EXHIBIT "13"

TRAFFIC AND TRANSPORTATION REPORT

FOR THE

CONSHOHOCKEN/ WEST CONSHOIlOCKEN DEWLOPMENT PROGRAM

AUGUST 1 988

Redevelopment Authority of the County of Montgomery

TABLE OF CONTENTS

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Execu t i ve Summary Conclusions

Introduction

The Chal 1 enge

Project in Perspective

Impacts of Blue Route Completion

Development Equity

Roadway Improvements Keeping Pace with Current Development Pressures

Assessment of.the Proposed Development and Its Potential History of Site Nature of this Project Challenge for this Project

Assessment of the llComprehensive Traffic Impact Reportm1 The Report s Approach Another Option

The Current Development Plan and Roadway Improvement Program Summary o f Program

Advisory Team Concerns and Comments

Traffic Monitoring, Another Consideration

EXECUTIVE SUMMARY

Major new development is proposed for the Boroughs of Conshohocken and West Conshohocken over the next decade. The current development program involves three developers who propose to build more than 2.7 million square feet of off ice floor space, 300,000 S.F. of retail commercial space and a 275-room hotel on a total of 90 acres. Specific elements of the program are summarized below:

Developer

Office Space

Consh. W. Consh.

Retail Space Hotel Roo::is -. 4

Consh. . .

Oliver Tyrone Pulver Corporation (Tower Bridge) 1,370,000 SF 658,000 SF 300,000 SF 275 rol)ms

Acorn Development Corporation (Four Fa1 1s) -Ow 550,000 SF --- Meehan-Weinmann Corporation

Over much of the past year an Advisory Review Team engaged by the Montgomery County Redevelopment Authority has been reviewing plans and the supporting traffic engineering analyses for the Conshohocken/West Conshohocken Develop-. ment Program as prepared by the developers1 consultants. The team, which is comprised of Jack Smyth, P.E., Vice President of Boles, Smyth Associates and Richard Orth, P.E., Principal of Orth-Rodgers-Thompson and Associates, Inc. (and initially included Kenneth Orski, the President of Urban Mobility.Cor- .

poration, who has since returned to work with the Urban Mass Transportation Administration, U.S.DOT), has met with community leaders, project traffic en;' gineers, PaDOT officials, project developers and staff of the Delaware Valley Regional Planning Commission (DVRPC) and the Montgomery County Planning Commission (MCPC) numerous times over the past year as part of their assign- ment. .

Previous ll.Ov.erviewll reports .were prepared by the Advisory Team in September and November, 1987. This I1Updateu report presents a review of the June, 1988 "Comprehensive Traffic Impact Report for Tower Bridge, Four Fa1 1 s, and MeehanIWei nmann Developmentsu as prepared by Grei ner Engineering Sciences , Inc. for the developers. This report is intended to place the proposed development program in the appropriate overall context and to provide an ob- jective analysis of.the llComprehensive Traffic Impact Report". It is aimed at providing guidance to the Boroughs and to other public agencies as they con- tinue their review and approval process to ensure that transportation oppor- tunities associated with the new development are maximized while transporta- tion problems are minimized.

The Advisory Team finds that the "Comprehensive Traffic Impact Report1' fol lows general ly accepted procedures .for conduct i ng such analyses and ut i 1 i zes cer- tain assumptions which appear to be reasonable. The "Traffic Impact Reportt1 presents a coordinated phasing program which links the development stages In each Borough to the completion of certain proposed highway improvements as summarized in the following table. In general, the Advisory Team finds the proposed program to be somewhat optimistic in that ultimate development Is linked to the lmplementation of a number of major highway system improvements, including several which may be unachievable -- specifically those relating to modified and/or improved access to the interstate highway system and also in- vol ving construct ion of a new grade-separated interchange at the intersect ion of Front Street, Matsonford Road, and Fayette Street in West Conshohocken. On the other hand, the Advisory Team believes that the size, scope and loca- tion of the proposed development project makes it a prime candidate for im- plementation of a variety of transportation system management (TSM) measures which could be utilized to help reduce peak hour traffic volumes generated by the project. The very density and mix of project uses, the proximity to an existing station on the regional commuter rail system, and a location with ex- cellent access to the interstate highway network, combine to provide various opportunities to maximize access potential while reducing impact on the area road system.

Spec if ic recommendat ions of the Advisory Team include the fol lowing:

The development program presently proposed is substantially larger than that contemplated in April, 1987. While ultimate development is linked to implementation of some major improvements to the highway system and while TSM measures may help reduce generated traffic demand, some consideration should be given to reducing the size and scope of the overall development program so as to be more consistent with the.development plan which was the subject of the initial Overview in September, 1987.

. The project developers and building tenants must be encouraged to help reduce peak hour auto traffic generat ion .assoc iated with project development through implementation of various TSM measures.

The on-going' planning process must focus on the implementation of an integrated, attractive, and safe pedestrian system to connect the various elements of the development and also to provide con- venient 1 inkage with the commuter rai 1 station and the Con- shohocken business district.

The on-going planning process must also be directed at providing an effective internal vehicular circulation system which will help reduce demand on the external 'street system while offering maximum

' access~flexibflity.

P a r t i c u l a r care should be d i rec ted a t the quest ion o f what uses should be included i n the proposed r e t a i l development. , Such uses should be aimed p r i m a r i l y a t meeting the needs o f employees and v i s i t o r s t o be housed w i t h i n the development as we l l as cu r ren t res idents o f both Boroughs -- as opposed t o new r e t a i l uses which would attempt t o a t t r a c t subs tant ia l patronage from a wider area.

More a t t e n t i o n w i l l have t o be d i rec ted a t proposals f o r changing t r a f f i c pa t te rns i n the Borough o f Conshohocken t o ensure tha t no t on ly w i l l new development t r a f f i c be accommodated but a lso t h a t e x i s t i n g t r a f f i c w i l l be able t o t r a v e l s a f e l y and convenient ly to/ from l o c a l points .

Both Boroughs should work, w i t h the developers, Montgomery County, and PaDOT, t o cont inue t o move forward w i t h s p e c i f i c proposals f o r modifying and improving access t o the i n t e r s t a t e highway network through r e l o c a t i o n ( t o Woodmont Road) o f the e x i s t i n g westbound off-ramp from the S c h u y l k i l l Expressway (1-76) to ,Matsonford Road and through const ruc t ion o f new on and o f f ramps connecting the Blue Route south (1-4761 w i t h the Borough o f Conshohocken a t Elm S t ree t and Colwel l Lane.

. Actual t r a f f i c generated by various phases o f the proposed development should be monitored through the conduct o f t r a f f i c counts a t appropr iate i n te rva l s . I f t r a f f i c generated by par- t i c u l a r development stages i s s i g n i f i c a n t l y less than volumes pro jec ted i n the "Comprehensive T ra f f i c Impact Reportt8 (because o f TSM measures or f o r o ther reasons) then the p r o j e c t developers should be permi t ted t o cont i nue w i t h add i t i ona l development w i thout implementing new road improvements u n t i l the l e v e l o f t r a f f i c demand meets pro jec ted l e v e l s -- thereby t r i g g e r i n g the need f o r the next ser ies of road improvements.

. The Boroughs should encourage the developers t o c o n t i n u a l l y rev iew and update the proposed development and t ranspor ta t i o n improvement programs so as t o more accura te ly r e f l e c t actual cond i t ions and market demand. Any suggested changes i n the phasing o f develop- ment and/or the l inkage between development and highway improve- ments should, o f course, be supported by d e t a i l e d analysis.

A key issue t h a t cannot be over-emphasized i s the concern of both Boroughs tha t t h e i r p i v o t a l l o c a t i o n i n the reg ion w i l l subject the l o c a l s t r e e t s and roads t o increased t r a f f i c volume and associated congestion even i f there were no new development w i t h i n t h e i r own borders. They see poss ib le new develop-

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ment in other adjacent and nearby municipal i ti es as attracting increased traf - f ic through their cornmunit ies with no off-sett ing benefits to either Borough. The Advisory Team believes that assessments of impacts generated by other unrelated outlying development is best addressed by the currently on-going study conducted by the Delaware Valley Regional Planning Commission (DVRPC). It is assumed that the DVRPC study will provide the basis for allocation of costs and responsibilities of any required improvement to the regional highway network -- including possible cooperation in implementation of access improve- ments to the interstate highway system and the construction of a proposed "urban interchange" in West .Conshohocken (or some alternate). In any event, it seems unfair to burden the Boroughs or the project developers, who have agreed to implement certain improvements to increase highway system capacity, with limits/controls which will not be imposed on other outlying developments which could have very real impact on the road system serving both Boroughs.

Beginning wit11 ONIt W\VI.:R 1lRIDCil< in \\r~!st Conshohocken. u tl~;~rnntic tnrnsformuli~)n of tho t!avimn- nlcllt is litki11g pliict: 011 76 uercs surmuntlinl! tllc newly

A T c 0 is 11 o H o K N recowtruct~rl hluiw)nford - Hridge over t l ~ e Scl~uylkill Iliver. This cxeiling ollc.of.a. kind rivi~rlrust tlev~lo!)na~lt by Oliver Qroac I'ulver Core purution conhiins 22 n~illiun squure fwt ul officr; llutcl und retail spuct! and n p m e n t s the finest cmd must accessible corpurutc uccomn~odutiuns ever h t d u c d tu lllc

' Philndalphia suhurhs.

MWl tR 111111)(31< ad CONSHOtIOCKEN will be sit. uutcd in a pleuwel rivi~rfrnnl park setti~lg. like Fnirnlount I'ark alosg t l ~ c River Drivtu. This n ~ u l t i . p l ~ w dcvelopta~!nt ferrtun% the ultimulc in oIficc spucc: a fiwl elm, 320 room, full service hutt!l; alcclivc spcciulty nlrtil stlop$ cum. n~utcr mil service; rivi~rsitle d i n i ~ ~ ~ structurcxJ pclrkil~g lawns, trecu, running put11.u and u ~ ~ i q u c sccai!ry-all wilh. in a wtllkirg cnvimnn~a~t.

Reproduction from promotional brochure by 0. T. Pulver Corp., Tower Bridge.

CONCLUSIONS

The Advisory Team believes that the proposed development project will either be "the last of the old' or "the first of the new" major suburban developments in terms of deal ing with associated transportat ion impacts. The project presents the opportunity to deal with such impacts from the dual viewpoint of supply (i.e., increased highway capacity) and demand ( i .e., peak hour auto trlps). How successfully it addresses the 1 atter element through implementa- tion of various TSM techniques/measures wi 1 1 most 1 i kely determine whether the project is, in fact, "the first of- the new1' or "the, last of the oldu.

In general, the Advisory Team conclusions are sunmarlzed as follows:

. The ultimate proposed level of development appears unreal istical ly high unless TSM and transit initiatives are effectively employed since the implementation of some key highway improvements seems unachievable at this time. A level of development more commensurate with the develop- ment program which was the subject of the September 1987 'Traffic and Transportation Overview" is more realistic and achievable.

Both Boroughs wi 1 1 most 1 i kely experience increased traffic delay and congestion even if no new development were to occur within their bor- ders. The proposed development project will bring some substantial benefits to both muncipalities as we1 1' as very real opportunities to in- crease street and road system capacity while minimizing development- generated traffic demand.

. The urban nature of this proposed development is approprlate. An in- tegrated off-street pedestrian system, balanced land use mix (to address user needs), effective commuter rai 1 /bus service, and coordinated project amenities capturing the riverfront environment are essential for full achievement of this project's potential. The qualities and features presented in the 01 i ver Tyrone Pul ver promotional brochure (see previous reproduction 1 address these needs.

The proposed internal roadway system is essential to the effective operations of this development.

. The pace and level of development for this major project should be based on the actual counted peak hour auto trips generated as opposed to projections ut I 1 izing typical suburban trip generat ion rates. This provides positive incentives for the developers to achieve the goal of responsibly optimizing their development while minimizing the generated peak hour commuter auto trips.

. The sequentlal development staging should be flexible enough to respond to market demands yet equitable and consistent with the achievement of the project goals.

A unified effort to achieve programming, funding and implementation of the Woodmont Ramp should commence immediately. Though less critical, a concerted effort should be initiated for construction of the Con- shohocken ramps to/from 1-476 south.

. Meani ngf ul communications between the developers and SEPTA should com- mence immediately to establ i sh achievable planning, design and service goals that will best meet the project and the area's needs. This ap- proach is not only essential to reduce personal auto commuter trips but also to provide the link between the available work force needed to meet the large office staff and service demands of this development and its staging.

An Urban Renewal Design Review Panel as we1 1 as a Traffic Authority should be established to administer and control the site development and its staging. .' . .

TRAFFIC AND.TRANSPORTATION OVERVIEW

FOR THE

CONSHOHOCKEN/WEST CONSHOHOCKEN DEVELOPMENT PROGRAM

INTRODUCTION:

The Montgomery County Redevelopment A u t h o r i t y (MCRA) sought an o b j e c t i v e over- view o f t he t r a n s p o r t a t i o n impacts o f t he l'Conshohocken/West Conshohocken Development Program1' and i n August, 1987, r e t a i n e d Boles, Smyth Associates, Inc., Consu l t ing C i v i l Engineers f o r ass is tance and advice. Jack Smyth, P.E., Vice Pres ident o f BSA asked Richard Orth, P.E., P r i n c i p a l of Orth-Rodgers- Thompson & Associates, Inc., T r a f f i c Engineers, and Kenneth Orski , then Pres ident o f Urban M o b i l i t y Corpora t ion t o form a broad-based adv i so ry team t o c a r r y o u t t h i s task. M r . Orsk i , who i s now w i t h UMTA, i s no longer a c t i v e on t h i s team b u t h i s thoughts and concepts r e l a t e d t o T ranspo r ta t i on System Management e f f o r t s t o c o n t r o l auto commuter t r i p s a re i n t e g r a l elements i n t he team's search f o r e f f e c t i v e and equ i tab le solut ions.

Having spent severa l months rev iewing the designs and associated t r a f f i c en- g inee r i ng documentation, and meeting w i t h community leaders, p r o j e c t t r a f f i c engineers, PaDOT o f f i c i a l s , and s t a f f o f t he Montgomery County P lann ing Cornmi ss ion (MCPC) and Delaware Val l e y Regional P l anni ng Commission (DVRPC) , the Advisory Review Team of fers t h e i r thoughts and assessment o f t h e f i n a l p lan as presented i n t h e June, 1988 "Comprehensive T r a f f i c Impact Reportu by Greiner Engineer ing Science, Inc.

Th is summary r e p o r t i s an update t o t he i n i t i a l " T r a f f i c and T ranspo r ta t i on over vie^'^ prepared by the Advisory Team on September 11, 1987 and the supplementary Report on l'Irnproved I n t e r s t a t e Access and ~ o c a i ' S t r e e t Network condition^^^ dated November 6, 1987.

THE CHALLENGE:

Th is r e p o r t endeavors t o o b j e c t i v e l y eva lua te t he proposed Conshohocken/West . Conshohocken development program w i t h i n t he r e a l i s t i c perspec t ive o f the p o t e n t i a l development exp los ion a long the Blue Route (1-476) c o r r i d o r n o r t h o f the S c h u y l k i l l Expressway (1-76) i n Montgomery County. Th is update overview r e p o r t u t i l i z e s the t r a f f i c c i r c u l a t i o n and impact i n fo rma t i on as developed i n the June, 1988 "Comprehensive T r a f f i c Impact Reportl1. Th is r e p o r t i s n o t . i n - ' tended t o supplant t h a t document. Rather, i t i s in tended t o p lace the proposed development i n t h e appropr ia te o v e r a l l con tex t and t o p rov ide a sum- mary o f t he f i n d i n g s o f t he d e t a i l e d t r a f f i c ana l ys i s repo r t . F i n a l l y , and perhaps most impor tan t ly , i t i s aimed a t p r o v i d i n g guidance t o the Boroughs and t o o ther p u b l i c agencies w i t h regard t o c e r t a i n implementat ion ac t i ons and c o n t r o l s t o ensure t h a t t r a n s p o r t a t i o n o p p o r t u n i t i e s associated w i t h the new development are maximized w h i l e t r a n s p o r t a t i o n problems which might be genera- t ed a re minimized.

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Both Boroughs have been severely impacted by the decline of the once thriving manufacturing industry in the area. Unlike most suburban townshi,ps which have grown dramatically since the 19501s, these riverfront Boroughs have lost population (Conshohocken 23% decl i ne, and West Conshohocken 39% decline) and . . - lost vital manufacturing jobs (Conshohocken lost over 1810 workers between 1958 and 1'982). The planned redevelopment of this area started over 20 years'. ago and the anticipated completion of the Blue Route (1-476) has helped bring the planning closer. to reality. The Commonwealth recognized this economic . need and potential in establishing the Conshohocken/West Conshohocken En- terprise Zone. The real challenge is to encourage this redevelopment while establishing realistic and incentive-oriented control of traffic impacts.

PROJECT IN PERSPECTIVE:

Ever since this current development program was first introduced there has been the general perception that the proposal is too large and too urban for the site. The area's past history of peak-hour traffic congestion makes any proposed development and re1 ated traffic improvements suspect. Extensive +:, ,,

traffic studies have been carried out by numerous private and public agencies to address these local and area-wide impacts and outline necessary improve- ments to accommodate the proposed development.

The reality is that this project is located at the stem of a constricted traf-. f ic funnel feeding the only local rivercrossing and interstate highway access in the area. This is a most enviable commercial development location but one extremely susceptible to major traffic problems, especially at the local in- tersection of Front Street & Matsonford Road in West Conshohocken.

A significant and -recurring concern of both Boroughs is that because of their key location, traffic generated by new development in other nearby comrnuni ties (e.g. Upper Merion Township, Plymouth Township) will utilize local streets and create substantial congestion -- with no off-setting benefit to either Borough. On the other hand, the Boroughs see the proposed development program as creati.ng new employment opportunities, generating additional tax revenues, and also contributing~to~some significant improvement to the local street sys- tems.

The very scope and density of the proposed development would also appear to offer a real opportunity to implement some Transportation System Management (TSM) actions which could help reduce peak hour traffic generation. The proximity of the proposed development to an existing passenger station on one of the regional commuter rail lines reinforces the possibility for reducing , development-generated automobile traffic.

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IMPACTS OF BLUE ROUTE COMPLETION: .. . , . .

.: . .

The anticipation of the Blue Route (1-476) completion by early 1991 between:? 1-95 near Chester and the PA Turnpike in Plymouth Township has generated un- precedented developer interest. This activity is most intense in Montgomery County north of the Schuylkill Expressway (1-76) where vast reaches of vacant or now underutilized land masses are available. The reason for much of the" current focus of developer interest in the ConshohockenIWest Conshohocken area

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is that it will be located at the intersection of two of the metropolitan area's major Interstate highways, thereby providing direct expressway access to much of the region. The Blue Route will generally offer significant relief to the local roads by diverting through traffic to the completed Interstate. However, the traffic funnel effect through the multiple interchange complex in West Conshohocken with the Blue Route in full operation, together with the new traffic generated by proposed development, will more than offset the traffic relief derived from the initial diversions.

In summary, in view of the current economic pressures and benefits that will flow from completion of 1-476, it is recognized that the Conshohocken/West Conshohocken area is a prime development site and provides excellent oppor- tunity for revitilization of the economies of both riverfront boroughs which have long suffered from the loss of their manufacturing base. The question is not should major development take place, but how much development should be - encouraged and what controls should be applied.

DEVELOPMENT EQUITY:

A roadway system, similar to a drainage system, ,has only a 1 imi ted capacity. Extreme runoff from one portion of the system can use up a good portion of capacl ty, leaving 1 1 ttle available for other parts of the system. West Con- shohocken, and Conshohocken to a somewhat lesser degree, is at the focal point of a highway system that directs much of the area's traffic across the Schuylkill River and onto the interstate network. As a result, both Boroughs are directly impacted by any new development in the general area and have for decades paid the price of this traffic burden while reaping few benefits.

It becomes a question of equity as to how much highway network capacity are any new developments within both Boroughs entitled to recapture. In addition, the project developers have agreed to implement certain improvements which will increase system capacity -- clearly with the aim of accommodating new demand generated by their development, not other projects -in other com- munities. There is of course no definitive answer to the equity question but it is evident that sooner or later available highway network capacity within both Boroughs will be absorbed by outlying developments that are not subject to the same controls or scrutiny applied to this Enterprise Zone; nor will these outlying developments be burdened with the major expense of expanding the capacity of the highway network serving both Boroughs.

ROADWAY IMPROVEMENTS KEEPING PACE WITH CURRENT DEVELOPMENT PRESSURES:

It is obvious in this region, and more so in other metropolitan areas that have experienced intensive suburban growth, that roadway improvements can.not keep pace with the traffic growth generated by substantial new suburban expan- sion. Consequently suburban grid-lock results and then more stringent con- trols and efforts are sought to limit auto commuter traffic generated by new development. This latter concept, often referred to as Transportation Systems Management (TSM), is aimed at reducing the peak period auto traffic generated by a development site and at limiting the new development's use of the ad- jacent highway system's capacity. In the Philadelphia region these efforts

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are now only in the embryonic stages and limited to the King of Prussia/U.S. 202 area. It is inevitable that TSM controls will be essential in other parts of the region in the immediate future.

The proposed Conshohocken/West Conshohocken development program is a logical and natural candidate for application of the TSM concept. Effective TSM measures and design strategies will be essential if the project's development potential is to be achieved. This development project offers excellent TSM opportunities due to its urban design concept, direct commuter rail access, excellent highway access, and its overall central location.

ASSESSMENT OF THE PROPOSED DEVELOPMENT AND ITS POTENTIAL

History of Area:

This development program is unique in the sense that it is actually a "Redevelopment" of a once active industrial/cornmercia1 complex located in two long established riverfront boroughs. This area has been designated by the Commonwealth of Pennsylvania as an "Enterprise Zone" recognizing the need and the potential for economic rebirth of this once vital and productive area. In its vibrant period during the early 19501s, Conshohocken had a population of almost 11,000 and West Conshohocken had about 2,500 residents. In the 1958 "Census of Manufacturing" Conshohocken was 1 i sted as employing 4,410 workers and West Conshohocken 532. The decline of the Borough's manufacturing base. much of which was located along the waterfront, is reflected in the 1982 manufacturing statistics that 1 ist Conshohocken as employing only 2,600 workers, a drop of 1810 jobs reflecting a 41% loss. Likewise the 1980 Census shows the Conshohocken population at 8,475 (a 23% drop from 1950) and the West Conshohocken population at 1,516 (a 39% drop which included residences lost to the construction of the Schuylkill Expressway 1-76 and the Blue Route 1-476).

Nature of this Project:

Clearly the development project in this critical "Enterprise Zoneu is aimed at re-vitalizing a once thriving area. It is not like the more typical suburban developments which convert previously open 1 ands and generate a1 1 new traffic. The Conshohocken/West Conshohocken Boroughs are striving to reclaim the active share of the market they once held.

By suburban standards this development is quite dense. Actually it is more of an urban development; one that can be effectively structured to interrelate at a pedestrian level to the existing urban fabric of Conshohocken, thereby over- coming the often sterile and totally auto-dominated environments of most sub- urban developments. The project is also part of established pol'itical

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entities; thereby providing checks, balances and opportunities for mutual benefit . The density of the project demands structured parking, thereby enabl i ng closer placement of buildings and more pedestrian opportunities. To achieve full development this project must maximize the opportunities and potential for pedestrian and transit modes of travel thereby minimizing the typical suburban - reliance on the automobile that would overly stress the adjacent highway and

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street systems. The potential exists for the creation of a well planned and integrated complex that addresses real user needs. It should tie the new with the old to offer essential user-oriented services such as day-care centers, retail shops, restaurants, health facilities etc. at a humanized pedestrian scale. Close attention must be paid to amenities and advantage taken of the waterfront setting and proximity to transit facilities if this complex is to generate traffic at a lesser rate than typically associated with suburban development. (See previous attached reproduction of promotional brochure by O.T. Pulver Corp., Tower Bridge, regarding their planning and design intent for the development of this site).

The Challenge for this Project:

The challenge to achieve full development of this project is directly related to the developer's ability to capitalize on the potential for significantly reduced peak hour auto trip generation rates. The potential exists, the ques- tion is can it be achieved? ; "A Strategy for Suburban MobilityM as offered by Ken orski, a recognized pioneer in development and im- plementation of Traffic Management Systems, to offset the impact of suburban "grid-lock" which has already occured in many metropolitan areas around the country.

ASSESSMENT OF THE "COMPREHENSIVE TRAFFIC IMPACT REPORT"

The Report's Approach:

The general analysis and design approach reflected in the June 1988 "Comprehensive Traffic Impact ReportM, prepared by Grei ner Engineering Sciences for the Project Developers, was to view this project as a typical suburban development almost total ly dependent on private auto access. The traffic impact assessment employed generally accepted procedures for such analyses and utilized certain assumptions which were reviewed with the Ad- visory Team. Specif ical ly, the traffic impact study:

. used existing (1988) peak hour traffic counts as a'base

assumed that present traffic would increase by 25 percent in the period 1988-1997 -- without development of the proposed projects in Conshohocken and West Conshohocken

. assumed some diversion of traffic from the highway network serving both Boroughs as a result of the anticipated completion of the Blue Route (1-476) as well as the proposed construction of new West Conshoh cken ramps whtrh will link Matsonford Road . and 1-476 South. ? ....................

1. The traffic impact study also assumed additional diversion of through traf- fic over the Fayette Street Bridge at some point in the longer range future if new ramps, not presently scheduled for construction, were to be built to provide direct access to 1-476 South in Conshohocken.

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. estimated peak hour traffic to be generated by the proposed development in both Boroughs (utilizing standard suburban trip generation rates) and assigned this traffic. to the area highway network

. identified a series of highway improvements necessary to provide a sat,isfactory level of traffic service upon completion of various stages of the proposed development.

This impact assessment approach could be considered traditional and somewhat conservative since it does not reflect the opportunities available to this more urban type mixed development which is served by the regional commuter rail system and appears to offer real potential for introduction of aggressive and cooperative TSM strategies. Many of these strategies have yet to be implemented in the Philadelphia metropolitan area but are effectively utilized in many metropolitan high growth areas to address suburban "grid-lock".

Another Option:

The Advisory Team agrees with the general study approach and assumptions which were utilized and generally concurs with the Staged Development/Roadway Im- provement program defined in the impact report. However, recognizing the na- ture of this more urban type development;.the extremely high cost of in- frastructure and highway improvements; and the non-predictable nor assurable addition of critically needed decentralized access points to the Interstate highway network; this Overview Update endeavors to offer options for the im- plementation of this development that encourage the aggressive use of transit and TSM strategies and capitalize on the unique opportunities offered by this site. The objective being to relate any limits on development to the volume of peak hour auto trips generated, not by the amount of floor space built.

THE CURRENT DEVELOPMENT PLAN AND ROADWAY IMPROVEMENT PROGRAM:

Summary of Program '

The current proposal calls for full development of 90-acres in both Boroughs by 1997. The.Oliver Tyrone Pulver Corporation is the developer of 62 acres located on both sides of the river (2,028,000 Sq. Ft. office, 300,000 Sq. Ft. retail and a 275 room hotel), the Meehan-Weinmann Corporation is developing 18 acres in Conshohocken (180,000 Sq. Ft. ,off ice) while the ACORN Development Corporation is developing 10 acres in West Conshohocken (550,000 Sq. Ft. office).

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The current ultimate program is illustrated i n Figure 2 and includes:

CURRENT PROPOSAL - June, 1988 Total W. Conshohocken Conshohocken

Off ice 2,758,000 SF* 1 ,208,000 SF 1,550,000 SF

Retai 1 300,000 SF - - - 300,000 SF

Hotel 275 rooms 275 rooms - - - * SF = Square Foot of Gross Floor Area

Comparing the current program with the previous program originally outlined in the April, 1987 plan:

ORIGINAL PROPOSAL - April, 1987

Tot a1 W. Conshohocken Conshohocken

Off ice 2,220,000 SF 1,120,000 SF 1,100,000 SF

Retai 1 * 450,000 SF --- 450,000 SF

Hotel 320 rooms 320 rooms --- The currently proposed development program involves about 14% more floor space than that included in the April, 1987 plan -- about 24% more office space but a reduction of about one-third in the retail space. Still, the proposed retail space is much more than the 190,000 SF which was considered in the September, 1987 "OverviewM.

* The plan which was examined in the September, 1987 "Traffic and Transportation Overview" included a reduction in retail floor space -- from 450,000 SF to 190,000 SF.

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Page 8

C lear l y , the increased s i z e o f the proposed development r e s u l t s i n s i g n i f i c a n t increases i n a n t i c i p a t e d development-generated t r a f f i c volumes. The p o t e n t i a l impact o f these increased demands i s recognized i n t he "Comprehensive T r a f f i c Impact Reporttt i n t h a t i t i s recommended t h a t the f i n a l 880,000 sq. ft. o f o f - f i c e space no t be open u n t i l an "urban interchange" i s const ructed a t the i n - t e r s e c t i o n o f F ron t Street-Matsonford Road/Fayette St reet , o r u n t i l some o the r network improvement which would prov ide s i m i l a r r e l i e f i s const ructed (e.g. a . .-- . new r i v e r cross ing) .

The " T r a f f i c Impact Reportt1 a l so presents a coord inated phasing program which l i n k s the development stages i n each Borough t o the complet ion o f c e r t a i n proposed highway improvements. I n general, t h a t program, which i s summarized i n F igure 3, appears reasonable. However, the Adv isory Team does have severa l concerns, comments and suggestions and these are presented below.

ADVISORY TEAM CONCERNS AND COMMENTS:

Review o f the development program, e a r l i e r vers ions o f t h e "Comprehensive T r a f f i c Impact Report", ,and meetings w i t h represen ta t i ves o f both Boroughs, the Montgomery County Planning Commission, the County Redevelopment Au tho r i t y , PaDOT, the developers, and t h e i r consu l tan ts has al lowed the Adv isory Team t o o f f e r comments and suggestions as p lanning and ana lys is have proceeded. The Advisory Team s t i l l has a number o f comments and suggestions and these are summarized below:

o The Adv isory team has some concern about the increase i n s i z e and scope of proposed development beyond t h a t i n i t i a l l y proposed and t he mod i f i ed p lan reviewed i n t he September, 1987 overview^. The increased t r a f f i c which w i l l be generated by the now proposed o f f i c e and r e t a i l f l o o r space w i l l aggravate the t r a f f i c s i t u a t i o n i n the longer term. To com- pensate, the "Comprehensive T r a f f i c Impact Reportu now inc ludes a proposal f o r the cons t ruc t i on o f an "urban interchange" a t the tn tersec- t i o n o f F ron t Street-Matsonford Road/Fayette S t r e e t as w e l l as o the r mod i f i ca t i ons t o both the i n t e r n a l and ex te rna l roadway systems.

o The proposed expansion o f t he u l t i m a t e development program suggests t h a t implementation o f TSM s t r a t e g i e s and o ther t r a f f i c c o n t r o l measures i s even more essen t ia l . The developers and b u i l d i n g tenants must be en- couraged t o he lp reduce peak hour t r a f f i c generat ion through:

- implementat ion o f f l e x i b l e work hour programs o r a t l e a s t the i n - s t i t u t i o n o f some program o f staggered work s ta r t /end t imes

- implementat ion o f r i de - sha r i ng (perhaps by p r o v i d i n g more con-' ven ient park ing f o r vans and/or car pools o r by a c t i v e involvement i n a van purchase program)

- encouragement o f use o f . the e x i s t i n g commuter r a i 1 se r v i ce and perhaps new t r a n s i t serv ices which might be prov ided by SEPTA (perhaps through subs id i za t i on o f employee t r a n s i t f a r e s and/or d i r e c t subs id i za t i on o f se rv ices )

Page 9

- format ion o f add i t i ona l .s t ra teg ies t h a t would be most app l i cab le f o r t h i s p a r t i c u l a r development i nc l ud ing the format ion of, o r merging i n to , a T ranspor ta t ion Management Assoc ia t ion (TMA).

o The on-going p lanning process f o r the proposed development must s t r ess act ions which w i l l f u r t h e r he lp reduce peak hour development-generated t r a f f i c through:

- Implementation o f an in tegrated, a t t r a c t i v e and safe pedest r ian system which connects the var ious elements o f the development and a lso prov ides convenient 1 inkage w i t h the commuter r a i l s t a t ion and the Conshohocken business d i s t r i c t .

- Completion o f an e f f e c t i v e i n t e r n a l veh icu la r c i r c u l a t i o n system which he lps reduce t r a f f i c pressures on the ex te rna l s t r e e t system and o f f e r s maximum access f l e x i b i l i t y f o r t he development.

- Encouragement o f r e t a i l uses w i t h i n the s i t e t h a t are of a s i z e and type t o p r i m a r i l y serve the needs o f employees and v i s i t o r s of the development as we l l as res iden ts o f Conshohocken and West Con- shohocken (as opposed t o new r e t a i l uses which would p r i m a r i l y a t t r a c t subs tan t i a l patronage from a wider area).

o The c i r c u l a t i o n p l an i n Conshohocken t h a t most e f f e c t i v e l y accommodates the proposed l e v e l o f development c a l l s f o r a one-way eastbound Elm St ree t f rom Fayet te S t ree t a t l e a s t through Ash Street . It a lso re - qu i res t h a t Harry S t r e e t become one-way northbound between Elm S t r e e t and Spr ing M i l 1. These c i r c u l a t i o n changes are necessary t o accommodate the generated t r a f f i c f l ows i n t he most expedi t ious manner so t h a t the Fayette-Elm i n t e r s e c t i o n does no t incur t he same problems as t he Fron t and Matsonford i n t e r s e c t i o n i n West Conshohocken. However, these c i r - c u l a t i on changes would appear t o a f f e c t safe and e f f e c t i v e t r uck access from e x i s t i n g and proposed r i v e r f r o n t s i t e s east o f Ash S t ree t and w i l l r e s u l t i n increased t r a f f i c on Spr ing Mi l l .Road. These concerns of the Borough must be reso lved i n a s e n s i t i v e and r e a l i s t i c manner, possdbly through mod i f i ca t i ons t o the p r o j e c t ' s i n t e r n a l c i r c u l a t i o n system.

o The issue ' o f access mod i f i ca t i ons t o t he i n t e r s t a t e highway system i s v i t a l l y impor tant t o the Borough o f West Conshohocken, and, t o a lesser extent, Conshohocken. These changes are necessary t o he lp reduce the cu r ren t focus o f i n t e r s t a t e access t r a f f i c v i a Matsonford Road. - Th is access i ssue i s c r i t i c a l regard less o f the l e v e l o f development w i t h i n o r ou ts ide the p r o j e c t area. However, i t becomes more c r i t i c a l as t he o v e r a l l development o f the reg ion continues. The a d d i t i o n o f ramps t o the I n t e r s t a t e System i s no t e a s i l y achieved, regard less o f t he t r a f f i c value o f t he proposed ramp. The Woodmont Ramp proposal i s t he most v i - t a l one s ince the cu r ren t t r a f f i c weave cond i t i on a t the terminus o f t he westbound off-ramp f rom the Schuyl k i 11 Expressway ( 1-76) as i t ap- proaches t he Front-Matsonford i n t e r s e c t i on ,cou ld be considered a "t ime- bomb1' ready t o go o f f again. The r e l o c a t i o n o f t h i s of f -ramp t o the Woodmont Road c o r r i d o r , w i t h d i r e c t access t o PA23 a t Conshohocken S ta te Road, w i 11 e l im ina te the cu r ren t weave cond i t i on thereby reduc ing the

I Page 10

t r a f f i c c o n f l i c t s and t he chance o f back-up onto t he I n t e r s t a t e maln- l i n e . The proposed Conshohocken ramps t o and f rom the Blue Route south are impor tant r e l i e f f a c i l i t i e s t h a t would p rov ide more d i r e c t access t o Conshohocken thereby r e l i e v i n g the overburdened Front-Matsonford f n t e r - sect ion. These ramps are ve ry impor tant b u t no t as c r i t i c a l as t he Woodmont Ramp.

I t should be recognized t h a t any mod i f i ca t i ons t o i n t e r s t a t e access a re d i f f i c u l t t o achieve f rom both a programming and fund ing viewpoint . Recognizing t h i s r e a l i t y , a t i m e l y and concerted e f f o r t should be i n - i t i a t e d now t o seek implementat ion o f these ramp proposals.

o Two o ther . key p o i n t s must be made regard ing t he proposed development p lan and the recommended staged program o f roadway improvements as presented i n the "Comprehensive T r a f f i c Impact Report":

F i r s t , t he s tag ing o f p r o j e c t development and implementat ion o f assoc ia ted roadway improvements must be sub jec t t o con t i nu i ng rev iew and eva lua t ion as the p lann ing and development process con- t inues. It. may be poss ib le t o open c e r t a i n p a r t s o f t he proposed development w i t h l i m i t e d elements o f the proposed roadway improve- ment program completed; I t may a lso be t h a t the l o c a t i o n of ce r - t a i n e l ements o f t he development program (e.g. Conshohocken vs. West Conshohocken) w i l l d i c t a t e changes i n scope and/or t i m i n g o f c e r t a i n highway improvements. The development program must be s u f f i c i e n t l y f l e x i b l e t o a1 low m o d i f i c a t i o n as may be appropr ia te .

Second, t he cu r ren t development program c a l l s f o r t he f i n a l phase of development (Group 4 - 880,000 SF) t o be loca ted i n Con- shohocken and t h i s accounts f o r 57% o f the t o t a l o f f i c e develop- ment i n t h a t Borough. Two major s i t e s f r o n t on Elm S t r e e t ad- jacen t t o the SEPTA Commuter r a i l f a c i l i t y . As c u r r e n t l y proposed, t h i s development phase would be dependent on t he con- s t r u c t i o n of two new Conshohocken Blue Route ramps p l u s an "Urban Interchange" a t Front-Matsonford i n W. Conshohocken. As a r e s u l t , the l i k e l y h o o d of development o f these two Conshohocken core s i t e s i s somewhat remote. These c e n t r a l o f f i c e s i t e s ( e s p e c i a l l y S i t e 2) on W. Elm S t ree t would appear c r i t i c a l t o t he implementat ion o f an e f f e c t i v e pedes t r ian system, and an i n t eg ra ted commuter r a i l s t a t i o n as we1 1 as o v e r a l l p r o j e c t cohesiveness. Re-considerat ion should be g iven t o the phasing o f the development program w i t h i n t he two Boroughs.

o One f i n a l i ssue t h a t the ' Adv isory Team be1 ieves cannot be over- emphasized i s the concern o f both Boroughs t h a t t h e i r p i v o t a l region'al l o c a t i o n w i 1 l sub jec t them t o increased t r a f f i c volumes and assoc ia ted congest ion even i f the re was no new development w i t h i n t h e i r own bor- ders. They s.ee new development i n adjacent and nearby m u n i c i p a l i t i e s as a t t r a c t i n g Increased t r a f f i c through t h e i r communities w i t h no o f f - .

s e t t ing b e n e f i t t o e i t h e r Borough.

Page 11

The Advisory Team be1 ieves that assessment of impacts generated by other unre- lated outlying development should be determined by the current "Action Plan' activities of the Delaware Val ley Regional Planning Commission. The currently on-going study will determine traffic impacts on the regional road system and could provide the basis for allocation of costs and responsibilities for re- quired improvements to the regional highway network -- including possible cooperation in the implementation of interstate highway system access improve- ments and the "urban interchange" solution in West Conshohocken. It Is also suggested that the DVRPC study should identify possible TSM measures which might be implemented by these other development projects.

TRAFFIC MONITORING, ANOTHER CONSIDERATION:

In recognition of the substantial cost and significant difficulty in im- plementing a number of the proposed highway system improvements as outlined in the "Comprehensive Traffic Impact Reportn, it is suggested that consideration be given to incentive-oriented development controls that are based on actual counted development-generated peak. hour traffic rather than being based en- tirely on building floor area and typical suburban trip generation rates. It is suggested that a method of development control be established that is com- pati ble with the goal of encouraging developers to aggressively seek TSM ap- proaches to reducing generated peak hour traffic flow.

Such a program might proceed along the following guide1 ines:

Developers would complete the "Group 1 Development" phase as out- lined in the "Traffic Impact Report" together with the required roadway improvements associated with that level of development (as summarized earlier in Figure 3).

The "Traffic Impact Report" indicates that this initial develop- ment phase -- to include 743,000 S.F. of office space and a 275- room hotel -- will generate 1480 trips (in plus out) during the morning peak hour and 1425 trips (in plus out) during the evening peak hour.

Traffic would be closely monitored at the completion of the ini- tial development phase and if actual counted peak hour volumes are considerably less than those estimated in the report the developer would be permitted to build to some new agreed upon limit (based upon actual counts) before being required to construct additional roadway improvements. Obviously these levels would be propor- tioned to address partial occupancies.

This control concept would be applied at key points throughout. the development process.

The monitoring concept will require considerably more discussion and refine- ment culminating in a clearly defined written agreement between the developers and both Boroughs, including assurances that achieved goals are maintained in