Fort Washington State Park to Valley Green
Philadelphia and Montgomery Counties PA

Improving Pedestrian and Bicycle Links between Ft. Washington State Park and Forbidden Drive and the Surrounding Communities

DRAFT REPORT — January 10, 2008

Note: This online version was extracted, by kind permission, from the PDF Version due to its large size. It was reviewed and approved by Bob Thomas, of Campbell Thomas & Co.

The pdf, along with an executive summary is also available from: cheltenhamtownship.org/cresheimtrail

Submitted to: Friends of the Cresheim Trail

Submitted by: Campbell Thomas & Co. Architects
1504 South Street
Philadelphia, PA 19146-1636
215-545-1076 / 215-545-8397 Fax
www.campbellthomas.com

With: Arora & Associates P.C., Consulting Engineers & Brenton Associates, Inc., Landscape Architect

DCNR Project Number: BRC-RTP-11-4

This project was funded in part through a grant administered by the Pennsylvania Department of Conservation and Natural Resources. Additional funding was provided by The Foundation of the rotary Club of Chestnut Hill and the Township of Cheltenham.

Additional funding was raised and provided by Friends of the Cresheim Trail.

The views expressed herein are those of the author(s) and do not necessarily reflect those of the Pennsylvania Department of Natural Resources, nor any of their sub-agencies.

Table of Contents

1. Introduction
   1. Project Scope
   2. Project Partners
   3. Regional Context
   4. Benefits of the Trail
   5. Study Goals and Objectives
   6. Trail Characteristics
   7. Projected Use
   8. Determination of Feasibility
2. Recommendations
   1. Trail Alignment
   2. Proposed Easements & Property Acquisition
   3. Operation and Maintenance
   4. Opinion of Probable Costs
   5. Implementation,Priorities & Phasing Plan
   6. Potential Funding Sources
   7. Community Outreach
   8. Recommendations for Future Action
3. Methodology
   1. Existing Plans and Field Survey
   2. Other Related Plans
   3. Public Participation
   4. Trail Alignment
4. Inventory and Analysis
   1. Physical Conditions
   2. Public Participation
   3. Usage Feasibility
   4. Legal Feasibility

Appendices

1. Historic & Cultural Resource Assessment
2. Summary of Public Meetings
3. Opinion of Probable Cause
4. Environmental Review
5. Potential Funding Sources

I. INTRODUCTION

A. Project Scope

The Cresheim Trail study investigates the feasibility of a multi-use recreational trail linking portions of Whitemarsh, Springfield and Cheltenham Townships in Montgomery County to the Wissahickon section of Fairmount Park in Philadelphia. Other surrounding municipalities and neighborhoods will also connect to the trail. The length of the proposed trail is approximately 6 miles. The trail will connect to Wissahickon Creek at both its north and south ends. A spur trail connecting the main trail to Arcadia University in Cheltenham Township has also been studied.

This feasibility study looks at links between the proposed trail and the communities that it serves. Connections to the communities east of Route 309 are proposed at Willow Grove Avenue and also by an existing grade separated underpass at the Springfield Township School complex. Opportunities and constraints affecting the proposed trail alignment are considered in this study and recommendations for proceeding with the subsequent phases of implementation are proposed.

The Cresheim Trail builds upon the area's rich railroad legacy. From its northern end, the trail follows the abandoned right-of-way of the Reading Railroad Plymouth Branch in an easterly direction to its former crossing with the Pennsylvania Railroad Fort Washington Branch. From this junction, the trail proceeds south and east, following the former Pennsylvania Railroad right-of-way.

This right-of-way is now occupied by Pennsylvania Route 309, a limited access highway, and PECO electric transmission lines. Much of the proposed trail will run within easements from PECO, PennDot and other institutions and public entities.

The proposed Cresheim Trail links densely populated neighborhoods in four municipalities with existing trails and parklands along Wissahickon Creek. These neighborhoods offer a rich mixture of housing, shopping and industry. The trail will provide connections to work, shopping and schools, as well as recreational opportunities.

Recommendations proposed in this study take into account comments and feedback gathered in public participation through a structured stakeholder process. The proposed trail alignment and configuration were developed through a series of meetings and public forums with the project steering committee.

B. Project Partners

The progress that has been achieved would not have been possible without the talent and vision of the project's many partners. These partners generously contributed their time and ideas through participation on the Trail Study Committee. Funding for this study has been generously provided by the Pennsylvania Department of Conservation and Natural Resources (DCNR), the Foundation of the Rotary Club of Chestnut Hill, the Township of Cheltenham, and numerous contributors of matching funds.

C. Regional Context

The proposed Cresheim Trail is located within Montgomery and Philadelphia Counties, Pennsylvania. The Cresheim Trail will enhance an important and extensive trail system already existing in this densely populated region. The portions of this trail system that do exist are fragments which are not yet fully connected; therefore the service they are intended to provide is compromised.

Within Montgomery County the trail will complete a loop by connecting at its northern end to the Green Ribbon Trail at Fort Washington State Park. This northern segment also includes a spur or arm trail, at Westminster Theological Seminary which connects to Arcadia University. This off-shoot will also serve other recreational trails on the east side of Route 309, and the Tookany Creek Watershed.

Within the City (and county) of Philadelphia, the proposed trail will link to Fairmount Park through the Wissahickon Valley trails at the Valley Green Inn, an historic and particularly beautiful section of this urban forest. At this juncture, the Forbidden Drive provides direct access to Center City Philadelphia to the south and to Chestnut Hill to the north.

Forbidden Drive and the Wissahickon Trail link at Ridge Avenue with the Schuylkill River Trail, which links Philadelphia to Valley Forge National Historical Park, continuing on to the Appalachian Mountains. The Schuylkill River Trail comprises an important element of the Schuylkill River National Heritage Area. There are only 37 National Heritage Areas, and six of them are in Pennsylvania, lending the connecting trails project a national importance, beyond the immediate beneficial local impact of a completed recreational corridor.

D. Benefits of the Trail

The Cresheim Trail will provide recreational, educational and economic benefits including:

Recreational Needs

• Links four municipalities by a bike/hike trail: Philadelphia, and Whitemarsh, Springfield and Cheltenham Townships.
• Links communities with the Wissahickon and its trails at both ends: Forbidden Drive at Valley Green and the Green Ribbon Trail in Fort Washington State Park.
• Provides a bike/trail link all the way to downtown Philadelphia, the Schuylkill River trail to Valley Forge and beyond, and the Green Ribbon trail to many other destinations
• Offers safe walking and biking routes to various schools and institutions close to the trail, i.e. Springfield High School, Church of the New Covenant, Houston School, Hari Krishna, Holy Cross School, Chestnut Hill Academy, Lutheran Seminary, Springside School and the Westminster Theological Seminary
• Rehabilitates trails in the Wissahickon: from Buttercup Cottage on Cresheim Valley Drive to Valley Green on Forbidden Drive
• Creates a new trail in the area of the Wissahickon which has no trails now, between R-8 railroad trestle over Germantown Ave. and Buttercup Cottage on Cresheim Creek Road
• Opens up a trail head at Lincoln Drive and Allen Lane with a long feeder trail
• Provides an open space plan for abandoned railroad grades in the four municipalities.
• Offers nature study opportunities.
• Provides a link between two important local birding areas: Fort Washington State Park and Carpenter's Woods in Fairmount Park.
• Provides access to various historic sites, such as the ruins of various mills along the Wissahickon, various significant military action in 1777, including two battles between forces led by George Washington and the British and Germans, Washington's encampment and fortified position at Fort Washington State Park, historic buildings, and native stone quarries, and Cresheim Cottage.

Park Needs

• Links local parks by a Greenway: the Wissahickon section of Fairmount Park, Mermaid Park in Springfield and Fort Washington State Park
• Advances the trail plan of Montgomery County
• Relieves stress on the Valley Green section of Fairmount Park by reducing parking demand at existing trailheads, and diffusing out trail usage.

Conservation Needs

• Clean up the old industrial sites in Springfield along Ivy Hill Road; some of these old industrial sites are now an unsafe, refuse-filled wasteland.
• Encourage removal of invasive plants
• Will help to re-establishment of a healthy, beautiful and productive environment for users of the trails.
• Will inspire local residents to participate in improvements activities to this area.
• Can inspire to development of ongoing, energetic educational programs.
• Will help to re-establish vegetative riparian buffers along Cresheim Creek and benefit wildlife within area.
• Can become a curricular laboratory for local school districts.

Immediate and Future Benefits

• Preservation and restoration along the trail
• Establishes appropriate management and organizational structures to assure a coordinated, ongoing, action-oriented maintenance program.
• Gives citizens the choice to either walk or bike to various village and neighborhood centers, reducing the need to drive.
• Improves pedestrian and bicycle access to several educational institutions. These include the Springfield Township School Complex, LaSalle College High School, Arcadia University, Westminster Theological Seminary, New Covenant Campus.
• Encourage physical activity to improve the health and welfare of users of the park.
• Preserve the natural stability of the Cresheim Creek and watershed lands.
• Create more parkland.

E. Study Goals and Objectives

The purpose of this study is to assess the feasibility of a multi-use trail linking Whitemarsh, Springfield and Cheltenham Townships with the Ft. Washington State Park and the Wissahickon Section of Fairmount Park and the surrounding neighborhoods. This study proposes a final trail alignment, as well as some interim alignments until full build-out is achieved. The study proposes additional steps to achieve its implementation.

As the study progressed, meetings were held with the Steering Committee. Workshops were held to engage the public in sharing information and ideas. Members of the Steering Committee are key advocates for the implementation of this project. Issues of trail implementation and maintenance were discussed with the Steering Committee.

A phased implementation plan for the trail is included in this report. This phased implementation plan is supported by opinions of probable construction costs for the trail's various segments.

F. Trail Characteristics

The Cresheim Trail connects urbanized areas in the City of Philadelphia and Montgomery County with forested parklands in the Wissahickon Valley. The trail passes through older urbanized areas in Philadelphia's Mount Airy neighborhood and newer suburbs in Whitemarsh, Springfield and Cheltenham Townships. At both Germantown Avenue and Bethlehem Pike the trail passes neighborhood business districts. A portion of the trail between Stenton and Cheltenham Avenue passes business and industrial uses. This finely textured mix of uses provides for a rich and varied trail user experience.

The trail connects the Wissahickon and Tookany Creek watersheds. Largely following the rightof- way of abandoned railways, the trail rises at a gentle gradient from the Wissahickon Creek to its crest at Sandy Hill and then descends the ridge to re-connect with the Creek. The trail shares the PECO transmission right-of-way in its central portion.

The Cresheim Trail will be designed as a multi-use recreational trail. The recommended typical design section is shown below. This section would be modified to fit various environmental conditions that are encountered. Where land is available, a multi-use off-road trail is proposed. Where existing conditions restrict the feasibility of a full off-road multi-use trail sectionat this time, temporary bicycle lanes or routes complemented by off-road paths for pedestrians and other recreational users are proposed.

Off-road sections of the trail will be designed to accommodate maintenance and emergency vehicles. Bridges and underpasses will be designed with adequate clearance and load-bearing capacity to support emergency vehicles.

Design of the interface between the trail and adjacent properties is an important aspect of the trail design process. Fencing and landscaping will protect the privacy of adjacent residential users. Gates will be provided to permit access by adjacent property owners where desired. Informational signage will direct trail users to nearby businesses. Public use and enjoyment of the trail will be enhanced by informational signage.

G. Projected Use

The Cresheim Trail will provide a green corridor through urbanized areas of Philadelphia and Montgomery Counties.

The trail will serve recreational users as well as commuters going to work and school. The trail will provide a connection for recreational users to the regional park system. Several schools are located adjacent to the trail. These schools include: Springfield Township Elementary School, Middle School, and High School, LaSalle College High School, Westminster Theological Seminary, and the New Covenant Church Campus. The trail will provide enhanced safety and amenity for students and faculty choosing to commute by bicycle to Arcadia University and Chestnut Hill College.

The trail is an extension of the Wissahickon Section of Fairmount Park. The Wissahickon Section of Fairmount Park is very heavily used on weekends. The Cresheim Trail will relieve some usage pressures on Fairmount Park.

The trail passes through census tracts 2103, 2104, and 2105 in Springfield Township; and census tract 2025 in Cheltenham Township. The 2000 census indicates that population in all of these census tracts exceeds 1000 persons per square mile. That census indicates that tracts 2104 and 2105 in Springfield Township have populations in excess of 3000 persons per square mile.

H. Determination of Feasibility

The proposed trail is an established element of the Montgomery County Trail Plan (1996). It provides a connection between densely populated neighborhoods in Philadelphia and Montgomery Counties to important parklands along Wissahickon Creek. Constructing the trail through these urbanized neighborhoods will be costly. Construction of two pedestrian bridges over heavily trafficked highways is proposed. The urbanized character of the areas through which the trail passes is both a compelling reason for proceeding with the trail, and a source of engineering challenges.

II. RECOMMENDATIONS

A. Trail Alignment

The proposed trail alignment was submitted to the Trail Advisory Committee for their review and comment. The Trail Advisory Committee represents citizens and major stakeholders within the trail corridor. The proposed trail alignment represents the consensus of the Committee with no major exceptions. Trail head facilities including parking and bathroom facilities are available at Valley Green in Fairmount Park, and at Laurel Beech Park in Springfield Township and at Fort Washington State Park. A segment-by-segment analysis provides a detailed discussion of each trail segment.

1. Segment One/ Bethlehem Pike to Willow Grove Avenue: (Detail 1 through 7)

At its northern end, the trail provides a link between the community of Flourtown and Fort Washington State Park. The trail connects at this end to the Green Ribbon Trail, a part of the Montgomery County's regional system.

The trail follows the abandoned Reading Railroad right-of-way in an easterly direction, crossing Bethlehem Pike. East of Bethlehem Pike the abandoned right-ofway has been incorporated into the Acme Parking Lot.

The abandoned right-of-way (typically 66 feet wide) passes between the Penn Oak community and the Flourtown Country Club. Some residents of the Penn Oak Road community have expressed concern about the impact of the trail upon the privacy and security of their properties.

The topographic relation-ship of the trail to the Penn Oak Road properties varies along this section. The railroad right-of-way follows a steady rising gradient, while the yards of the adjoining properties follow the natural topography more closely. In the central section of this stretch, the railroad embankment is raised approximately 8 feet above the adjoining yards. The option of displacing the trail onto the Flourtown Country Club property was proposed. This option could disrupt existing hedge row vegetation at the edge of the golf course.

East of the Flourtown Country Club, residential lots adjacent to Norfolk Road abut the trail. Fences and landscaping associated with some of these properties may encroach on the trail. East of the Penn Oak Road properties, there is a stormwater detention facility for Route 309. Land appears to be available for a trail easement on this PennDot property.

Haws Lane traverses Springfield Township School Complex in an East-West direction. The trail provides an off-road link between the Springfield Township School complex and the neighborhoods north of Haws Lane. An at-grade crossing is proposed at Haws Lane. Trail orientation signage, and also, appropriate traffic signage and safety controls should be provided at this crossing. The trail reaches the PECO right-of-way adjacent to State Route 309. At this location, State Route 309 and the PECO right-of-way follow the alignment of the abandoned Pennsylvania Railroad right-of-way. The trail follows this south to Philadelphia.

The Springfield School Complex consists of an elementary school, middle school and high school. The proposed trail would follow the northern edge of the access road and parking lot through the school complex. Construction of a trail bridge over heavily trafficked Paper Mill Road appears feasible. This grade separated crossing would provide an important connection at the core of the township.

South of Paper Mill Road, the trail follows the PECO right-of-way across land adjacent to by La Salle College. Some right-of way acquisition from this owner appears necessary to connect the proposed pedestrian bridge back to the south side of Paper Mill Road. Trail orientation signage is proposed at this location.

Approaching Willow Grove Avenue, the PECO right-of-way is constrained by right-ofway limits, steep slopes and a drainage swale. The trail must rise to the elevation of the Willow Grove Avenue Bridge to achieve a grade separated crossing.

2. Segment Two/ Willow Grove Avenue to Stenton Avenue: (Detail 8 through 14)

The Willow Grove Avenue bridge should be improved to provide a pedestrian/ bicycle crossing over Route 309. This crossing provides a key connection to Westminster Theological Seminary, Arcadia University and ultimately the Tacony Creek Greenway. The Westminster Theological Seminary's students and faculty must often cross Willow Grove Avenue to work at an affiliated facility. The Seminary's administration wishes to see safety improvements at this crossing. Safety improvements at this crossing point will serve both the trail and the seminary.

Crossing to the south side of Willow Grove Avenue, the trail requires an easement along the south edge of the seminary property. A ped/ bike bridge is proposed connecting back to the PECO right-of-way on the east side of Willow Grove Avenue. The PECO right-of-way south of Willow Grove Avenue to Cheltenham Avenue passes through a relatively pastoral landscape. The meadow is well maintained by PECO.

A grade separated crossing is proposed at Cheltenham Avenue. This would involve tunneling through the embankment materials beneath Cheltenham Avenue. The embankment consists of fill materials. Spur trails to make the connection from the trail gradient to Cheltenham Avenue are needed. South of Cheltenham Avenue to Queen Street, the trail passes through an industrial area. Within this area, there are some encroachments. A portion of the right-of-way has also leased for parking and storage. The PECO right-of-way within this industrial area is of low landscape value.

South of Stenton Avenue, land use transitions from industrial to public park/research facility to suburban residential. A connection to Springfield Township's Mermaid Park is proposed. Way-finding signage should be provided at the crossings of major roadways, and at Mermaid and Laurel Beech Parks.

3. Segment Three/ Stenton Avenue to Valley Green. (Detail 15, 16, 17)

A grade separated crossing is proposed at Stenton Avenue. This would involve tunneling through the embankment materials beneath Stenton Avenue. The embankment consists of fill materials. Spur trails to make the connection from the trail gradient to Stenton Avenue are needed. The project engineer has indicated that coring through the embankment supporting Stenton Avenue is feasible.

Between Stenton and Germantown Avenue the trail follows the PECO right-of-way, east of Cresheim Valley Drive. Cresheim Valley Drive is a Fairmount Road property. A connection to the Gowen Estates neighborhood of Mount Airy is proposed at Anderson Street.

Bicyclists will follow an on-road route from Germantown Avenue through Chestnut Hill to Forbidden Drive. The back streets of Chestnut Hill provide a scenic, low volume route for bicyclists. Orientation signage and safety signage should be provided for the bicycle route.

Pedestrians will cross Germantown Avenue on the abandoned railroad bridge. This bridge is recognized as a gateway between the Northwest Philadelphia neighbor-hoods of Mount Airy and Chestnut Hill. Mount Airy, USA, the local community development agency, has plans to improve this bridge, as a work of civic art. Mount Airy, USA is negotiating with PECO and the Pennsylvania Depart-ment of Transportation to assume the bridge. Trail design across this bridge must be coordinated with Mount Airy USA's plans for the artwork.

Initial visual inspection of the Germantown Avenue bridge, by the project engineer, indicates that the basic structural elements of the bridge are adequate for the proposed use. PennDot engineers have expressed concerns that the structural iron supports could present a safety hazard for motorists on Germantown Avenue.

South of Germantown Avenue, the hiking (pedestrian) trail leaves the PECO right-of-way to descend from the railroad embankment to the floodplain of Cresheim Creek. This land is within the Wissahickon section of Fairmount Park. Many existing trails in this section of the park have deteriorated from erosion and lack of maintenance.

The Friends of the Wissahickon in cooperation with the Fairmount Park Commission have initiated a "Sustainable Trails Initiative" to take a comprehensive look at this trail system. The best alignment for the Cresheim Trail within this section of the park will be determined as part of this "Sustainable Trails Initiative".

It is anticipated that the hiking trail will be reduced to 5 foot width to reduce disturbance. In order to pass under the SEPTA bridge, the trail must descend to the grade of Cresheim Valley Drive. The proposed trail is constrained by slopes and roadside drainage swales as it follows the east side of Cresheim Valley Drive.

Way-finding signage should be provided at Germantown Avenue and for the on-road bicycle trails through Chestnut Hill.

4. Segment 4/ Link to Arcadia University & the Tookany Watershed (Details 18 & 19)

A segment of the trail extends easterly from the theological seminary to Arcadia University. Two alternative alignments are to be considered for this segment. One alternative would be to follow the eastern edge of Route 309 to Waverly Road and then Waverly Road to Church Road and the university. This alignment may require obtaining an easement from the Holy Sepulchre Cemetery. Obtaining this easement appears costly.

A second alternate is to obtain an easement along the eastern edge of the Theological Seminary property and connect to Church Road. Construction of an off-road trail on the west side of Church Road appears feasible.

B. Proposed Easements and Property Acquisition

Easements for trail construction and maintenance will be required from Westminster Theological Seminary, La Salle High School College, and the Springfield School District. CTC & Co., on behalf of the Cresheim Trail Committee, has been negotiating with PECO since July of 1996, regarding a licensing agreement for use of their property through which the proposed trail would traverse. PECO owns the section from just north of the Allen Lane Station through to the old Plymouth Branch rail bed west of Haws Avenue.

In November of 2007, PECO forwarded an actual agreement, being studied by Friends of the Wissahickon, as they may assume responsibility for the licensing agreement, until some time in the future when a municipality or other official entity is designated to continue into the future with that responsibility on a long term basis.

C. Operation & Maintenance

1. Proposed Agency Responsibilities- The proposed trail crosses four municipalities, the City of Philadelphia and Springfield and Cheltenham and Whitemarsh Townships as part of the Montgomery County Trail System. It is anticipated that within the City of Philadelphia the trail will be treated as part of the Fairmount Park System. It is recommended that Montgomery County's Department of Parks and Heritage Services will assume maintenance responsibility. Trail development will impose additional management responsibilities for these agencies. An important step in the trail implementation process is to clarify and formalize maintenance responsibilities for each trail segment.

2. Overview and Description- Successful operation will rely on a continued and regular program of maintenance of the trail and support facilities. A well executed maintenance and management program will not only ensure a quality recreational or travel experience for the trail user but is also an essential ingredient of a risk management plan for the trail operator. Sufficient manpower and resources must be devoted to a regular maintenance schedule in order to meet these goals.

   The western portion of the trail within Philadelphia is within Fairmount Park. The Fairmount Park Commission maintains trail systems within the Park. The work of the Park Commissions professional staff is supplement by the Friends of the Wissahickon and other volunteer organizations. In addition to maintenance of trails within the boundaries of the park, it is anticipated that the Fairmount Park Commission will maintain a trail easement within the PECO right-of-way from Germantown Avenue to the city line. The bridge over Germantown Avenue will be maintained by Mount Airy, USA.

   It is anticipated that portions of the trail within Montgomery County will be maintained by Montgomery County Parks & Heritage Services. Maintenance of parks and trails within the City of Philadelphia has for many years suffered from decreasing funding and staffing levels. Volunteer community groups such as the Philadelphia Parks Alliance and Friends of the Wissahickon have come to play an important role, supplementing the efforts of the Park Commission's paid staff. The Rotary Club of Chestnut Hill and the Friends of the Wissahickon are sponsors of the current study. The Friends of the Wissahickon already have in place a strong volunteer and fund raising network. Wissahickon Restoration Volunteers is organized primarily to promote maintenance and restoration efforts within the watershed.

   Wissahickon in collaboration with the Fairmount Park Commission have undertaken a "Sustainable Trails Initiative". It is understood that the Park Commission will incorporate the findings of this study into the design process for the Cresheim Trail as it moves forward. The citizens of Montgomery County have approved and funded the "Green Fields/ Green Towns" program. This program mandates an ambitious recreational trail development and open space preservation program. Montgomery County Parks and Heritage Services already maintains many portions of the county trail network.

   The maintenance guidelines that follow are necessarily somewhat generalized, and will need to be re-evaluated at such a time when a detailed capital improvement program has been defined. The maintenance implications of trail improvements should be reviewed carefully when considering capital improvements. One particular area of concern, given the existing landscape conditions, is the problem of drainage and flooding that can quickly undermine pavement structures. Money saved during the trail development process may be spent many times over if inadequate design and development creates a greater than normal maintenance burden. Trail maintenance is a major program that is related to trail safety, attractiveness, and image. The trail operator risks liability for accidents, if maintenance is ignored or negligently executed.

   It is anticipated that the operating agencies will develop management systems for their respective segments of the trail. It is recommended that consulting agreements entered into for trail design services include a requirement that a detailed trail maintenance manual and schedule be provided.

   The elements of this system should include:

   • Inventory of the trail and its related facilities.
   • Setting of goals and standards for the quality of maintenance, hours of operation.
   • Developing the tasks necessary to achieve maintenance quality levels.
   • Assigning the maintenance tasks to designated groups or individuals.
   • Monitoring the quality and frequency of the work.
   • Implementing a control system for tracking accomplishments and relevant costs.
   • Evaluating the maintenance management program.

   Important maintenance tasks that management agencies must consider are indicated in the table on the following panel.

   Table I. Major Maintenance Tasks

   ACTIVITY	DESCRIPTION	FREQUENCY	COMMENTS
   Mowing	4-foot min. wide each side of trail (where applicable)	3-4 times annually	Flail type mower best — less debris on trail
   Pruning	Prune woody vegetation 4-feet back from sides of trail –14-feet vertical clearance — remove invasive vines	Annually	Vegetation Management Program may reduce this task long term
   Removal of Trees/Limbs	Evaluation/ removal of unhealthy or dead trees and limbs	Annual	Fallen trees may remain as access control and to minimize disturbance
   Signage	Maintain directional and informational signs	Permanent signs — periodically as required
   Access Control	Replace damaged access control devices	Periodically as required	Estimated frequency: 10% annually due to vandalism
   Trail Surface	Resurface	Periodically as required	Based on municipal schedule
   Drainage Structures	Clean inlets, keep swales clear of debris	Minimum — Annually	Complete rehabilitation during construction would dramatically reduce necessity for this type of maintenance after storms
   Litter Pick Up	Trailside-litter pickup	Weekly or as required	Encourage continued user 'carryin, carry-out' policy
   	Access area litter pickup	Weekly
   Lighting & Security	Maintain equipment	Monthly
   Trash Collection	Removal of trash from receptacles at access areas	Weekly	Problems with non-user trash. Some agencies do not have trash containers at access points for this reason
   Bridges	Inspection by P.E. every 2 years. Maintenance of bridge to ensure structural integrity	Annually by PennDOT (if State Highway), or Municipal Engineer	Bridges associated with public roads are already on a regular inspection schedule.
   Graffiti Control	Repaint bridges/ abutments as required	Annual/spot basis

3. Law Enforcement -Trail design should allow for convenient patrolling by public safety vehicles. The installation of lighting and call-boxes is recommended. It is recommended that the operating hours for the trail be restricted to from dawn to dusk.

4. Security and Risk Management -Trail managers should take necessary steps to provide both a safe trail for the users and to protect themselves from liability claims. Hazardous conditions and nuisances should be identified and removed during the original construction of the trail. Those that cannot be removed should have warning signs posted.

   An effective maintenance program is critical for trail safety. The maintenance program should provide for regular safety inspections. Proper tree work and vegetation management are an important part of the safety program. This includes trimming of vegetation to maintain adequate sight distance for traffic safety and crime prevention purposes.

   
   Hercules Club (Aralia spinosa) dominates this south facing slope above Cresheim Creek.

   In addition to reducing trail hazards, documentation of trail maintenance activities is essential in combating possible liability claims. Through written records of good maintenance practices, the managing agencies will be able to protect themselves from liability claims. In terms of property ownership and liability, it should be noted that Pennsylvania recreational use laws largely protect landowners from liability related to recreational use of their properties as long as no fee is charged and the landowners uses due diligence to maintain the property and/or warn recreational users of any safety hazards.

5. Vegetation Management -Effective vegetation management is a critical dimension of the maintenance program. Vegetation management is also an important component of trail safety and the natural scenic interest of the trail. Adequate sight distance along the trail should be maintained for crime prevention purposes. Hazard tree limbs and other obstructions should be promptly removed.

   The following system-wide standards for vegetation management are proposed:

   Mowing — Herbaceous material should be mown three to four times a year a minimum of 4-feet from the trail edge (where the trail adjoins meadows, roadways or grain fields. A flail type mower is recommended as rotary types blow the screenings, gravel and mulch (surfacing) off the trail.

   Removal of Vegetation from Trail surfaces — In order to maintain the integrity of trail surfaces, invasive vegetation should be eradicated through very limited and selective application of herbicides.

   Woody vegetation control — Trees and shrubs should be controlled by an annual mowing along the edges of the trail (where trail is adjacent to fields, meadows and managed grass areas). Removal of woody vegetation in this width should minimize the need for frequent mechanical or hand pruning to maintain adequate horizontal and vertical clearances. Selective removal or "limbing up" of trees should also be scheduled to maintain or create desirable views from trail. Trees should also be kept clear of all drainage structures, bridges and walls that may be subject to mechanical damage by tree roots.

   Control of Poison Ivy and Invasive Plant Species and Vegetation Control — Vegetation control should discourage poison ivy along trail and the removal of invasive plant species such as Goutweed and Mile a Minute weed.

6. Trail Marking and Orientation System -A trail marking and orientation system benefits both users and trail managers. This system helps trail managers to coordinate maintenance activities. The trail marking system could also help save lives in the event that emergency services might be required. It is recommended that identification signage be placed on bridges and overpasses and at key intersections. This will aid trail users in reporting their location in the event of an emergency.

7. Interpretive Program -Interpretive signage and kiosks along the trail and at potential trailheads could help educate trail users on the historic, cultural, and natural resources along the creeks and in the surrounding communities.

8. Trailhead Facilities -Trail amenities including orientation signage, parking, restroom and picnic facilities will enhance the users' experience. Parking, restrooms and picnic facilities are currently available at Valley Green in Fairmount Park. Laurel Beech Park in Springfield Township, located a short distance from the trail, also has comfort stations and restrooms. Some trail users might also make use of Laurel Beech Park's parking facilities.

D. Opinion of Probable Costs

1. Acquisition: The trail follows the PECO power right-of-way in Montgomery County. Easements must be negotiated with PECO and La Salle High School College. Portions of the PECO right-of-way have been leased to tenants. Easements will have to be negotiated with these tenants. For the spur to Arcadia University, easements will be needed from the Westminster Theological Seminary. If the alignment along the edge of Holy Sepulchre Cemetery is selected, an easement will be required from the archdiocese. Part of the trail in Philadelphia County also utilizes the PECO right-of-way.
2. Construction — Table III. Opinion of Probable Costs by phase appears in Appendix C. In our opinion, the sum of all phases is as follows:

   Comprehensive Trails Costs — by phase

   Phase 1	$536,788.00	1.8 miles approx.
   Phase 2	$329,288.00	0.7 miles approx.
   Phase 3	$1,235,560.00	2.2 miles approx.
   Phase 4	$4,805,934.00	3.1 miles approx.
   TOTALS	$6,907,570.00	7.8 miles approx.

3. Maintenance — Maintenance costs generally range from $5,000 to $7,000/per mile/per year for similar trails. We recommend that the responsible agencies use a figure of $7,000 per mile to estimate maintenance costs during the first year after development. This figure can be evaluated at the end of the first year. This cost can be used for fundraising purposes as well as to solicit volunteer help for maintenance. Many trail operators have been able to supplement their maintenance program by creating partnership agreements with local businesses, clubs and organizations. Formal cooperative agreements can be made with these partners that clearly define the roles and responsibilities of each party. Developing an effective maintenance management system is an on-going process.

E. Implementation, Priorities & Phasing Plan

Construction phasing is recommended as follows:

Phase I — Links to the Wissahickon Creek Trails:
This phase consists of two segments of trail, both linked to existing trails along the Wissahickon Creek. One segment would extend from Valley Green on park trails to the abandoned railbed, and then on the railbed up to Stenton Avenue. This segment seems to have little controversy, and would extend the Wissahickon Trail system to neighborhoods in Chestnut Hill and Mt. Airy. The other segment would extend the trail which currently crosses Wissahickon Creek in Fort Washington State Park out to Bethlehem Pike, giving access to commercial areas in Flourtown, and park and trail access to the adjacent neighborhoods.

Phase 2 — Spur trail to Arcadia University:
This trail segment would link the campuses of Westminster Theological Seminary and Arcadia University to the sidewalk system taking people into the center of Glenside. Here again, few residences are affected, and little opposition would be expected. This segment would link to the completed

Phase 3 — Bethlehem Pike to Paper Mill Road
This segment is currently the subject of considerable community concern. However, its physical construction would be fairly easy as no major structures would be required. This phase would extend the access to the Wissahickon to numerous communities in Springfield Township, while providing safe-off-road access to the Springfield Township school complex between Haws Avenue and Paper Mill Road

Phase 4 — Paper Mill Road to Stenton Avenue
This final segment presents some of the greater topographic challenges to trail construction, and in turn requires the larger portion of funding. Bridges will be needed across Paper Mill Road and Route 309, and underpasses at Cheltenham Avenue and Stenton Avenue. In addition, environmental concerns will need to be addressed in the old industrial area between Cheltenham Avenue and Stenton Avenue. There is also considerable community concern in this section which will need to be addressed during design and construction.

The four phasing maps follow.

F. Potential Funding Sources

A comprehensive list of funding sources is provided in Appendix E of this report. Sections of the trail in Montgomery County are already incorporated into the County Trails Master Plan. Funds from Montgomery County's Green Fields- Green Towns can be used to fund this initiative or match other sources.

G. Community Outreach

To establish and building support for the trails, an outreach effort by the Friends of the Cresheim Trail is recommended to include and not limited to resolutions, letters of support, tours and activities such as sojourns, trail rides, walks and hikes.

H. Recommendations for Future Action

The Montgomery County Department of Parks and Heritage Services and the Fairmount Park Commission are organizations with exceptional expertise in the construction and management of recreational trails. It is recommended that these organizations will be responsible for construction and management within their respective jurisdictions.

III. METHODOLOGY

A. Existing Plans and Field Survey

The findings in this report are the products of information found in existing planning studies, synthesized with field observations, and input from the public participation process.

Information on existing conditions was obtained from aerial photographs downloaded from the US Geological Survey's "Terraserver" website. The information on these photographs was supplemented and updated by field observation. Information on rights-of-way was obtained from municipal engineering records. An environmental reconnaissance was performed.

B. Other Related Plans

Planning documents incorporated into this study include:

• The Montgomery County Trail Plan Montgomery County Department of Parks (1996)
• Wissahickon Park Trail Sustainability Assessment IMBA International Mountain Bicycling Association (October 2004)
• Sustainable Trails Initiative Friends of the Wissahickon (ongoing)
• Fairmount Park Trails Plan
• Cheltenham Township Plan

The trail planning effort within Fairmount Park has been carefully coordinated with ongoing efforts by the Friends of the Wissahickon and the Fairmount Park Commission to develop a sustainable trail system within the park.

C. Public Participation

Public support for the Cresheim Trail has been gathering for many years. Early in the planning process a Steering Committee was formed, consisting of community representatives, Philadelphia city agencies, and Montgomery County and Cheltenham and Springfield Township representatives, non-profits, major landowners and the business community.

Trail Planning Workshops have provided a second mode of public participation. Four trail planning workshops were held. Trail planning workshops were held to present the findings of the analysis phase during the summer of 2006, and then to present the draft report. Two workshops were held in Springfield Township and two in Cheltenham Township. These workshops were well attended. Questionnaires were distributed to attendees at these workshops in order to encourage public comment. Summaries of the questionnaire responses are provided in Appendix B.

A third mode of public participation has been direct outreach with principal stakeholders. The Property Owner Meetings Table below documents these meetings.

D. Trail Alignment

The presence of abandoned railroad right-of-ways leading from Fairmount Park's Wissahickon section to densely populated neighborhoods in Springfield and Cheltenham Townships provides an opportunity for recreational trail development. This opportunity is recognized in Montgomery County Trail Plan (1996). The proposed trail alignment is shaped by the opportunity that these rights-of-way present.

In order to confirm location feasibility, aerial photographs were examined to view neighborhood characteristics and other physical features. The location of rights-of-way, parklands, rail corridors and property ownership were also mapped. The Pennsylvania Department of Transportation's plans for Route 309 improvements were obtained. Detailed ownership and right-of-way information was derived from these plans. An environmental assessment was performed to determine the likelihood of environmental contaminants.

The viability of using the abandoned railroad right-of-way depends on negotiating a license agreement with the right-of-way's owner, PECO. PECO was involved early in the planning process, and performed extensive review of the alignment proposal.

Major highways and arterial roads interrupt the trail corridor. Professional engineers at Arora Associates evaluated the feasibility of providing grade separate crossings at these locations.

The proposed trail alignment also incorporates input from an extensive public review process. This public review process is described in the previous section of this report. Community workshops provided an opportunity for nearby property owners and neighborhood associations to review and comment on the project.

IV. INVENTORY & ANALYSIS

A. Physical Conditions

The trail crosses an urbanized landscape. Its beginning and ending points are in the Wissahickon Valley watershed. Eastern portions of the trail cross into the Tookany Creek watershed. This area is heavily urbanized with the exception of the large parks at the trails north and south ends.

1. Natural Features — Landform within the study area consists of a series of low Piedmont ridges. Although relief is low, steep slopes occur at some locations in the stream valleys.

Hydrology is characteristic of a highly urbanized watershed. Cresheim Creek, a tributary of the Wissahickon, exhibits low base flows and deeply incised banks caused by poorly managed urban storm runoff.

Flooding in the Fall of 2003, washed out roads and footbridges within the Cresheim Valley. The larger Wissahickon Creek watershed is less impacted by urbanization. The Wissahickon supports populations of trout and other species of fish.

The Wissahickon section of Fairmount Park and Fort Washington State Park provide contiguous woodland tracts of relatively rich wildlife habitat within a study area that is otherwise densely urbanized.

Woodlands within Fairmount Park are expertly managed to create wildlife habitat and maintain species diversity. Invasive plant species are systematically removed. Predation by deer species is controlled by hunting. Large mammals such as deer and fox and many species of birds inhabit this woodland. Pennsylvania's Department of Conservation and

Between these parklands, the trail follows the alignment of two abandoned railways. At its north end, the trail departs Fort Washington State Park, following the abandoned Reading Company right-of-way. The existing right-of-way functions as an informal neighborhood path. Pioneer species of shrubs and trees have begun to revegetate the edges of the path. Proceeding east this right-of-way intersects with Route 309. The PECO right-of-way from Route 309 to Cheltenham Avenue is maintained as a meadow by the utility company. The section of the right-of-way between Cheltenham and Stenton is characterized by industrial uses. Vegetation is characteristic of disturbed sites. Some debris and encroachments from abutting industries occur. Between Stenton and Germantown Avenue, the PECO right-of-way is elevated slightly above the floodplain of Cresheim Creek. This segment reflects a lower level of maintenance by the utility company. Forbs and meadow grasses dominate. This section of the right-of-way provides habitat for birds and small mammals, although many invasive species can be found. An abandoned railroad bridge at Germantown Avenue presents the opportunity for a grade separated crossing. West of Germantown Avenue, the trail will reclaim existing trails passing through preserved forest lands.

The PECO power line right-of-way exhibits long gentle slopes typical of railways. The continuity of the corridor is interrupted by several roadway embankments.

Connecting areas of woodland and meadow, the trail provides a wildlife corridor within an urbanized landscape. The Commonwealth's Wildlife Resource & Conservation Office has been contacted to confirm the absence of rare, threatened and endangered species within the corridor.

The abandoned railroad rights-of-way provide dry, well compacted bases for trail construction. These rights-of-way are constructed above historic flood plain levels. Minor ponding of water was observed on the PECO right-of-way south of Willow Grove Avenue. At this location the highway embankment interferes with historic drainage patterns.

2. Existing Utilities, Easements, and Rights-of-way — The trail alignment is determined by the abandoned Pennsylvania and Reading Company Railroad rights-of-way. Most of the Pennsylvania Railroad Right-of-Way is now owned by PECO. PECO electric transmission lines occupy this right-of-way. A portion of this right-of-way is become the right-of-way of Route 309, a limited access highway. Portions of the PECO right-of-way have been leased to adjacent property owners. A natural gas transmission line is also located in the PECO right-of-way. The Reading Company right-of-way may have reverted to the adjacent property owners.

3. Hazardous Materials Reconnaissance — Appendix D summarizes site observation and research performed to investigate the presence of environmental contaminants.

4. Existing Land Uses and Future Development -The trail begins and ends in public parkland. The central portion of the trail follows the PECO right-of-way through residential neighborhoods in Montgomery and Philadelphia Counties. The trail crosses commercial areas at Bethlehem Pike and Germantown Avenue. The trail also passes schools and other institutional properties. The trail passes through mature neighborhoods where land use is stable. One tract of undeveloped land abuts the trail south of Paper Mill Road. This tract has recently been acquired by LaSalle College High School.

5. Historic and Cultural Resources -The trail runs past or close to a large number of historic and cultural resources that are discussed in detail in the Appendix A.

6. Links to Other Parks and Trails -

B. Public Participation

The Cresheim Trail is the product of visionary leadership and sustained community support.

The Cresheim Trail project grows from a grassroots community initiative. In the 1990's the Friends of the Wissahickon proposed the construction of the trail to likn with the Montgomery County trail system. Increased public involvement in the trail planning process began in 2003 when Mount Airy USA sponsored a design competition for making the abandoned Pennsylvania Railroad bridge over Germantown Avenue into a community gateway. The Rotary Club of Chestnut Hill's Projects Committee became interested in the bridge restoration project. This lead to recognition of the abandoned railroad right-of-way's potential as a trail connecting to area of Springfield Township. Bob Thomas of Campbell Thomas & Company, advised the Projects Committee of Montgomery County's plans for a trail connecting to Philadelphia following this same right-of-way. Recognizing the value to the community of these connections, the Rotary Club's Projects Committee decided to become an advocate for the trail. The Friends of the Wissahickon, an important grassroots environmental organization, soon continued this new effort. Under the Rotary Club's leadership, a steering committee was formed.

Key structures for public participation in this study are as follows:

• A Study Committee and the project consultants, Campbell Thomas & Company.
• Public planning workshops. See Appendix B.
• Direct interviews with key stakeholders in business and industry. The Property Owner Meetings Table (see Methodology, Section B) documents these meetings.

C. Usage Feasibility

The trail connects densely populated residential neighborhoods in Montgomery and Philadelphia Counties with destinations of regional importance including Fairmount Park, Fort Washington State Park and Arcadia University. The Wissahickon section of Fairmount Park is heavily used. The trail will provide a greenway link to the park for residents of surrounding neighborhoods. This will relieve demand on over crowded parking facilities within the park.

High speed arterial roads present barriers to bicycle and pedestrian movement within the study area. Schools, businesses and institutional users have expressed a desire for better pedestrian and bicycle access. The several grade separate crossings proposed in this study would encourage bicycle and pedestrian commuting. The trail would also provide a lunch time amenity for employees.

The perception that the environment is safe is critical to all users. Under current conditions, some potential trail users would feel isolated and threatened. Designation and development of the trail can release latent demand. Through many components recommended in this study including signage system, regular trail use facilitated by the completion of the trail for public use, and the active and visible participation of such organizations as an independent trail group, such perceptions would develop instilling a shared vision of the trail as integrated within the established network of community and recreation resources.

Both Philadelphia and Montgomery Counties generally restrict the use of off-road motorized vehicles on their trail systems.

D. Legal Feasibility

Through out most of the alignment, the proposed trail passes through either publicly owned lands or PECO utility right-of-way. A trail easement agreement must be executed with PECO. Some portions of the PECO right-of-way have been leased to commercial and institutional users. Easement agreements will have to be negotiated with these leaseholders, as well.

Easements for trail construction and maintenance will be required from Westminster Theological Seminary, La Salle High School College, and the Springfield School District. Permits are required from the Pennsylvania Department of Transportation for construction within the rights-of-way of State Roads.

Appendix A: HISTORIC & CULTURAL RESOURCES

Cresheim Creek & Cresheim Valley

The Cresheim Creek rises at Hill Crest in Cheltenham Township (near the border between Montgomery County and Northwest Philadelphia at Holy Sepulcher Cemetery), it runs about 2.7 miles southwest, passing through part of Northwest Philadelphia and dividing Mount Airy from Chestnut Hill, before emptying into the Wissahickon Creek not far south of the Valley Green Inn.

Cresheim Valley Drive runs beside the creek from Stenton Avenue until southwest of SEPTA's R8 Regional Rail tracks, where it bends away to become Emlen Street. The stone pergola that stands at the southwest corner of the intersection of Germantown Avenue and Cresheim Valley Drive contains plaques honoring both the early German settlers of the Cresheim Valley and Samuel Newman Baxter, chief arborist of Fairmount Park from 1915 to 1945.

The area around the Cresheim Creek was originally inhabited by the Lenape Indians. Seventeenth-century settlers of the German Township named the creek after the village from which they had emigrated (which is now part of Monsheim, Alzey-Worms, Rhineland-Palatinate). The aforementioned pergola plaque gives the settlers' spelling of the name as Krisheim. The settlers arrived in the 1680s. In 1700, they built Cresheim Cottage, the earliest permanent building in the vicinity, which is still standing at the intersection of Germantown Avenue and Gowen Avenue. (It's the smaller part of the present building; the larger part was built circa 1748.)

Farms, Mills & Turnpikes

During the 18th and the first half of the 19th-Century, several mills were in operation along the Wissahickon and Cresheim Creeks, but most of the land use was agricultural. Abandoned as steam power replaced water power, the old mills were taken over by the City of Philadelphia in the years after 1868 when the land became part of Fairmount Park. On the other hand, the transportation network has always been successful. Both Germantown Pike and Bethlehem Pike were among the earliest turnpikes and were major avenues leading to the center of Philadelphia from the rich farmlands and the limekilns outside the city. Chestnut Hill was a stop on the stagecoach line and developed commercially along Germantown Pike. Until after World War II there continued to be quite a bit of farming and animal husbandry in this area. Many of the late 19th-/earth 20th-Century estates of the wealthy Philadelphia industrialists featured livestock breeding and agriculture.

Cresheim Branch of the Connecting Railway

The former rail bed of the Cresheim Branch (Fort Washington Branch) of the Connecting Railway (Bob is this a PRR line?) is now an easement for PECO power lines, which take advantage of the former rail bed's grading and open space. From 1893 to 1953, a branch of the Connecting Railway, variously called the Cresheim Branch or Fort Washington Branch, diverged from the Chestnut Hill Branch (present-day SEPTA R8 line) just north of the Allens

Lane station (behind what is now the campus of New Covenant Church and several schools) and ran next to the creek's bank from there to the creek's headwaters at Hill Crest (near Holy Sepulcher Cemetery). (Incidentally, the headwaters of Tookany Creek flow from this same hill eastward.) From Hill Crest, the rail bed curved through the village of Laverock to meet and follow the right-of-way that is now occupied by the Fort Washington Expressway portion of Route 309 to Fort Hill, near Fort Washington, where it connected with the Trenton Cut-Off.

The establishment of the Cresheim Branch Connecting Railway turned this heavily agricultural area into a commuter suburb. In the late 19th century large country estates of the wealthy appeared along the railroad right-of-way including Grey Towers, Falcon Hill, Sunset, Maryhill and the grandest of all Whitemarsh Hall. The former estate house is still in use, but alas Whitemarsh Hall was too big to survive.

Grey Towers

Grey Towers, the manor house the on estate of William Welsh Harrison (also known as Grey Towers Castle to distinguish it from the estate of Gifford Pinchot in Milford, PA) is now part of the campus of Arcadia University in Glenside. The university (originally known as Beaver College and located in nearby Jenkintown) purchased the estate in 1929 for $712,500. Classes were split between the two locations until 1962, when the school moved all of its operations to the Glenside area. Grey Towers is a registered National Historic Landmark.

In 1881 Harrison, co-owner of the Franklin Sugar Refinery, purchased Rosedale Hall from J. Thomas Audenreid. By 1891 Mr. Harrison had enlarged the estate to 138 acres, and decided to expand the house and provide a gate house and more adequate stables. He employed the skills of 23 year-old architect Horace Trumbauer who completed the stables and gate house in 1892.

In 1893, the main house of Rosedale Hall was burned to the ground in a raging fire, during which the Harrison family fled to the stables for safety. Afterwards, the family moved into a house in Glenside proper, while Trumbauer was again employed to build a new home on the site. In March 1893, Trumbauer presented Harrison with plans for a grandiose mansion, inspired by Alnwick Castle, the medieval seat of the Dukes of Northumberland. The new house however, would include all the modern conveniences of the time, and the cost was estimated at $250,000. Work was underway by the end of 1893.

The house is built of Wissahickon schist, a mica-rich grey stone quarried at nearby Chestnut Hill. Indiana limestone is used for exterior door and window trim, and other elements, such as the various gargoyles. The interiors of the castle reflect various French styles ranging from Renaissance through Louis XV. The massive twin mantles in the Great Hall are interpretations of a Renaissance mantle in the Salle des Gardes, in the François I wing of Château de Blois. The Library, now the President's office, and the Dining room, both on the south side of the Great Hall, contain many elements reminiscent of French Renaissance decoration. The walnut cabinetry and plaster friezes in the Library and the columns, caraytids and strapwork ceiling in the Dining room are inspired by interiors of the Château de Fontainebleau.

The Mirror Room and the Drawing Room, now known as the Rose Room, are on the north side of the Great Hall. It is thought that the entirety of the Mirror Room was ordered through the New York office of a French firm, crafted in France then shipped to Glenside, along with workers, to be installed. The ceiling was painted by François Lafon, and depicts the four seasons as women, accompanied by cupids, with the path of the Zodiac behind them.

In the Great Hall, which rises three stories to a grand barrel vaulted and gilded ceiling, the Grand Staircase leads to a large landing, which contains the Music Room. The ceiling was originally painted in a Renaissance style, but all that remains is the painting in the spaces of the archway, through which the room is accessed. Above the wainscoting of the Music Room, large tapestries depict Euterpe, the Muse of Music. All the tapestries in Grey Towers were provided by William Baumgarten and Co., Inc. of New York City. On each floor there is a balcony which rings the Great Hall, and tapestries line all of these spaces.

Upon completion, Grey Towers was one of the largest homes in the country, with forty rooms. The eclectic and grandiose style launched the career of the young Horace Trumbauer, who went on to design many other grand houses and buildings in the Philadelphia area.

William Welsh Harrison died in 1927, and in 1929 Beaver College purchased the estate from his widow. The castle currently houses the Offices of Admissions, Enrollment Management, and Financial Aid, and the Office of the President. The many vast bedrooms on the second and third floors are used as housing for students.

The castle, designated a National Historic Landmark in 1985, is much-loved by the students and staff of the University. There are many stories and myths surrounding the building and the Harrison family. According to legend, Mr. Harrison and his wife did not get along very well and eventually each lived in their side of the house. Mr. Harrison was thought to have had many affairs with different female servants. A popular story among students is that Mrs. Harrison, upon discovering that her husband was having an affair, took the servant into a room in one of the towers (one of the many sealed off and restricted) and beat her to death. To this day her blood stains cannot be removed from the floor. In one of the third-floor bedrooms, a mirror above the fireplace mantle had to be replaced because of a large crack. Yet, every time it is replaced it cracks soon after.

The castle is also rumored to have been built entirely without the use of nails, and there are apparently many secret passages behind the fireplaces, that Mr. Harrison used to conduct his affairs. In addition, there is a series of underground tunnels connecting the main house to the stables and other outbuildings.

Whitemarsh Hall

One website dedicated to Whitemarsh Hall calls it, "America's vanished Versailles". The opening lines read, "Old money had its claim to the main line, west of the city. New money found company in the northern Philadelphia suburbs where the palatial estates were, in a fashion, paid for by hats (Stetson), ice cream (Breyer), magazines (Curtis), and oil and transportation (Elkins). Each was more opulent than the previous, but none outdid Whitemarsh Hall."

In 1916, the Edward and Eva Stotesburys commissioned Horace Trumbauer to design Whitemarsh Hall on a hill outside in Springfield, Montgomery County. Stotesbury was a senior partner at the Drexel & Company banking house, an associate of J. P. Morgan, and one of the wealthiest men in America. He met Trumbauer in 1909 when the architect designed an addition for the Union League of Philadelphia at Fifteenth and Sansom Streets.

After the Stotesburys married in 1912, Eva, who quickly became Philadelphia's leading socialite, twice commissioned Trumbauer to renovate their townhouse at 1923 Walnut Street near Rittenhouse Square. Following the renovations at their townhouse, Eva oversaw the construction of Brooklands, a grand Trumbauer house in Eccleston, Maryland, for her daughter Louise and son-in-law Walter B. Brooks Jr. By the time Trumbauer completed Brooklands in 1915, the Stotesburys had outgrown their townhouse.

Over the next five years, the architect, his staff, and contractors erected an enormous U-shaped, Georgian style mansion set in Jacques Gréber's sweeping informal English and formal French gardens. With 50-foot limestone columns at the main entrance, the palatial mansion comprised 147 rooms totaling 100,000 square feet of space, including 28 bathrooms, three elevators, and separate apartments for guests. The ballroom alone was 64 feet in length. The building also included a gymnasium, a movie theatre, and even a refrigerating plant The grand residence of six stories, with three stories above ground and three below, required a staff of 70 butlers, maids, cooks, valets, chauffeurs, and gardeners.

The mansion was lavishly decorated with statues, paintings, and tapestry Stotesbury had collected over the years under the guidance of the famous art dealer Joseph Duveen, a collection later displayed at the Philadelphia Museum of Art. The many elegant rooms were embellished by the best decorators from Paris. The furniture was purchased in France, the floors were lined with exquisite Oriental rugs,. and the plumbing fixtures were plated in gold. Although contemporary observers as well as historians have disputed Whitemarsh Hall's total cost, it certainly topped $3 million dollars, an incredible amount in 1921.

Visitors to Whitemarsh Hall motored past the massive entry gates down two miles of white gravel drive where they were welcomed into the mansion and assigned a servant and chauffeur. When automobile manufacturer Henry Ford, himself a wealthy man, visited, he proclaimed "it was a great experience to see how the rich live." For about nine years the mansion was the site of lavish balls and receptions.

The intensity of party life dropped after the depression in 1929, and fell even more after 1933 when the Stotesburys were openly criticized for enjoying a life of splendor while most of the country suffered the hardships of the Great Depression.

Whitemarsh Hall required a staff of 150 and in 1929, $1 million for annual upkeep. As long as someone was willing to finance the house and gardens, Whitemarsh Hall was beautiful and it's future was secure. But, as changes to Trumbauer's practice demonstrate, the rich had already begun to live differently by the 1920s. Although Trumbauer would continue to design great buildings until his death in 1938, he would no longer plan the sprawling country estates and elegant seaside palaces that had made him famous before World War I. Whitemarsh Hall marked not only the apex but also the end of the Gilded Age.

Edward T. Stotesbury also died in 1938 and Mrs. Stotesbury soon closed the house and moved to their estate in Palm Beech, Florida. During World War II she donated the two mile long, eight foot tall steel fence to the War Department to be turned into 18,000 guns. During much of the war the property was used for warehousing the bulk of New York's Metropolitan Museum of Art's treasures as it was feared that the Nazis would bombard Manhattan from U-boats. Eva Stotesbury had already put the property on the market after her husband's death, but there were no buyers. The property did not sell until 1943.

The mansion was sold for $167,000 to the Pennwalt Chemical Corporation to make into a research laboratory. Twenty years later, in 1963, Pennwalt built a new research center in the King of Prussia area and moved out of Whitemarsh Hall. The property was abandoned and vandalized over the following years.Demolished in 1980, suburban homes were built on the site. Some small remnants of the huge gardens still exist today.

There is a fountain, several statues, pieces of low concrete fence and the concrete gazebo-like structure with stairs. It was part of the garden, facing the back of the home. The main entrance which was one mile from the back of Whitemarsh Hall still remains. The gate house also remains on Douglas Road off Willow Grove Avenue.

Valley Green Inn

Cresheim Creek empties into the Wissahickon Creek near the Valley Green Inn. The Valley Green Inn is built on land that was part of a several hundred acre tract purchased from William Penn in 1685. It had absentee owners in England and Ireland until 1791 when it was bought by the Livezey family who ran a large grist mill downstream.

Around 1850, Thomas Livezey rented approximately three acres of land on the Wissahickon Creek below and adjoining the stone arch bridge to Edward Rinker. Rinker was allowed to build a house and had the privilege of having boats on the stream to accommodate picnics. O nJanuary 2, 1852 he paid $50 for two years' rent.

The Valley Green Hotel was built during 1850-51 at the same time as the Wissahickon Turnpike (today's Lincoln Drive) was being completed. The turnpike brought recreational visitors into the Valley by carriage and horseback to view the lovely scenery. Rinker may have first built a smaller dwelling and then soon after built the larger building he named the Valley Green Hotel.

There followed a succession of innkeepers throughout the nineteenth century, all who no doubt served catfish, waffles, and chicken dinners; the popular fare of other establishments along the Wissahickon and Schuylkill banks.

In 1868, the newly created Fairmount Park Commission appropriated the creek and its banks, including the turnpike, and they improved the condition of the road and removed the toll gates. The Livezeys then sold the hotel to the Park in 1873.

In 1899, the chief engineer of Fairmount Park recommended the building be demolished; it was in disrepair and the Park did not have the funds to renovate. Fortunately the building was saved by a local committee, headed by Charles W. Henry, which raised $1228 for the restoration.

In 1901, a committee of women, arranged by Lydia T. Morris, was given permission by the Park to manage the newly restored Valley Green Hotel. They served light refreshments and afternoon tea to riders, pedestrians and wintertime skaters. These women managed the popular Valley Green Hotel in this manner for many years. At this time, the restaurant became officially known as the Valley Green Inn.

In the mid-1930's, the Friends of the Wissahickon, a large group dedicated to the preservation of the Valley, became interested in the Inn. Under the leadership of the Friends and Park Commissioner, Samuel Fleisher, a new foundation, a new roof and timbers were added. The Inn was re-dedicated at a ceremonial dinner in 1937. The Inn has been under the joint care of the friends of the Wissahickon and the Park Commission ever since yet remains a privately run business.

Throughout the years, the Inn has been the focus of numerous paintings, postcards and writings, as well as the setting for many special occasions. T.A. Daily wrote in 1922 that, "The charm of Valley Green varies not only with the seasons, but with the day of the week and the hour of the day."

Appendix B: SUMMARY OF PUBLIC MEETINGS

Four public meetings were held. Meetings were held to invite public comment in the analysis phase and before completion of the draft feasibility report. A total of four public meetings were held. Two were held in Springfield Township and two in Cheltenham Township.

Phase	Date	Township	Attendance
Analysis Phase	6/19/2006	Springfield	95
Analysis Phase	8/2/2007	Cheltenham	37
Recommendations Phase	9/24/2007	Cheltenham	101
Recommendations Phase	9/26/2007	Springfield	75

June 19, 2006 Notes from Public Meeting No. 1

Members of the public were invited to a meeting at Springfield Senior High School the evening of Monday June 19, 2006. Approximately ninety-five local residents attended.

Information gathered during the inventory phase of the project and a preliminary trail alignment were displayed. Representatives of the consulting team and members of the Project Committee were on hand to provide explanations of the displays and answered questions about their contents.

The following ideas emerged:

Givens

1. Connection to Forbidden Drive
2. Expanded / improved playground for smaller children
3. Replacement of arboretum trees, with comparable species

Collective ideas:

1. Provide adequate signage and wayfinding information
2. Provide connection to Chestnut Hill and Mount Airy business districts
3. Provide connection to Glenside
4. Provide connection to Fort Washington State Park
5. Provide for horses and carriages, natural look and feel, no blacktop.
6. Provide a smooth surface suitable for bicycles
7. Provide exercise stations
8. Connect to Springfield library and municipal complex
9. Connect to Mt Airy at Anderson Street
10. Connect to Chestnut Hill Friends Meeting on Mermaid Lane
11. Replace the connection to Fort Washington State Park that was destroyed by the Route 309 improvements.
12. "New construction and roadways (Rte 309) and housing is discouraging walking and biking. A community that is not walkable is NOT a community."
13. Provide a connection to Oreland Train Station
14. Connect to Stenton Avenue
15. Provide a trail along west side of Mount Saint Joseph's.
16. Provide connections to public transportation with bike racks.
17. Connect to shopping at Flourtown and Wyndmore
18. Connect to bus route in Erdenheim
19. Anticipate cross-county use. Connection to Tacony and Elkins Park
20. Provide lighting for 24 hour to promote 24 hour use
21. Connect to Mermaid Park
22. Connect to Springfield High School

Concerns expressed by residents

23. Increased noise
24. Degraded quality of natural areas
25. Need to control off-road motorized vehicles
26. No temporary trail on Cobbden
27. No formal presentation at workshop\
28. Flooding from trail runoff
29. Parking on residential streets
30. Increased traffic on West Wissahickon Avenue

August 2, 2006 Notes from meeting with Laverock Neighbors

Cheltenham Township arranged this meeting with the Laverock Neighbors. The meeting was held at Glenside Hall. The meeting was called to order at approximately 7:30 p.m. by Dave Kraynik, Township Manager. Paul R. Greenwald, Ward 2 Commissioner, was present, as well as Bryan Havir, Assistant Township Manager. Rob Ryan attended representing the Friends of Cresheim Trail. Approximately 50 citizens were present.

Givens

1. Nothing will be decided by the consultants without additional public input. There will be a second public meeting once a draft report has been prepared. Laverock citizens will be advised in advance of this meeting.
2. Many people in the Laverock community do not want to see Cobden Road designated as a temporary alternate route. The temporary alternate route on Cobden Road has been removed from the trail map. The current trail maps is dated August 2, 2006.

Collective ideas

1. The County should consider the ideas of the Cheltenham Township Commissioners in determining whether to proceed with the trail.
2. Consider as an alternate at this time to the PECO right-of-way through Laverock, following Waverley Road and passing under Route 309.
3. Concerns expressed by some residents
4. Crime and loss of privacy
5. Littering
6. Would construction of the trail help to solve drainage and vegetation management problems in the PECO right-of-way.
7. Neighbors don't want to see a trail head at the Cobden Road crossing. How would parking be controlled?
8. Appearance and location of sanitary facilities
9. Parking and cutting through yards.
10. Will Laverock's residents be equitably represented in the decision making process?
11. Impact on property values.
12. Liability to adjacent property owners.
13. Maintenance of fencing.
14. Additional costs to citizens of Cheltenham for construction and maintenance.
15. Will eminent domain be employed to take people's homes?
16. Land values will decline, if the area becomes less private.
17. Short dumping.
18. Will the trail be open at night?
19. Can Laverock residents participate on the steering committee?
20. Is a pedestrian bridge over Route 309 feasible? If not, will temporary alternates become permanent?

September 24th, 2007 -Summary of Responses to Questionnaire at Public Meeting:

Givens

1. Connection to Forbidden Drive

2. Connection to Ft. Washington State Park

Collective ideas — Items Wanted — Comments in favor

1. I ride Kelly drive into Center City. I put my bike on my car rack to get there. I live in Mt. Airy, and would definitely use the trail to get to Philadelphia. Would like to see dedicated right-of-ways and hills that are not too steep.
2. Use Schuylkill River Trail, Wissahickon, (Pennypack) and Perkiomen Trail. (The proposed trail) would make a great looped trail with the Wissahickon/Forbidden Drive.
3. Signage is extremely important — to denote directions to closest streets; distances and community/neighborhoods. When people are on the trail they don't have a good perspective of where they are; also trail rules; access to bathrooms; food and/or emergency services.
4. Great idea to connect trails to one another; gives the public a very positive involvement in their community and encourages recreation and health.
5. I use Schuylkill Trail, Forbidden Drive. This trail would be a terrific addition to the community. I sincerely hope it will be approved and built.
6. I complement the Cresheim trail committee for their hard work in developing this plan. I feel most of the concerns have been addressed. I appreciate the effort gone to, and I agree with the plans as stated at tonight's presentation.
7. Yes, (I use) forbidden Drive plus others around the city. Yes, (I would use the proposed CT) for biking. Please provide the usual posted maps with mileage points -perhaps local bike shops noted on maps. Prefer paved path.
8. I am excited by the possibility of this trail. I bike in Wissahickon Forbidden Drive and occasionally on the Schuylkill Trail. Would use proposed trail.
9. It sounds great. People who are against it don't understand it.
10. The proposed trail would be an advantage to avoid driving. I take my bike via auto fro Laverock to Valley Green to ride or walk.
11. I am in favor of building the trail. I would hope the concerns of the trail antagonists can be addressed.
12. I favor easy access to nature trail, exercise area, enhanced neighborhood feature/investment.
13. Yes, I use Valley Green's Forbidden Drive, Kelly Drive, trail to Valley Forge. Yes I would use Proposed CT. Would like to see well marked, nicely paved, beautifully landscaped.
14. I would love to see a paved trail connecting Laverock with Valley Green and the Wissahickon all the way to Kelly Drive. Also connecting Laverock with Green areas further north and west. I would utilized the trail myself, and believe it would improve the value of Laverock properties.
15. Will there be: additional parking; bike racks; access to restrooms; call boxes for emergencies; access to refreshments; bike trail rangers patrolling the path?
16. What is the completion date? What is the sequence of completion by segment? How will this be funded?
17. Report should be finished in 6 weeks and posted for review.
18. As a member of the Phil. Trail Club and resident of Mt. Airy, I am very excited about the trail and view it as a very positive development for the communities near the trail. I hike frequently in Fairmount Park, Ft. Washington Park and the Green Ribbon trail. I would use the Cresheim Trail on a weekly basis.
19. Would like to see included trail kiosks; water coolers with cups and trash can; dedicated road crossings; under/overpass; fencing where the trail is close to private backyards; different types of surfaces; nature walk sections for pedestrians only; good signage; when can you get this done?
20. This enhances the attractiveness of communities near the trail. Exercise is beneficial to our health... It fosters appreciation of nature by bringing people outdoors; can be used as a way of travel without using motor vehicles.
21. As a long time hiker, I feel safer on a trail than anywhere else; I don't think muggers look at trails as a place to accost people.
22. Vary the surfaces so hikers are not on miles of finished surfaces. Current trails are used by the Philadelphia Trail Club. The extended C.T. would be a welcome alternative. Trails need to be clearly marked and side trails blazed.
23. Need access to facilities. What plans do you have to control the speed of cyclists?
24. I take Forbidden Drive from Valley Green into Center City. I must take Willow Grove Avenue from Cheltenham Township to reach Valley Green. It is dangerous to ride on parts of Willow Grove. I would use the trail and take it to Forbidden Drive on bike, also to walk our dog and let our children ride since we don't have sidewalks in our neighborhood. envision these trails as safe routes to schools and high schools when our children are old enough to attend.
25. I would like to see how the Cheltenham Bike Path Master Plan would interface with the trail. Would Willow Grove and Waverly get traffic-calming technology so access to the trail at these roads would be safer?
26. Yes, I live near Stenton & Mermaid and ride for recreation, exercise, visits w/friends and for errands/shopping. I frequently ride down to Valley Green.., the Canoe Club and Northwestern avenue. Also enjoy the Green Ribbon Trail and the new Wissahickon Trail form Flourtown to Ft. Washington Park. I appreciate the safety of riding on the trail as opposed to the intense traffic.
27. All these trails are beautiful and relaxing — I enjoy walks on these trails but my favorite is cross-country skiing when there is snow. I would love the proposed trail as it would be safer for my family and myself to enjoy and get off the roads.
28. I like the way the Park Trail links parking and toilet facilities, and places for water and snacks.
29. I'd love to be able to use the trail to go to the Springfield Library. I'd be glad to support on going development.
30. I would use the proposed CT because I use a similar route from my house to Springfield to Center City and Bala Cywyd. The trail study should take paving into account because that is more durable and multipurpose. We should build as many bike trails as possible. It is time to be forward thinking.
31. I have been biking for many years, including commuting to work, and from home to downtown Philly. I have travelled many cities in many countries and many of them use trails, routes and roads to accommodate bikers. It is time for our communities to think and develop bike trails that are well made, well maintained and convenient. Let's get going so people can start using them.
32. Absolutely would use a new trail. A safe corridor from Wissahickon Avenue to Stenton along Stenton Avenue to Valley Green avenue trailhead would be great.
33. Have hiked almost all of the proposed route. Yes, would use all of the proposed trail for bike and hike. Signage is important. Access points, locator maps; maintain cleanliness; prevent industrial sites along Ivy Hill Road from more dumping; provide a path along the creek between the FWSP Day Use area and the old RR bridge; connect Northwestern Avenue/Stenton and Valley Green/Stenton-Green Ribbon Trail; where possible preserve old buildings.
34. There will be lots of NIMBY's. Are there any documented incidents of vandalism/crime along any of the rail to trails developments? Local? State? National?
35. Yes, I use all public trails including newly opened Green Ribbon section in Ft. Washington Park. Yes I would use all of the proposed route and any feasible extensions or branches, primarily on bicycle. The grade and alignment should be as straight and level as possible, similar to the Schuylkill and Perkiomen trails — good alignment is safer particularly with heavy multipurpose use, and is much more conducive to utility use such as commuting and practical transportation. Natural trail usage can be accomplished by preserving natural features and with side trails.
36. Preserve as much as is practical, of the historic and natural features -do not destroy historic features as was done in the floodplain area of Green Ribbon Trail, Valley Green Rd to Militia Hill Park. I would be interested in contributing time to make this project work.
37. Ensure there is adequate parking for the estimated traffic on the trail, daily users by vehicle vs. # of parking spaces. Signs indicating where there is nearest available parking lot; also signs saying parking not permitted on streets for trail use.
38. I have used some trails: Forbidden Drive, Perkiomen to Valley Forge, Art Museum to suburb rides; would use them more with safe connecting trails like the one proposed. Probably need a traffic light at Willow Grove Avenue and Rt. 309.
39. I would use the C.T. between Laverock and Chestnut Hill and between Laverock and Ft. Washington and beyond (also to Arcadia University).
40. I would use foot/bike access to Forbidden Drive from Hillcrest.

Items Not Wanted — Comments not in favor

1. No. It's a big waste of money and it goes to nowhere. No one is going to walk next to a highway. What's the point of having a trail going through a school campus?
2. No trail, period!!
3. My concern is about increased parking and traffic on residential streets near the trails. Why is it assumed trail users will absolutely park near the posted parking signs?
4. Does the trail have anything to do with the land development going on parallel to Church road (route 73)?
5. Who are the friends of the Cresheim Valley Trail? Are they residents of Montgomery County?
6. Who will maintain and up keep the trail? Will it infringe too much on homeowners? Wildlife displacement is a concern.
7. I do not use bike trail. I am not interested in using a bike trail. Would like to see included in trail study: success or lack there of for other trails; tax impact (property and income); homeowners insurance liability; benefit to Laverock residents; where is funding sources; who is paying for this study; plans for policing trail; plan for restricting entrance/use at off times; construction impact on residents.
8. What is the connection between cancer and power lines? Where are the studies regarding this site? Why not place the question on the lection ballot in November 2007?
9. If there is to be fencing on either side of this trail, where will the breaks/gates occur? What is this fencing going to be made of? How high will it be? Will there be a riding trail behind our house? Are horses going to be permitted?
10. How do you propose to finance and maintain this trail? By raising our taxes — which are already high?
11. What security patrols will be provided from dawn to dusk? A trail will invite bike races. How will this impact residents? Once the funding sources have been exhausted, how likely will there be an increase in taxes?
12. How will outside automobiles be discouraged from using the trail?
13. Negative: increased traffic/parking near trailheads; ongoing expense of maintenance/upkeep.
14. I am opposed to the project. I would like for Laverock to remain a quiet residential community. The trail will cause the influx of much activity.
15. Parking? Toileting? Supervision? Rangers? Times? Money to pay? Noise-screaming? How will you clean feces from dog walkers? etc.
16. No. The point at which the trail crosses Willow Grove Ave and runs along Rt. 309 is within 10 feet of our house. See section A-8. Who opens and closes gates? Who pays these people? What do police feel about patrolling additional area? How is dawn to dusk patrolled?
17. I use hillcrest flanked by church rd and Cheltenham Ave. do not want the trail near hill Crest Avenue because it would compromise privacy and create parking problems and forms of pollution (noise, trash, bright lights along proposed trail)
18. Worried about LaSalle High School development — presently students disrespect houses in area by walking on lawns and crowding streets. As a courtesy, LaSalle HS will not allow residents to use their track; albeit their students are allowed to park all over Cobden Road and trample over lawns.
19. I do have one concern as a Laverock neighbor: that no parking be permitted along Cobden road where the trail crosses, to avoid additional vehicular traffic in the neighborhood to access path. Also concerned for security and maintenance of trail. How will this be managed and funded?
20. Who pays safety, patrols, and upkeep? What kind of paving -gravel-dirt-paving? Tax increase? Snow removal? Power lines (danger)?
21. Major concern is parking at entrances to trail not be in residential areas of impact residential streets.
22. Yes. Valley green from Springfield — I don't see the benefit.
23. Waste of money! Who would use it? I never use bike trails/sidewalks and don't know anyone that does. I would never use the trail. Pointless. Horrible idea!!!
24. No trail!! :)
25. What is paving made of? Are sustainable plants being used as a buffer to homes on Hillcrest Road, Cobden Road, etc. so there is natural privacy established and not just paths with grass? Will there be police monitoring and bike cops patrolling the area?
26. I assume no garish portable toilets (port-a-potty) installed along the trail. Also no harsh lighting behind residential housing.
27. My property is adjacent to the proposed trail for approx 200 feet. What sort of public lavatories do you proposed for th4 trail? Trash receptacles? Where would these be placed? A tunnel or over the street Cobden Road crossing at Hillcrest in Laverock? Traffic signals? How wide would the tail be through Laverock? Insect and animal control? Emergency call boxes? Trash removal? Trail surface made of? Clearance of adjacent shrubs, foliage, weeds, trees, etc.?
28. Posted rules of use that is acceptable to contiguous properties. Limited access at entrance points only; emergency call boxes; trash control and removal; damage insurance for contiguous property owners; restrictions to walkers, joggers bicyclists; no motorized vehicles; prohibit use from dusk to dawn ("at won risk"); safe street crossing; access points only where there is ample parking that does not infringe on residential use; consider stairs access points with bridges where trail can be depressed.

September 26, 2007 Notes from Public Meeting No. 2

Givens

1. Connection to Forbidden Drive
2. Connection to Ft. Washington State Park

Collective ideas —

Items Wanted — Comments in favor

1. Philadelphia and Montgomery Counties could be more porous; we are one — Delaware Valley. We frequently bike, walk; make this trail happen. We would use all theses new trails. Plan to try to avoid contested areas.
2. Big fences.
3. Use these trails all the time. These trails would be heavily utilized. I could use it to commute to Philadelphia from home.
4. Build it fast. Don't take forever to build it; property taxes will only go up; people are getting heavier, kids are spending less time outdoors in Springfield Township.
5. Yes, I use Green Ribbon Trail and Forbidden Drive and roads to get from H.S. to Green Ribbon Trail. I would use all these trails. Add trail to library, market, Flourtown Commons. Include map signs.
6. It is important to explain feasibility to opponents; just tell them what has made opponents at other trails happy: fence, hedges, gate, $payment, increased property value
7. I use trails in the Wissahickon but currently drive to them because I am concerned about safety of biking on the streets. I would use the trail to connect from Mermaid Park to Valley Green and also to ride to friend's in other parts of Springfield Township. Please use solar generated lights.
8. I think this is important to pursue to help Springfield Township. Residents of all ages hike walk, bike and create more of a feeling of community.
9. I don't use them now. I will use them. Please clear/add to Emlen street sidewalk to make trail connection. Please include conveniently located rest stop facilities.
10. Yes I use them now.