Borough’s roads are an integral part of Jenkintown’s physical Where road widths allow for it, on-street parking is permitted character and should be maintained to a high standard as they are within the Borough. On-street parking is convenient for residents part of any visitor’s first impression of the community. and visitors and also slows down thru-traffic.
www.JenkintownBoro.com 13 Transportation Theme Element: Vehicular Transportation
"Drivers do not obey the speed limit. They drive so fast I Borough residents' don't feel comfortable allowing my kids to walk or ride their comments from the bikes along these roads." 2015 Jenkintown community survey "Walnut Street is not well marked as a school zone." identified ways in which vehicular "The speed at which cars travel and the proximity of the traffic and driver road to the sidewalk. [...] I am concerned for the safety of behavior can affect my children as they walk along or cross these roads." their family's safety "My mother, a pedestrian, was hit by a car when she was and comfort. crossing Old York Road from the Mather Road side and heading to her bus stop."
RECOMMENDATION T1: Ensure roadway infrastructure adequately and safely serves all roadway users by implementing targeted traffic calming strategies.
Strategy T1a Evaluate cartway widths and intersection design on local roads to identify locations where improvements such as corner bump-outs or additional on-street parking could be accommodated. Such improvements could provide both beautification, pedestrian safety, and traffic calming benefits.
Vegetated bump-outs, textured pavement crosswalk, and The redesign of West Avenue in Jenkintown Borough created prominent signage make this mid-block crossing on Main Street in additional pedestrian space, better visibility of pedestrians Collegeville Borough more comfortable and safe for pedestrians. waiting to cross at intersections, and space for street trees, trash receptacles, and bike racks.
14 Jenkintown2035 Comprehensive Plan Strategy T1b Install additional signage and traffic controls in order to encourage drivers to obey traffic laws. Often a combination of roadside signage and a physical alteration to the roadway through pavement markings or speed tables can be more effective than if they were installed individually. Continue to focus speed enforcement and traffic safety improvements around the School property.
A combination of school crossing signs, reflective bollards, and a This trail crossing in Lower Salford Township is made highly- pedestrian refuge island enhance this school pedestrian crossing visible through a combination of signage, a raised crosswalk, and in Hatfield. distinctive pavement markings.
RECOMMENDATION T2: Ensure high-quality and consistent maintenance of all Borough-owned roads.
Strategy T2a Continue to provide a mechanism that allows residents and members of the public to report observed issues, such as potholes. Enhance the follow-up and reporting procedures associated with this mechanism.
www.JenkintownBoro.com 15 Transportation Theme Element: Vehicular Transportation
Strategy T2b Continue regular street sweeping to ensure streets remain clear of debris. Periodically reevaluate whether a weekly street sweeping schedule, which may require enforcement of no parking zones during certain times, should be reinstated.
Street sweepers remove excess debris from road surfaces that can improve the appearance and safety of roadways for all users.
Strategy T2c Continue to coordinate with utility companies and others to ensure the roadway (including pavement, street markings, official signage, curbing, sidewalks, and landscaping) is properly restored in a timely manner after utility or other projects are completed.
Strategy T2d Continue to coordinate with PennDOT and other appropriate agencies regarding proposed and ongoing roadway and bridge projects that impact the Borough and Borough residents in terms of the impact of potential detours and wear-and-tear on local roads.
RECOMMENDATION T3: Evaluate and implement strategies to protect the walkability, safety, and economic vitality of Jenkintown’s historic town center while accommodating the current traffic volumes along Old York Road.
Strategy T3a Continue to work with PennDOT and neighboring municipalities to evaluate short- and long-term improvements to balance traffic congestion and pedestrian safety concerns within the existing roadway infrastructure constraints of Old York Road (State Route 611). Potential strategies to
16 Jenkintown2035 Comprehensive Plan address concerns identified by the public through the community survey, including excessive speeding and pedestrian safety, are outlined below. Strategies to reduce excessive speeding could include: • Signalization – work with PennDOT and neighboring municipalities to time traffic signals to encourage drivers to travel at the posted speed limits. • Signage – install signage that informs drivers that they are entering a dense borough and to travel at appropriate speeds • Red Light Enforcement – continue to work with PennDOT to explore the options to install red light cameras and/or other dynamic enforcement technology along Old York Road. • Landscaping – vertical element such as street trees serve to visually narrow the roadway and cause drivers to slow down accordingly. Strategies to improve pedestrian safety and comfort could include: • Signalization – add push-button pedestrian signals and count-down signals at all signalization intersections. Ensure count-down signals provide sufficient time for pedestrians to cross the roadway. • Signage – install signage that reminds drivers to yield to pedestrians. Install “no turn on red” signs where conflicts between pedestrians and turning vehicles have been observed. • Driveway Controls – reduce the number of driveway curb cuts that disrupt the pedestrian sidewalk network. Where driveways do intersect the sidewalk, the sidewalk material should continue across the driveway, ADA ramps should be provided, and the driveway should be the smallest width appropriate for the land use(s) served. • Sidewalk Width – where redevelopment occurs, require sidewalks be widened to 10-12 feet to accommodate a landscape buffer between the sidewalk and the travel lanes of Old York Road. • Pavement Markings – lane striping, continental crosswalks, and other pavement markings should be repainted as needed to maintain appropriate visual cues to drivers and pedestrians.
Strategy T3b Conduct an engineering study to evaluate ways to more creatively manage traffic on Old York Road during off-peak travel times to foster pedestrian activity and safe access to businesses and institutions. Although a road diet has been ruled out as an option for Old York Road through Jenkintown in the foreseeable future due to the current traffic volumes; additional design and planning changes, such as signalization, signage, and site design can be strategically applied to discourage speeding and encourage pedestrian activity. One option is a "managed lane" concept, which may include reversible lanes and/or on-street parking during off-peak hours.
www.JenkintownBoro.com 17 Transportation Theme Element: Vehicular Transportation
The engineering study should include the following analyses: • Data Collection - Conduct manual turning movement counts and 24-hour directional counts to gather speed and volume data along key roadway segments. Conduct field views to further document pedestrian/bicycle activity, identify pedestrian crossing locations and hazards, and identify enhancements to increase compatibility between pedestrian/bicycle use and existing transit routes. Evaluate crash data for the past three years to identify any patterns. Document existing right-of-way and utility constraints. Analyze existing traffic conditions at study area intersections utilizing the latest methodologies and software packages (e.g., SYNCHRO). Utilize existing signal timings and characteristics to determine current operational measures. • Operational Analyses - Model existing and projected future traffic volumes, turning patterns, and travel times, both with and without potential roadway changes (e.g., managed lane configurations, signal timing changes), in order to understand traffic volume impacts on alternate routes. Incorporate the latest recommendations and guidelines from the Institute of Transportation Engineers (ITE) and DVRPC. • Traffic Calming and Streetscape Design - Prepare an analysis of existing roadway corridor conditions, opportunities, and constraints. Prepare conceptual design documents (including estimated costs and visualizations) to address pedestrian/bicycle access and circulation; design of pavement markings, lighting, and landscaping; and applicability of stormwater BMPs.
Strategy T3c Evaluate potential intersection re-configurations that could reduce traffic signal cycle timing and improve the flow of vehicular traffic through the Borough while creating additional green space and pedestrian refuge areas. Corners with overly wide curb radii, and offset intersection configurations, could be redesigned to reduce traffic speeds through the installation of a roundabout, bump-outs, or median islands. The locations of intersections that should be evaluated are shown in Map # on page #. A conceptual illustration of a reconfiguration of the offset intersection of Old York Road, Rydal Road, and Cloverly Lane is shown on the following page. The conceptual illustrations of intersection reconfigurations included in this plan explore the use of corner bump-outs and alignment of roads to reduce curb radii in order to narrow th pedestrian crossing distances, improve sight distances at intersections, and slow down traffic. However, additional public input and engineering studies may be needed to determine the most appropriate traffic calming strategy for each intersection.
18 Jenkintown2035 Comprehensive Plan The offset angle at which Cloverly Avenue and Rydal Road intersect Old York Road creates overly wide intersections on the side roads. Large curb radii result in long pedestrian crossing distances of up to 70 feet and encourage free right turns.
A reconfiguration of this intersection could bring the two roads to meet at a right angle, reducing the need for an extra traffic signal cycle, and reducing the pedestrian crossing distances. The additional green space created, especially on the southeastern corner, would provide additional public gathering space, beautification, and stormwater management benefits and serve as a visual gateway into the Borough.
www.JenkintownBoro.com 19 Transportation Theme Element: Vehicular Transportation
THEME ELEMENT: WALKABILITY
BACKGROUND Most of the residential development within the Borough occurred between 1900 and 1940, a time when common forms of transportation for short trips included walking and horse-drawn carriages because the personal automobile was still a luxury for many. The fact that many of the Borough’s neighborhoods were developed during this time period means that all Borough roads have sidewalks (see Map T4) and residences are configured around pedestrian-scaled blocks with very few culs-de-sac making the Borough walkable and interconnected. In fact, 80% of the Borough’s housing units are located within a ½-mile radius walk of either the Jenkintown-Wyncote or Noble train station. A complete sidewalk system, connected block layout, central commercial areas, and convenient transit linkages reduce the community’s dependence on the automobile.
BEFORE AFTER
BEFORE AFTER
The realignment of Greenwood Avenue at Old York Road improved vehicular sight lines, reduced pedestrian crossing distances, and created an attractive green space that makes outdoor dining at the adjacent restaurant more pleasant.
20 Jenkintown2035 Comprehensive Plan Many small-scale commercial uses and amenities are still located within walking distance of the Borough’s residential neighborhoods, including two regional rail stations, the school, library, community churches, restaurants and shops, the Hiway theater, and post office. Maintaining and enhancing the Borough’s network of sidewalks and crosswalks will ensure that the Borough’s walkability remains a characteristic of the community that attracts new residents, employees, and business owners.
Sidewalks & Crosswalks The Borough prides itself on being a walkable and pedestrian-friendly community. Map 28 on page # shows the Borough's extensive sidewalk network which contributes greatly to Jenkintown's quaint community character and sense of place. The Borough is currently undergoing a Borough-wide sidewalk replacement project to ensure consistent quality of sidewalks throughout the Borough. The current schedule of sidewalk inspections ensure compliance with sidewalk standards is coupled with a comprehensive road repaving project throughout the Borough. Map 29 on page # shows the locations of the Borough's current marked pedestrian crosswalks classified by type of crosswalk. Many communities are shifting towards more frequent installation of Continental-style crosswalks as they have been shown to be more noticeable for approaching motorists.
Figure 10. Visibility of Traditional vs. Continental Crosswalks
Continental or ladder-style crosswalks (right) with solid white blocks parallel to the motorist's line of sight have been shown to be more noticeable to approaching motorists than traditional crosswalks (left) which consist of two parallel lines which can blend into other roadway markings and are less visible, especially during inclement weather. (Source: SRTS Guide: "Marking and Signing Crosswalks," http://www. guide.saferoutesinfo.org/engineering/marked_crosswalks.cfm)
A third type of crosswalk present in the Borough currently is a decorative crosswalk often composed of either a detailed painted pattern resembling stone pavers or stamped and colored concrete. Decorative crosswalks are not recommended on roads with high volumes of automobile traffic where pedestrian safety is a major concern as they are less visible to oncoming motorists. However, decorative crosswalks can be a valuable addition to the Borough's streetscape and placemaking efforts on lower-speed roads in the Uptown commercial district. Continental crosswalks should be installed at intersections where pedestrian safety issues have been identified by community members10 (see Map 29 on page #), around the Jenkintown School, and on roadways where high levels of pedestrian activity and/or high volumes of vehicular traffic have been observed. Traditional crosswalks may be appropriate in other locations. If crosswalks are installed at an intersection, all four crosswalks should be painted in the same pattern or style.
10 Map 29 on page # highlights intersections where community members identified pedestrian safety concerns through the 2015 community survey.
www.JenkintownBoro.com 21 Transportation Theme Element: Walkability
Table T7.Examples of Types of Pedestrian Crosswalks
Traditional Crosswalk
Continental Crosswalk
Decorative Crosswalk
Safe Routes to School & Work Jenkintown is a walking school district, meaning that all of the households within the School District are within a general walking area, or approximately 0.5-1 mile, of the school building. Because of this, the School District does not need to provide busing of students which saves the School District money. Instead, students either walk or bike to school or are dropped off by their parents or guardians. Those children who walk or bike to school are able to incorporate additional physical activity into their school day. Social bonds and friendships can be fostered between school children, as well as their parents and guardians, as part of a close-knit walking school district where face-to-face interaction is more common. Similar benefits (both physical and social) could result from programs that encourage employees to use active modes of transportation, such as walking, to commute to work within the Borough. Improvements to enhance pedestrian connections between destinations within the Borough, such as the train stations and employment and shopping centers, would have many benefits. The majority of the Borough's professional and medical office space is located within 0.5- mile radius of either the Jenkintown-Wyncote or Noble Train Station. Improved streetscaping and pedestrian amenities linking these office centers to the train stations could highlight the transit- oriented amenities of existing office buildings and attract new employers and employees alike.
22 Jenkintown2035 Comprehensive Plan 11 Map 28. Jenkintown Borough Sidewalk NetworkPARKING LOT
^_ GROVE AVE ARDEN RD BAEDER RD RODMAN AVE
FORTUNE RD WINDING RD MELODY LN UPLAND AVE
SPRING AVE HIGHLAND AVE RODMAN AVE
PINE TREE RD
MADEIRA AVE RD YORK OLD WANAMAKER RD CENTER AVE MADEIRA AVE RUNNYMEDE AVE SPRING AVE RYDAL RD
JENKINTOWN RD
CLOVERLY AVE
WHARTON RD NEWBOLD RD LINDA VISTA CLOVERLY AVE
ELM AVE AVE JENKINTOWN RD RODMAN AVE ELM AVE
CLEMENT RD RUNNYMEDE AVE RYDAL RD
CHELTENA AVE LEEDOM ST
STEWART AVE ELM AVE SHOEMAKER AVE
CHELTENA AVE
VERNON RD
VISTA RD MYRTLE AVE LEEDOM ST
OLD YORK RD JOHNSON ST NEWBOLD RD
RUNNYMEDE AVE HILLSIDE AVE
MAPLE ST MAPLE CEDAR ST CEDAR
WALNUT ST LINDEN ST CHERRY HOMESTEAD RD
RODMAN AVE MAPLE ST ST
VERNON RD
HILLSIDE AVE CEDAR ST
COTTMAN ST
WEST AVE ST JOHNSON
WEST AVE WEST AVE
RODMAN AVE FLORENCE AVE
LEEDOM ST JENKINTOWN RUNNYMEDE AVE HEALY AVE DIVISION ST WEST AVE WASHINGTON LN
UNNAMED ALLEY ALY DIVISION ST LEEDOM ST
NICE AVE GREENWOOD AVE
HIGHLAND AVE WASHINGTON LN
FLORENCE AVE
WILLOW ST GREENWOOD AVE WILLOW ST
WEST AVE GREENWOOD AVE CEDAR ST
GREENWOOD AVE SUMMIT AVE
HARPER AVE
SUMMIT AVE WALNUT ST ^_ GREENWOOD AVE
CEDAR ST HIGHLAND AVE WALNUT ST SUMMIT AVE GREENWOOD
AVE TOWNSHIP LINE RD WYNCOTE RD WYNCOTE RD
TOWNSHIP LINE RD
MATHER RD OLD YORK RD YORK OLD
GLENSIDE AVE MATHER RD WYNCOTE RD
WASHINGTON LN
Missing Sidewalks WEBSTER AVE ABINGTON TOWNSHIP LINE RD CHELTENHAM Current Sidewalks LENOX RD ^_ Train Stations
RailroadMEETINGHOUSE RD HEACOCK LN RAMP GORDON RD LINDEN DR Municipal Boundary
WASHINGTON LN Water Bodies
11 Montgomery County Planning Commission, Field Observations
www.JenkintownBoro.com 23 Transportation Theme Element: Walkability
Map 29. Jenkintown Borough Current Crosswalks by Type12
GROVE AVE BAEDER RD ARDEN RD RODMAN AVE
MELODY LN UPLAND AVE
SPRING AVE HIGHLAND AVE RODMAN AVE
PINE TREE RD
MADEIRA AVE RD YORK OLD WANAMAKER RD CENTER AVE MADEIRA AVE RUNNYMEDE AVE SPRING AVE RYDAL RD
JENKINTOWN RD
CLOVERLY AVE
WHARTON RD NEWBOLD RD LINDA VISTA CLOVERLY AVE
ELM AVE AVE JENKINTOWN RD RODMAN AVE ELM AVE
CLEMENT RD RUNNYMEDE AVE RYDAL RD
CHELTENA AVE LEEDOM ST
ELM AVE STEWART AVE SHOEMAKER AVE
CHELTENA AVE
VERNON RD
VISTA RD MYRTLE AVE LEEDOM ST
OLD YORK RD JOHNSON ST NEWBOLD RD
RUNNYMEDE AVE HILLSIDE AVE
MAPLE ST MAPLE CEDAR ST CEDAR
WALNUT ST LINDEN ST CHERRY HOMESTEAD RD
RODMAN AVE MAPLE ST ST
VERNON RD
HILLSIDE AVE CEDAR ST
COTTMAN ST
WEST AVE ST JOHNSON
WEST AVE WEST AVE
RODMAN AVE FLORENCE AVE
JENKINTOWN RUNNYMEDE AVE LEEDOM ST HEALY AVE DIVISION ST WEST AVE WASHINGTON LN
UNNAMED ALLEY ALY DIVISION ST LEEDOM ST
NICE AVE GREENWOOD AVE
HIGHLAND AVE WASHINGTON LN
FLORENCE AVE
WILLOW ST GREENWOOD AVE WILLOW ST
WEST AVE GREENWOOD AVE CEDAR ST
GREENWOOD AVE SUMMIT AVE
HARPER AVE
SUMMIT AVE WALNUT ST GREENWOOD AVE
CEDAR ST HIGHLAND AVE WALNUT ST SUMMIT AVE GREENWOOD
AVE TOWNSHIP LINE RD WYNCOTE RD WYNCOTE RD
TOWNSHIP LINE RD MATHER RD RD YORK OLD
GLENSIDE AVE MATHER RD WYNCOTE RD ! Pedestrian Safety WASHINGTON LN ^_ Train Stations Railroad WEBSTER AVE ABINGTON CHELTENHAM TOWNSHIP LINE RD Municipal Boundary LENOX RD Water Bodies
Current Crosswalks by Type HEACOCK LN MEETINGHOUSE RD ¯ RAMP GORDON RD LINDEN DR Continental WASHINGTON LN 0 0.05 0.1 0.2 Miles Decorative
Standard
12 Field Observations
24 Jenkintown2035 Comprehensive Plan Walkability & Transit Access A major factor in keeping transportation costs low for families is having the option to live within walking distance of a public transit station that provides access to regional employment centers. 30% of the Borough’s dwelling units are located within a ¼-mile radius of the Jenkintown-Wyncote or Noble train station; 80% of the dwelling units are located within a ½-mile radius (see Map 30 on the following page), two distances that are generally considered to be comfortable walking distances for pedestrians. Although both train stations are located on the edges of Jenkintown and also serve a large number of residents from the adjacent communities, it is uniquely valuable that the majority of Jenkintown’s housing units are walkable to a regional rail station. This may partially explain why Jenkintown households on average have fewer vehicles per household than the neighboring townships. Jenkintown also has a lower percentage of single family detached dwelling units than surrounding townships. Higher density housing types are smaller and may not always have driveways or garages for cars. The burden of car ownership and smaller household size in higher density housing may also lead more households in Jenkintown to own fewer cars. On the other hand, Jenkintown’s overall denser development pattern contributes to its walkability because individual homes, as well as larger destinations, are closer together.
www.JenkintownBoro.com 25 Transportation Theme Element: Walkability
Map 30. Distribution of Dwelling Units within Walking Distance of a Train Station13
I2 RODMAN AVE
RODMAN AVE
MADEIRA AVE OLD YORK RD YORK OLD CENTER AVE
SPRING AVE
CLOVERLY AVE
NEWBOLD RD LINDA VISTA
ELM AVE AVE JENKINTOWN RD RODMAN AVE
CLEMENT RD RUNNYMEDE AVE RYDAL RD
CHELTENA AVE
ELM AVE SHOEMAKER AVE
VISTA RD MYRTLE AVE LEEDOM ST
JOHNSON ST
RUNNYMEDE AVE
MAPLE ST MAPLE CEDAR ST CEDAR
WALNUT ST LINDEN ST CHERRY HOMESTEAD RD
RODMAN AVE ST
VERNON RD HILLSIDE AVE
COTTMAN ST
WEST AVE WEST AVE
JENKINTOWN
RUNNYMEDE AVE LEEDOM ST DIVISION ST WEST AVE
NICE AVE GREENWOOD AVE
HIGHLAND AVE WASHINGTON LN
FLORENCE AVE
WILLOW ST GREENWOOD AVE
WEST AVE
SUMMIT AVE
HARPER AVE
WALNUT ST I2 GREENWOOD AVE
CEDAR ST
SUMMIT AVE GREENWOOD
AVE
TOWNSHIP LINE RD
WYNCOTE RD MATHER RD RD YORK OLD
WYNCOTE RD
WASHINGTON LN I2 Commuter Rail Stations
CHELTENHAM 0.25 mile from train stations TOWNSHIP LINE RD ABINGTON 0.5 mile from train stations Dwelling Unit Distribution 1 unit ¯ 2 - 5 units 5 - 20 units
21 - 50 units 0 0.05 0.1 0.2 Miles Greater than 50 units
13 Montgomery County Board of Assessment Appeals, SEPTA
26 Jenkintown2035 Comprehensive Plan Based on the recommendations of the 2010 Jenkintown The Borough developed historically with a well-connected sidewalk Community Revitalization Plan to decrease the distance between network and pedestrian-scaled blocks that contribute to its crossings on Old York Road, a signalized pedestrian crossing was inherent walkability. added near the Jenkintown Library.
The lack of street trees or other vegetated buffer between the Some intersections (especially four-way stop intersections) sidewalk and the roadway decreases pedestrian comfort along would benefit from the installation of ADA ramps, stop bars, and this stretch of Walnut Street. consistent, highly-visible, continental-style crosswalks.
Pedestrian-activated rapid flashing beacon warning lights and Wide pedestrian crosswalks (even at signalized intersections advance yield lines (the line of white triangles in advance of the such as this one in Lower Moreland Township) can be difficult for crosswalk) combine to make this trail crossing in Upper Dublin pedestrians to cross safely, especially the elderly, young children, Township highly-visible to approaching motorists. and those with strollers. The slower walking times of these segments of the population should be considered when timing pedestrian signals. www.JenkintownBoro.com 27 Transportation Theme Element: Walkability
RECOMMENDATION T4: Maintain Jenkintown’s comprehensive and interconnected sidewalk network and require or encourage new development and redevelopment projects to incorporate improvements that enhance the walkability of the Borough.
Strategy T4a Conduct a Borough-wide walkability audit to inventory the location and condition of all sidewalks and crosswalks. The inventory should also make note of posted speed limits and the location of any existing traffic calming infrastructure such as speed humps. The audit should provide recommendations on locations for enhanced crosswalks and additional pedestrian amenities such as push- button signals, and pavement markings. Enhanced crosswalks, such as this one on Bethlehem Pike through Flourtown, act as a continuation and enhancement of the streetscape and visually alert drivers to the potential presence of crossing pedestrians.
Strategy T4b Ensure that the zoning and subdivision and land development ordinances include appropriate dimensional and quality standards related to the Borough’s pedestrian network (such as sidewalks, crosswalks, curb cuts, and ADA ramps). Ensure new development meets the appropriate standards. For example, overly wide or obsolete curb cuts should be eliminated as part of redevelopment or development projects. As part of redevelopment or Continental crosswalks and ADA curb ramps at the development projects, sidewalks should be intersection of Summit Avenue and Leedom Street improve widened and ADA ramps and crosswalks access to Borough Hall and the Town Square area. should be installed, as warranted.
28 Jenkintown2035 Comprehensive Plan RECOMMENDATION T5: Ensure proper maintenance (including maintenance and enforcement of a clear pedestrian right- of-way) of the Borough’s sidewalk network that connects residents to amenities such as the School, Uptown, and the regional rail stations.
Strategy T5a Evaluate current standards for sidewalk maintenance and replacement and ensure that the standards are enforced regularly and consistently. For example, distinct measurable standards for the maximum gap or crack width that is permissible allow residents to monitor and potentially repair their sidewalks periodically to avoid costly full replacement. Sidewalk inspections could be coupled with resident education on the value of This resident has found a creative way to maintain a relatively flat sidewalk surface while also accommodating high-quality sidewalks and maintenance of and preserving an important shade tree. adequate sidewalk clearance to encourage the proper maintenance of vegetation and sidewalk surfaces. Additionally, provide guidance to property owners on sidewalk replacement policies and the community benefits of a safe and consistent sidewalk system. Consider adopting a requirement that sidewalks be inspected, and repaired or replaced if needed, at the time a property is sold.
Strategy T5b Install ADA ramps at intersections and crosswalks as part of sidewalk replacement projects. Require the installation of ADA ramps as part of new developments or redevelopments.
The addition of ADA ramps and a high-visibility crosswalk at this intersection could improve walkability and pedestrian safety for the neighborhood.
www.JenkintownBoro.com 29 Transportation Introduction
Strategy T5c Enforce no parking on the sidewalk to ensure adequate pedestrian clearance. Sidewalk barriers such as parked cars reduce the neighborhood’s walkability and pedestrian comfort. In many instances, where cars park on the sidewalk, pedestrians are forced to walk in the street, which can create significant hazards for the pedestrian. Where road widths do not allow for cars to park fully on the street and there are insufficient
off-street parking options for the residents Vehicles are frequently observed parking on the sidewalk along the of that block, the minimum ADA sidewalk 400 block of Walnut which may cause pedestrians, especially those in wheel chairs or those with strollers, to be required to walk in the width of three (3) feet should be maintained street to get around the vehicle. through other means such as striping and education. However, where a significant length of sidewalk is narrowed, areas with sufficient passing space with a minimum size of five (5) feet times five (5) feet, must be provided at intervals not to exceed 200 feet so as to allow two wheelchair users to pass one another by maneuvering in a complete circle.
30 Jenkintown2035 Comprehensive Plan THEME ELEMENT: BIKABILITY
BACKGROUND The Borough’s relatively narrow roads, on-street parking, and variable terrain may make bicycling less of an attractive mode of transportation for daily trips for the average person, however some people may choose to ride their bicycles on lower-volume residential streets or take their bike to a local park or trail.
Bike Routes Bicycling Road Map, A Bike Mobility Plan for Montgomery County, Pennsylvania (adopted in 1998) identifies key bicycling corridors based on an analysis of bicycling destinations and assumptions about the appropriateness of existing arterial and collector roadways to provide direct and expedient connections between destinations. The key bicycling corridors are also classified as either Primary or Secondary Bicycle Routes based on where funds should be allocated to upgrade roadways to accommodate bicyclists for the greatest benefit. Although the County Bike Plan identifies Old York Road through Jenkintown as a primary bicycle route, the constrained road width and high volume of vehicles on this section of Old York Road make the installation of bicycle lanes infeasible unless a road diet is implemented (see Vehicular Transportation section above for more information). The Montgomery County Planning Commission is currently undertaking an update to the County- wide bike plan called "BikeMontco". The new bicycle plan will take into consideration shifting demographics and a new criteria called Bicycle Level of Traffic Stress (LTS). The LTS is based on several factors including the number of travel lanes, the type of bicycle facility (if present), and the effective speed on each road segment. Most of Jenkintown's residential side roads would be considered to have a low Bicycle Level of Traffic Stress and may be more appropriate locations for the installation of bicycle signage and pavement markings. The BikeMontco plan will also identify locations for roadway improvements that would have the greatest positive impact by connecting low-stress roadway segments. Neighboring Abington Township recently completed a Master Bike Plan that includes recommendations that would connect bike routes in Jenkintown with the broader regional bike path network and increase Jenkintown and Abington bicyclists’ access to regional recreation and other destinations.14 Recommended routes include Walnut Avenue/Jenkintown Road and a loop from West Avenue and Washington Lane down to Wyncote Road. Newbold Road and Vernon Road are also identified as routes that would connect the eastern half of Jenkintown to the Noble Train
14 “Township of Abington Master Bicycle Plan.” 2015. http://www.abington.org/home/showdocument?id=2244
www.JenkintownBoro.com 31 Transportation Theme Element: Bikability
Map 31. Jenkintown Borough Proposed Bike Routes I2 RODMAN AVE
RODMAN AVE
MADEIRA AVE OLD YORK RD YORK OLD CENTER AVE
SPRING AVE
CLOVERLY AVE
NEWBOLD RD LINDA VISTA
ELM AVE AVE JENKINTOWN RD RODMAN AVE
CLEMENT RD RUNNYMEDE AVE RYDAL RD
CHELTENA AVE
ELM AVE SHOEMAKER AVE
VISTA RD MYRTLE AVE LEEDOM ST
JOHNSON ST
RUNNYMEDE AVE
MAPLE ST MAPLE CEDAR ST CEDAR
WALNUT ST LINDEN ST CHERRY HOMESTEAD RD
RODMAN AVE ST
VERNON RD HILLSIDE AVE
COTTMAN ST
WEST AVE WEST AVE
JENKINTOWN
RUNNYMEDE AVE LEEDOM ST DIVISION ST WEST AVE
NICE AVE GREENWOOD AVE
HIGHLAND AVE WASHINGTON LN
FLORENCE AVE
WILLOW ST GREENWOOD AVE
WEST AVE
SUMMIT AVE
HARPER AVE
WALNUT ST I2 GREENWOOD AVE
CEDAR ST
SUMMIT AVE GREENWOOD
AVE
TOWNSHIP LINE RD
WYNCOTE RD MATHER RD RD YORK OLD
WYNCOTE RD
WASHINGTON LN
ABINGTON CHELTENHAM TOWNSHIP LINE RD I2 Commuter Rail Stations ¯ Railroad Abington Proposed Bike Routes
Primary County Bike Routes 0 0.05 0.1 0.2 Miles Secondary County Bike Routes
32 Jenkintown2035 Comprehensive Plan Station to the north (see Map 31 on the previous page). Figure 11. Standard Sharrow Because of the limited roadway widths in Jenkintown, most of Pavement Parking the bike routes in the Borough would be designated by signage only and bikers would share the travel lane with motorists. Newbold Road, Vernon Road, and a portion of West Avenue were identified as appropriate for "sharrow" installation. A sharrow, or shared-lane pavement markings, are appropriate in some instances where the speed limit is 35 mph or less and traffic volumes are low, such as on residential streets. Sharrow markings assist bicyclists by providing visual cues for appropriate positioning within travel lanes that are too narrow for a motor vehicle and a bicycle to travel side-by-side within the same traffic lane, also taking into consideration the presence of on-street parking. Sharrow pavement markings can be combined with signage reading "Bicycles May Use Full Lane" to inform road users that bicyclists might occupy the travel lane. Other potential benefits of sharrows include encouraging safe passing of bicyclists by motorists and reducing the incidence of wrong-way bicycling.15 (MUTCD, 2009)
Bicycle Amenities Providing amenities such as secure, convenient, and covered bike parking at strategic locations such as transit centers, large office buildings, and popular commercial areas throughout a community has been shown to encourage greater bicycle activity. Promoting designated bike routes and connections to regional bike network through signage and public outreach, combined with amenities that make bicyclists feel welcome and comfortable can also have economic development benefits. Bike-related and bike-friendly businesses would complement the Borough’s growing arts, culture, and dining scene, similar to the success seen in Manayunk and Conshohocken. Map 32 on the following page identifies the locations of current bicycle racks as well as locations for recommended bike parking based on destinations that local residents most frequently visit by bicycle. The location and status (existing or recommended) is summarized in Table 30 on page# .
15 "Traffic Control for Bicycle Facilities." U.S. Department of Transportation. Federal Highway Administration. Manual on Uniform Control Devices, Part 9. 2009 Edition. https://mutcd.fhwa.dot.gov/pdfs/2009/part9.pdf
www.JenkintownBoro.com 33 Transportation Theme Element: Bikability
Map 32. Jenkintown Borough Recommended Bike Parking Locations HILLTOP RD
20 ! ARDEN RD GROVE AVE WINDING RD BAEDER RD FORTUNE RD MELODY LN UPLAND AVE
HIGHLAND AVE
MADEIRA AVE PINE TREE RD WANAMAKER RD SPRING AVE
RYDAL RD CLOVERLY AVE LINDA VISTA AVE 19 ! JENKINTOWN RD WHARTON RD
OLDYORK RD ELM AVE CLEMENT RD
18 ! ELM AVE
LEEDOM ST 36 STEWART AVE CHELTENA AVE ! 16 35 17! JOHNSON ST ! ! 15 ! NEWBOLD RD
LINDEN ST RUNNYMEDE AVE
34 VERNON RD MAPLE ST !
RODMAN AVE CEDAR ST HOMESTEAD RD HILLSIDE AVE 14 COTTMAN ST WEST AVE 33 ! 26 ! ! 4 32 ! 10 ! 31 !5 11 12 ! ! ! ! 2 HEALY AVE DIVISION ST 27 FLORENCE AVE ! 6 9 ! 13 !7 ! !LEEDOM ST 3 ! WASHINGTON LN 25 !HIGHLAND AVE 28 ! ! 30 NICE AVE ! 24 ! 8 GREENWOOD AVE ! WILLOW ST
23 WALNUT ST CEDAR ST ! SUMMIT AVE HARPER AVE 1 ! 21 22 ! ! GREENWOOD AVE
GREENWOOD AVE
TOWNSHIP LINE RD
29 MATHER RD WYNCOTE! RD GLENSIDE AVE
WASHINGTON LN WEBSTER AVE
¯ LENOX RD Bike Rack Locations
GORDON RD MEETINGHOUSE RD 0 0.05HEACOCK0.1 LN 0.2 Miles ! Existing LINDEN DR WASHINGTON LN ! Recommended
34 Jenkintown2035 Comprehensive Plan Table 30. Jenkintown Existing and Recommended Bike Rack Locations16
Map Id Status Location 1 Existing Jenkintown Train Station (Inbound Side) 2 Existing Jenkintown School (West Ave Side) 3 Existing Jenkintown School (Highland Ave Side) 4 Existing This Little Gallery 5 Existing Corner of Leedom St & West Ave 6 Existing Velvet Sky Bakery 7 Existing Corner of Leedom St & Greenwood Ave 8 Existing Borough Hall 9 Existing Town Square 10 Existing 705 West Ave 11 Existing 710 West Ave 12 Existing 721 West Ave 13 Existing Drake Tavern 14 Existing Fil-A-Bagel 15 Existing Grace Presbyterian Church (Vista Rd Side) 16 Existing Jenkintown Library (Rear Entrance) 17 Existing Jenkintown Library (Front Entrance) 18 Existing 500 York Rd (Rear Entrance) 19 Existing Outback Steakhouse 20 Existing Noble Train Station (Inbound Side) 21 Recommended Jenkintown Train Station (Outbound Side) 22 Recommended 101 Greenwood Ave 23 Recommended Greenwood Terrace Apartments 24 Recommended Beaver Hill Condominiums 25 Recommended 101 West Ave 26 Recommended Post Office 27 Recommended Town Square 28 Recommended Greenwood Ave Public Parking Lot 29 Recommended Jenkintown Commons 30 Recommended Hiway Theater 31 Recommended 400 Old York Rd 32 Recommended 409 Old York Rd 33 Recommended Yorkway Place 34 Recommended Jenkintown Place 35 Recommended IHOP Restaurant 36 Recommended Jenkintown Square
16 Jenkintown Bike Racks Wiki-Map. http://wikimapping.net/wikimap/Jenkintown-Bike-Racks.html
www.JenkintownBoro.com 35 Transportation Theme Element: Bikability
Bike lanes are striped sections of roadways that require a Sharrows, such as this one in Doylestown Borough, are usually minimum ridable surface width of three (3) feet, separate from identified by distinctive pavement markings and/or signage that the vehicular travel lanes. reads "Bicycles May Use Full Lane."
The free bike share program "Bike Pottstown/Bike Schuylkill" is Convenient bike parking should be provided at locations such as the managed by the Schuylkill River Heritage Area and encourages school, library, Borough Hall, Town Square, and the train stations. active recreation within a dense borough.
The Conshohocken Brewing Company in Conshohocken Borough Secure individual bike lockers at transit centers (such as this one have ample bicycle parking and an entrance facing the Schuylkill in Tysons, Virginia) and large office buildings may encourage River Trail which attracts trail users to visit their business. increased ridership if bicyclists feel more comfortable leaving their bikes parked there long-term.
36 Jenkintown2035 Comprehensive Plan RECOMMENDATION T6: Increase the safety and convenience of bike ridership. Strategy T6a Evaluate the placement and effectiveness of new bike amenities (e.g., bike parking). See Map T7 for initial recommended locations for new bike parking facilities.
New bike racks can incorporate distinctive designs, like these from Hilton Head, South Carolina, that also serve as public art or contribute to the branding of the Borough.
Strategy T6b Work with partners, such as the Montgomery County Health Department and Montgomery County Sheriff's Office, to provide bike safety trainings and bike helmet fittings for children in order to increase safe bike ridership practices within the Borough.
RECOMMENDATION T7: Create new bike routes and connections that broaden opportunities for residents to be able to bike throughout the local area and reach more destinations by bike.
Strategy T7a Partner with Abington Township to review and evaluate the recommended strategies for bike routes through the Borough. Work in partnership with Abington Township to implement the recommendation to use signage and pavement markings to create “sharrows” along certain Borough roadways to direct bikers to preferred bike routes. Work with Abington Township to prioritize the installation of bike connections to destinations such as the Acme grocery store, the Fairway shopping area, Alverthorpe Park, and the ball fields along Highland Avenue.
Strategy T7b Work with Cheltenham and Abington Townships to create a multi-user greenway trail along the Tookany Creek (see Strategy NP9a for more information).
www.JenkintownBoro.com 37 Transportation Theme Element: Public Transportation
THEME ELEMENT: PUBLIC TRANSPORTATION
BACKGROUND In May 1876, the first passenger train began service from Jenkintown station and by the turn of the century, more than 40 trains serviced Jenkintown every day with access to both Philadelphia and New York City.17 In 1893, the Jenkintown Electric Railway Company was granted the rights to lay trolley tracks on several residential streets, including Summit Avenue, Walnut Street, and West Avenue; however resident opposition caused the project to be abandoned.18 From 1894 to 1941, the Pennsylvania Rapid Transit Company operated the Route 55 trolley through Jenkintown on Old York Road, connecting Jenkintown to Philadelphia, Willow Grove Park, and later Hatboro and Doylestown. There are many factors that influence whether individual travelers will choose public transportation over other transportation choices. Some factors that may influence an individual's decision to consider using public transit include the frequency and reliability of transit service, the rider's feelings of personal safety using the transit system, the affordability and convenience of paying fares, and the comfort and attractiveness of the transit vehicles themselves.19 The pattern of physical development within a community also influences the likelihood that the local public transit agency will be able to cost-effectively serve that community with different types and frequencies of transit service. Both the population density (measured as residents per acre) and the density of employment destinations (measured as employees per acre) within a service area affect the demand for transit service.
SEPTA Regional Rail Today, the Jenkintown-Wyncote train station is the busiest Southeastern Pennsylvania Transit Authority (SEPTA) regional rail station outside of Center City with nearly 2,000 average weekday boardings. SEPTA regional rail trains provide service from Jenkintown to Center City Philadelphia, the Philadelphia International Airport, Doylestown, Warminster, and West Trenton. The Noble Train Station, which is located just over the border in Abington Township to the north along Old York Road, currently experiences much lower ridership numbers than Jenkintown. Several factors may influence the higher ridership numbers experienced at the Jenkintown-Wyncote train station, including the station's central location, longer ticket office hours, and more frequent service due to the fact that multiple train lines service the station. Table 31 on the following page summarizes the total weekday boardings and alightings recorded at each of the Jenkintown-area stations for several years for which data was available from SEPTA. The most recent data from 2015 shows that overall ridership is at its highest level at both stations.
17 “Montgomery County: The Second Hundred Y ears.” Chapter 20: Jenkintown. 1983. 18 “Montgomery County: The Second Hundred Y ears.” Chapter 20: Jenkintown. 1983. 19 Modified from: “Healthy, Equitable Transportation Policy.” Prevention Institute. 2009. 38 Jenkintown2035 Comprehensive Plan Table 31.Regional Rail Ridership at Local Jenkintown-Area Train Stations20
Year Jenkintown-Wyncote Train Station Noble Train Station Total Weekday Total Weekday Total Weekday Total Weekday Boardings Alightings Boardings Alightings 2015 1,998 1,660 255 225 2011 1,655 1,583 182 202 2009 1,776 1,661 232 214 2008 1,533 1,593 221 226
Several station area improvements are planned or underway at both of the Jenkintown-area stations. Many station area improvements are aimed at making stations fully ADA-accessible with high-level platforms, elevators, and accessible pathways. Other improvements include new signage, lighting, stormwater management systems, pedestrian shelters, and landscaping. The station area improvements for the Jenkintown-Wyncote Station are budgeted to cost $25.32 million with design taking place between 2016 and 2018 and construction anticipated to take place between 2020 and 2023.21 In addition, improvements including a parking garage, storage track, and making the station fully ADA-accessible are proposed at the Noble Station. The Noble Station improvements are budgeted to cost $53 million with design taking place between 2016 and 2018 and construction anticipated to take place between 2022 and 2025.22
SEPTA Buses SEPTA also operates bus service through Jenkintown on the Route 55 and Route 77 buses (see Map 33 on the following page). The Route 55 bus operates on Old York Road through Jenkintown and provides transit service between Willow Grove and the Olney Transportation Center. The Route 77 bus operates primarily on Township Line Road through Jenkintown and provides access to destinations such as Doylestown and Chestnut Hill. The Route 77 bus has stops in both the Uptown commercial area and the Jenkintown-Wyncote Train Station area. There are no bus stops within Jenkintown Borough that offer bus shelters, however several bus stops have benches or other amenities such as signage and trash receptacles. Map 34 on page# belows shows the current locations of bus stops and which amenities, if any are available at each location. Bus stop locations with an asterisk have been preliminarily identified as priority locations for bus shelter installation. Waiting for the bus along Old York Road can be uncomfortable due to the proximity of moving vehicles and lack of shelter from the elements. DVRPC has created guidelines for the design of bus stops within the SEPTA service area, looking at stop location, in-street design, curbside design, and passenger amenities.23 Any future bus stop improvements or bus shelter installations should generally be consistent with these guidelines.
20 Southeastern Pennsylvania Transit Authority. "Regional Rail Ridership Census." 2008, 2009, 2011, and 2015. 21 Southeastern Pennsylvania Transit Authority. "Rebuilding the System: Fiscal Year 2018 Capital Budget and Fiscal Years 2018- 2029 Capital Program Proposal. http://septa.org/strategic-plan/reports/FY-2018-Capital-Budget-Proposal-and%20FY-2018-2029%20 Capital-Program.pdf 22 See footnote 21 above. 23 DVRPC. "SEPTA Bus Stop Design Guidelines. 2012. http://www.dvrpc.org/Reports/12025.pdf
www.JenkintownBoro.com 39 Transportation Theme Element: Public Transportation
Map 33. Jenkintown Borough Public Transportation Network24 U I2 RODMAN AVE
RODMAN AVE U
MADEIRA AVE OLD YORK RD YORK OLD CENTER AVE
SPRING AVE
CLOVERLY AVE U
NEWBOLD RD LINDA VISTA
ELM AVE AVE JENKINTOWN RD RODMAN AVE
CLEMENT RD RUNNYMEDE AVE RYDAL RD CHELTENA AVE U
ELM AVE SHOEMAKER AVE U
VISTA RD MYRTLE AVE LEEDOM ST
JOHNSON ST
RUNNYMEDE AVE
MAPLE ST MAPLE CEDAR ST CEDAR
WALNUT ST LINDEN ST CHERRY HOMESTEAD RD
RODMAN AVE ST
VERNON RD HILLSIDE AVE U COTTMAN ST
WEST AVE WEST AVE JENKINTOWN U RUNNYMEDE AVE LEEDOM ST DIVISION ST U WEST AVE U U NICE AVE GREENWOOD AVE
HIGHLAND AVE WASHINGTON LN FLORENCE AVE U WILLOW ST GREENWOOD AVE
WEST AVE U SUMMIT AVE U HARPER AVE U WALNUT ST U I2 GREENWOOD AVE
CEDAR ST
SUMMIT AVE GREENWOOD U AVE U U TOWNSHIP LINE RD
U WYNCOTE RD U MATHER RD RD YORK OLD
WYNCOTE RD U U WASHINGTON LN
U ABINGTON U TOWNSHIP LINE RD SEPTA Bus Stops U U ¯ U Route 55 Bus Route 77 Bus U 0 0.05 0.1 0.2 Miles I2 Commuter Rail Stations Railroad
24 Southeastern Pennsylvania Transportation Authority
40 Jenkintown2035 Comprehensive Plan Map 34. Jenkintown Borough Bus Stop Locations and Amenities25 HILLTOP% RD % ARDEN RD GROVE AVE WINDING RD BAEDER RD FORTUNE RD MELODY LN UPLAND AVE HIGHLAND AVE % %* PINE TREE RD WANAMAKER RD MADEIRA AVE SPRING AVE
RYDAL RD CLOVERLY AVE % LINDA VISTA AVE %
JENKINTOWN RD WHARTON RD ELM AVE % CLEMENT RD
ELM AVE LEEDOM ST % STEWART AVE CHELTENA AVE %*
JOHNSON ST VISTA RD
OLD YORK RD % NEWBOLD RD
LINDEN ST RUNNYMEDE AVE
VERNON RD
CEDAR ST
MAPLE ST RODMAN AVE HOMESTEAD RD HILLSIDE AVE % COTTMAN ST WEST AVE % % % HEALY AVE DIVISION ST LEEDOM ST * * FLORENCE AVE % WASHINGTON LN HIGHLAND AVE * % NICE AVE * % GREENWOOD% AVE WILLOW ST % WALNUT ST CEDAR ST SUMMIT AVE HARPER AVE %% % GREENWOOD AVE % % GREENWOOD% AVE % TOWNSHIP LINE RD
MATHER RD WYNCOTE RD GLENSIDE AVE % % % * %
WASHINGTON LN WEBSTER AVE % Bus Stop Amenities % % Bus Stop ¯ LENOX RD % % % % Bus Stop with Bench GORDON RD HEACOCK LN % Bus StopMEETINGHOUSE with Shelter RD 0 0.05 0.1 0.2 Miles LINDEN DR % WASHINGTON LN Priority Bus Shelter * Locations
25 Southeastern Pennsylvania Transportation Authority; Field Observations
www.JenkintownBoro.com 41 Transportation Theme Element: Public Transportation
The Jenkintown-Wyncote Train Station is the busiest suburban The Noble Train Station located at the northern gateway to the train station in SEPTA's system serving dozens of trains and nearly Borough serves nearly 500 passengers on an average weekday. 4,000 weekday passengers.
The bus stops along Old York Road near Greenwood Avenue and The Wynnewood Shopping Center in Lower Merion Township West Avenue are the most heavily used bus stops and should be incorporates a prominent bus shelter that conveniently serves evaluated for the potential installation of bus shelters or other employees and shoppers alike. passenger amenities.
The surface parking available at the Jenkintown-Wyncote Train The SEPTA train station in North Wales Borough was recently Station is primarily located in Cheltenham Township and is in improved with high-level platforms in a way that preserved and high demand due to the station's convenient location and the accented the historic train station building. frequency of train service.
42 Jenkintown2035 Comprehensive Plan RECOMMENDATION T8: Increase the safety and convenience of public transportation options through partnerships and strategic installation of additional amenities and resources that enhance the current public transportation network.
Strategy T8a Coordinate with SEPTA staff on regional rail station projects to actively advocate for the continued growth in ridership volumes, service frequency, and amenities at the Borough's train stations, especially the Jenkintown-Wyncote Train Station. Work with SEPTA staff to identify and implement potential beautification, stormwater management, walkability, and parking improvements around the Jenkintown-Wyncote and Noble train Additional improvements to enhance pedestrian comfort and connections around the highly-used Jenkintown-Wyncote Train stations. Station could encourage greater train ridership.
Strategy T8b Implement improvements, such as creative pavement markings, specific wayfinding signage, and community walking maps, to enhance the pedestrian environment connecting the Jenkintown- Wyncote Train Station and the Uptown commercial area. The topography and lack of a visual connection to draw pedestrians through the residential area between these two landmarks currently means that many people may choose to drive to Jenkintown, rather than taking transit. Encouraging additional transit usage could also alleviate some of the parking demand within the Uptown commercial district.
www.JenkintownBoro.com 43 Transportation Theme Element: Public Transportation
Strategy T8c Install an attractive wayfinding program to connect the Jenkintown-Wyncote and Noble train stations to the Borough's dense residential and commercial areas. The Borough's wayfinding signage program could be enhanced through a complimentary community map which clearly identified the recommended biking and pedestrian routes to and from major destinations such as the train stations.
The historic Deutschtown neighborhood of Pittsburgh incorporates historically-appropriate materials in their wayfinding signage, including this map made of mosaic tiles.
Strategy T8d Evaluate the placement and effectiveness of bus shelters at highly-trafficked bus stops, especially along Old York Road. Map T10 identifies preliminary priority locations for the installation of new distinctive bus shelters based on greater levels of ridership at these locations. Each location should be evaluated to determine if adequate space is available to install a shelter. Where adequate space is not available, additional amenities to enhance Bus shelters can take on many forms based on the preferences of transit user safety and comfort should the community. This bus shelter in Baltimore, Maryland also serves as public art with a sculptural form; however other bus shelters be considered. can incorporate advertising that generates revenue for the community.
Strategy T8e Coordinate with SEPTA staff on appropriate bus stop locations. Periodically evaluate current bus stop locations based on feedback from residents and local law enforcement officers regarding the safety and usability of bus stop locations.
44 Jenkintown2035 Comprehensive Plan