broad street subway ridership study

Broad Street SubwayRidership Study

Prepared For:

Prepared By:

Date: June 30, 2009

Philadelphia City Planning Commission

In Association With:

Broad Street Subway Ridership Study

Page i - 1 June 2009

Table of Contents List of Tables ......................................................................................................................................1

List of Figures .....................................................................................................................................2

Executive Summary ............................................................................................................................1

Introduction .......................................................................................................................................1

Project Purpose ..................................................................................................................................1

Project Area .......................................................................................................................................2

Project Stakeholders ...........................................................................................................................3

Ridership Survey .................................................................................................................................7

Purpose..........................................................................................................................................7

Survey Methodology .......................................................................................................................7

Survey Schedule .............................................................................................................................9

Survey Sample Size and Weighting ...................................................................................................9

Key Findings and Selected Tables from the Final Weighted Database ...............................................12

Origins-and-Destinations ...........................................................................................................12

Access and Egress Modes...........................................................................................................18

Trip Purpose and Trip Frequency ................................................................................................34

Identified Issues and Recommended Actions......................................................................................44

Traffic Flow and Parking ................................................................................................................46

Buses and Shelters ........................................................................................................................50

Pedestrian Facilities/Green Space ..................................................................................................52

Intermodal Transfers and Wayfinding ............................................................................................56

Bicycle Accommodation ................................................................................................................59

APPENDIX ........................................................................................................................................64

List of Tables Table 1 Sample Size ..........................................................................................................................10

Table 2 Study Area Bus Routes ..........................................................................................................25

Table 3 Recommendations Matrix ..................................................................................................... 65



List of Figures Figure 1 Study Area.............................................................................................................................3

Figure 2 Ridership by Hour - Weekday ...............................................................................................11

Figure 3 Ridership by Hour - Saturday ................................................................................................11

Figure 4 City Planning Commission Planning Analysis Sections.............................................................12

Figure 5 Origin of Weekday Passengers boarding trains at Pattison Station ..........................................13

Figure 6 Origin of Weekday Passengers boarding trains at Oregon Station ...........................................14

Figure 7 Origin of Weekday Passengers boarding trains at Snyder Station ............................................14

Figure 8 Exiting Station - Weekday.....................................................................................................15

Figure 9 Exiting Station - Saturday .....................................................................................................16

Figure 10 Final Destination of Weekday Passengers boarding trains at Pattison Station ........................17

Figure 11 Final Destination of Weekday Passengers boarkding trains at Oregon Station........................17

Figure 12 Final Destination of Weekday Passengers boarding trains at Snyder Station ..........................18

Figure 13 Access Mode - Weekday.....................................................................................................19

Figure 14 Access Mode - Saturday .....................................................................................................19

Figure 15 Access Mode - All Three Stations- Weekday.........................................................................21

Figure 16 Access Mode - All Three Stations - Saturday ........................................................................21

Figure 17 Access Bus Route - Pattison Station - Weekday ....................................................................22

Figure 18 Access Bus Route - Pattison Station - Saturday.....................................................................22

Figure 19 Access Bus Route - Oregon Station - Weekday .....................................................................23

Figure 20 Access Bus Route - Oregon Station - Saturday ......................................................................23

Figure 21 Access Bus Route - Snyder Station - Weekday ......................................................................24

Figure 22 Access Bus Route - Snyder Station - Saturday.......................................................................24

Figure 23 Parking Locations - Pattison Station - Weekday....................................................................26

Figure 24 Parking Locations - Pattison Station - Saturday ....................................................................27

Figure 25 Parking Locations - Oregon Station - Weekday .....................................................................27

Figure26 Parking Locations - Oregon Station - Saturday ......................................................................28

Figure 27 Parking Locations - Snyder Station - Weekday......................................................................28

Figure 28 Parking Locations - Snyder Station - Saturday ......................................................................29

Figure 29 Was there a Bike brought On-board - Weekday ...................................................................30

Figure 30 Was there a Bike brought On-board - Saturday ....................................................................30



Figure 31 Egress Mode - Weekday .....................................................................................................31

Figure 32 Egress Mode - Saturday ......................................................................................................32

Figure 33 Egress Mode by Trolley Routes - Weekday...........................................................................33

Figure 34 Egress Mode by Trolley Route - Saturday.............................................................................33

Figure 35 Trip Purpose – All Three Stations - Weekday........................................................................35

Figure 36 Trip Purpose – All Three Stations - Saturday ........................................................................35

Figure 37 Trip Purpose - Pattison Station - Weekday ...........................................................................36

Figure 38 Trip Purpose - Pattison Station - Saturday............................................................................36

Figure 39 Trip Purpose - Oregon Station - Weekday ............................................................................37

Figure 40 Trip Purpose - Oregon Station - Saturday.............................................................................37

Figure 41 Trip Purpose - Snyder Station - Weekday .............................................................................38

Figure 42 Trip Purpose - Snyder Station - Saturday..............................................................................38

Figure 43 Trip Frequency – All Three Stations - Weekday ....................................................................40

Figure 44 Trip Frequency – All Three Stations - Saturday .....................................................................40

Figure 45 Trip Frequency - Pattison Station - Weekday........................................................................41

Figure 46 Trip Frequency - Pattison Station - Saturday ........................................................................41

Figure 47 Trip Frequency - Oregon Station - Weekday.........................................................................42

Figure 48 Trip Frequency - Oregon Station - Saturday .........................................................................42

Figure 49 Trip Frequency - Snyder Station - Weekday .........................................................................43

Figure 50 Trip Frequency - Snyder Station - Saturday ..........................................................................43

Figure 51 Restriped Parking Along West Moyamensing Avenue...........................................................47

Figure 52 – Reconfiguration of West 13th and West 15th Streets...........................................................47

Figure 53 – Improvements to West Passyunk Avenue and South Broad Street......................................48

Figure 54 – Shared Parking Opportunities ..........................................................................................48

Figure 55 Bike Lane Recommendations for South 13th and South 15th Streets .......................................61


Page ES - 1 June 2009

Executive Summary Eng-Wong, Taub & Associates (EWT) in association with Portfolio Associates, Inc. – the project team – was retained by the Philadelphia City Planning Commission (PCPC) to prepare the Broad Street Subway Ridership Study for Pattison, Oregon, and Snyder Stations. The study has been funded by an allocation from the Federal Transit Administration through PENNDOT and the Delaware Valley Regional Planning Commission (DVRPC) and via a local match of 20 percent which was met through in-kind services provided by PCPC.

The Broad Street Subway Ridership Study: Pattison, Oregon, and Snyder Stations concerns an approximately two-mile-long corridor within the City of Philadelphia focused within half-mile radii of each of the three subway stations (or approximately between 11th and 17th Streets). It is bounded by Mifflin Street on the north, Terminal Avenue/I-95 overpass on the south, 11th Street on the east, and 17th Street on the west (see Figure 1)

Figure ES-1 Study Area



The purpose of this study is to develop a better understanding of how the existing transportation network is being utilized, in order to inform a number of ongoing planning and marketing efforts. The study tasks included meetings with an advisory committee, a review of existing studies, a ridership survey of Broad Street Subway passengers at Pattison, Oregon, and Snyder stations, stakeholder interviews and recommendations of strategies and actions for improved transportation and access. Key findings from the ridership survey of passengers boarding trains at Pattison, Oregon, and Snyder Stations include:

• Over 90 percent of the passenger origins are from the South Philadelphia area with most in either the 19145 or 19148 zip codes.

• About 45 percent of the weekday and 37 percent of the Saturday passengers exit the Broad Street line at the City Hall Station

• About 40 percent of the passengers have destinations in Center City • Over 60 percent of the passengers access the subway station by walking

• About 24 percent of the weekday passengers and 28 percent of the Saturday passengers come to the station by bus

• About 66 percent of weekday passengers and almost 58 percent of the weekend passengers walk to their final destination after leaving the Broad Street Subway line.

• Work commute was the trip purpose for almost 62 percent of the weekday passengers and nearly 43 percent of the Saturday passengers

• About 61 percent of the weekday passengers travel on the Broad Street Line about 4 to 5 days a week.

Detailed tabulation and cross tabulation tables can be found in the Appendix.

Based on all of the inputs to the study (a review of existing field conditions, review of past and ongoing studies, Advisory Committee input, Stakeholder interviews, and the ridership survey results), the study area problems/issues that have been identified and the resulting recommendations fall under the following categories:

• Traffic flow and parking, • Buses and shelters • Pedestrian facilities/green space, • Intermodal transfers and wayfinding, and • Bicycle accommodation.

Each of the recommendations is listed in the recommendations matrix (see Table ES-1). The recommendations matrix lists the implementing agency for each action to help facilitate the next steps toward implementation.



Table ES-1 Recommendations Matrix



Table ES-1 Recommendations Matrix (Continued)


Page 1 June 2009

Introduction Eng-Wong, Taub & Associates (EWT) in association with Portfolio Associates, Inc. – the project team – was retained by the Philadelphia City Planning Commission (PCPC) to prepare the Broad Street Subway Ridership Study for Pattison, Oregon, and Snyder Stations. The study has been funded by an allocation from the Federal Transit Administration through PENNDOT and the Delaware Valley Regional Planning Commission (DVRPC) and via a local match of 20 percent which was met through in-kind services provided by PCPC.

Project Purpose The purpose of this study is to develop a better understanding of how the existing transportation network is being utilized, in order to inform a number of ongoing planning and marketing efforts.

The first step was to identify trip patterns. There has been no recent attempt to collect/analyze such data for Broad Street Line riders. Furthermore, current fare technology cannot precisely track riders who use transfers. The southernmost stations on the Broad Street Line have a certain amount of patronage from NJ residents commuting to/from Center City each business day. This may be witnessed by the unusually large number of cars with NJ license plates on nearby residential side streets particularly surrounding Oregon Station and occupying the parking spaces at the Sports Complex surrounding Pattison Station. Snyder Station is the layover point for Bus Route 37 providing direct service to all terminals at Philadelphia International Airport (PHL), and beyond to PHL Business Center, and the City of Chester. In addition to four cross-town bus routes and two bus routes serving PHL and beyond, transfers may also be made to/from a connecting shuttle bus (SEPTA Route 71) at Pattison Station serving the Navy Yard complex.

Knowing subway rider origins and destinations provides a better understanding of subway ridership and intermodal connections, and what current and potential trip generators are being addressed/under-served. This data complements and helps to inform various studies and initiatives including:


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• future SEPTA marketing efforts and communication strategies with riders; • the PIDC Broad Street Subway Extension Feasibility Study to improve access into the Navy Yard; • PCPC’s Stadium Area Transit Study which recommended various phased approaches toward

creating a more transit-oriented and pedestrian-friendlier experience; and • the Delaware River Port Authority (DRPA) PATCO Extension Study, currently underway, which

has a large Philadelphia component including the concept of a light rail connector along the Delaware Riverfront with potential extensions to the Sports Complex (Pattison Station) and Navy Yard.

Given the multi-functionality of the South Broad Street corridor, there are several transportation-related problems affecting the different populations who live and work along it, and travelers who pass through it that the study has examined from a planning perspective including traffic congestion, transit accessibility and intermodal connectivity, parking, pedestrian safety, bicycle use and wayfinding/signage. Finally, the findings of the study look to add value to the current planning for the corridor, by recommending strategies and actions for improved transportation and access.

Project Area The Broad Street Subway Ridership Study: Pattison, Oregon, and Snyder Stations concerns an approximately two-mile-long corridor within the City of Philadelphia focused within half-mile radii of each of the three subway stations (or approximately between 11th and 17th Streets). It is bounded by Mifflin Street on the north, Terminal Avenue/I-95 overpass on the south, 11th Street on the east, and 17th Street on the west (see Figure 1)

These three station areas comprise the “core” of the gateway area that connects the Delaware Valley region’s metropolitan center (Philadelphia’s Center City) with several neighborhoods in South Philadelphia and beyond including the Sports Complex and Navy Yard. Broad Street is a transit corridor for the Broad Street Subway as well as portions of five surface bus routes that follow its alignment. There are also several intersecting transit routes within the study area. It is worth noting that all five surface transit routes that partially operate on South Broad Street have partial or full-time terminals/layovers along South Broad within the study area. The northernmost subway station of the study area at Snyder Avenue is a major transfer point to other SEPTA routes.

Flanking the South Broad Street corridor are several residential neighborhoods that are in a state of flux with some transitioning from middle income to lower income but with most undergoing substantial revitalization with market-rate housing development. These neighborhoods include Girard Estate, Packer Park, the Reserve at Packer Park, The Villas, Siena Place, and Hoffman Estates. Many of the residents of these areas patronize and make regular use of facilities along South Broad Street including commercial establishments, religious and educational institutions, social-service providers, and transit.


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Figure 1 Study Area

Project Stakeholders The Broad Street Subway Ridership Study: Pattison, Oregon, and Snyder Stations builds upon ongoing efforts focused on South Broad Street. The plans and processes already established by PCPC, PIDC, DRPA, and the Sports Complex served as starting points for continued involvement of and cooperation by stakeholders and advisors. An Advisory Committee was identified to guide the project and provide feedback during the course of the project. Four meetings were held with the Advisory Committee at key points in the project. The Advisory Committee was comprised of representatives from PCPC, DVRPC, SEPTA, PIDC, Philadelphia Streets Department, the Philadelphia Parking Authority, Comcast-Spectacor, Office of Economic Opportunity, Mayor’s Office of Transportation & Utilities (MOTU), and Philadelphia City Council (Districts 1and 2).

In addition to the Advisory Committee meetings, three targeted focus group-style Stakeholder interviews were held during the course of the project. Overall Stakeholder Interview objectives aimed to accomplish the following:


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1. Inform elected officials, community based organizations, community residents, commuters, businesses, institutions, agencies and other stakeholders about the Broad Street Subway Ridership Study.

2. Facilitate stakeholder conversations to:

a. Inform stakeholders about the project

b. Understand specific impacts each station’s ridership and facilities has on stakeholders and their constituents

c. Identify the community assets that stakeholders want to emphasize as affected by the Broad Street Subway’s ridership and facilities

i. parks, shopping centers, services, schools, institutions, intersections, etc. that are important

d. Community values, transportation-related values, values unique to South Philadelphia

e. Identify new projects, plans or initiatives including

i. residential projects, ii. plans for new or improved infrastructure,

iii. initiatives to promote local shopping, iv. Improvements to transit, etc.

f. Discuss how future improvement projects impact or may be impacted by the community values identified

g. Help stakeholders articulate the community’s perceived value of the Broad Street Subway and its ridership

h. Ascertain the transit/travel connections made possible by the Survey component of this study

i. Transportation-related problems, improvements or additional transportation-related amenities needed

j. Identify needed transportation-related improvements in the study area (with special focus on transit facilities, operations and accessibility; traffic congestion, bicycle use, pedestrian safety, parking, wayfinding/signage, etc.)

To facilitate more targeted discussions three Stakeholder interview/focus groups were convened. The Stakeholder groups included:

• Group 1: Philadelphia Parking Authority (PPA), Comcast-Spectacor, Sports Complex Special Services District (SCSSD), City Council Districts 1& 2

• Group 2: Streets Dept., MOTU, SEPTA, PADOT, DVRPC, PIDC

• Group 3: Methodist Hospital, St. Agnes Hospital, funeral homes, churches, School District


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Some key discussion points from the three Stakeholder interviews are summarized below by station and overall discussion points for the corridor.

Sample Discussion Points – Pattison Station

• The proposed Philly Live is to begin development after the Spectrum is demolished in Fall 2009. The build out is envisioned to include mixed use, retail, entertainment, and a 300-room hotel.

• The Stadium District Traffic Study is examining the traffic impacts of the sports complex since the new Phillies and Eagles venues were completed five years ago. The study is expected to be completed by end of 2009.

• Pedestrian access by the sports complex is challenging. Many people park in Roosevelt Park so there are numerous attempted mid-block crossings which are dangerous

• Wayfinding is limited or nonexistent. Signage both inside and outside of the station is limited and does not provide a clear path to/from the subways and the various stadium venues.

• Vehicles pull up onto sidewalk areas surrounding the station limiting pedestrian circulation. • Limited use of all headhouses is confusing, especially when approaching on-foot from a

distance.

Sample Discussion Points – Oregon

• Red light camera and countdown pedestrian signals have been installed at the intersection of Oregon Avenue and Broad Street and have been working successfully.

• There have been discussions about beautifying the triangle area at the northwest corner of Oregon Avenue and Broad Street. Currently vehicles park in that area.

• The intersection of Oregon Avenue and Broad Street is not a pedestrian-friendly environment. There are many buses stopping in the vicinity of the station (although not all buses have stops at the corners – some are midblock) along with trucks traveling on Broad Street which make that area unsafe and difficult to navigate.

• Vehicles temporarily park in the bus stop area to drop-off passengers at subway. • The sidewalk is very narrow along the subway head house on north east side of Broad Street.


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• There is vehicle parking on the sidewalk plaza area surrounding the headhouse at the northeast corner of Broad Street and Oregon Avenue.

Sample Discussion Points – Snyder

• A study has been conducted regarding gateway improvements at the intersection of Broad Street, Passyunk Avenue, and McKean Street.

• South Philadelphia High School and Methodist and St. Agnes Hospitals generate subway riders. • Vehicles parked in the center median on Broad Street encroach on the left turn lane.

• Route 37 buses have a difficult time making turns at station. • The parking lot for South Philadelphia High School has a lot of parking spaces and neighbors park

there at night but there is no knowledge of a formal agreement regarding parking. • People don’t use Snyder Station because they don’t feel comfortable or safe – particularly the

elderly.

• Passyunk Avenue and S. Broad Street is a challenging Intersection to navigate for motorists as well as pedestrians and bicyclists.

• The fate of the recently vacated large apartment building just beyond the northwest corner is unclear.

Sample Discussion Points – Corridor

• SEPTA is in the process of implementing a Smart Stations program which includes safety and security upgrades, lighting improvements, etc. at all Broad Street Subway stations.

• Corridor traffic is sluggish but that calms traffic which makes it safer for pedestrians and bicyclists.

• Civic groups are getting more organized; several routinely operate as coalitions when issues are faced that affect areas beyond individual civic boundaries.

• Seniors living in area are afraid of using the subways.

• Wayfinding improvements are needed – there are not good wayfinding landmarks in the corridor.

The findings from the Stakeholder interviews along with the findings from the ridership surveys and feedback from the Advisory Committee was used to develop the recommended actions which are discussed in the final section of this report.


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Ridership Survey

Purpose The purpose of the survey is to identify trip patterns at the three South Philadelphia subway stations -- Pattison, Oregon and Snyder -- and to better understand transfers between travel modes as the current fare technology cannot precisely track riders who use transfers. Knowing subway rider origins and destinations will provide for a better understanding of how the existing transportation infrastructure is being utilized, and which current and potential trip generators are being satisfied or are served. Such data will complement and provide information for various studies and initiatives including future SEPTA marketing efforts and communication strategies with riders.

Survey Methodology The survey was administered as customers entered each of the stations. Survey agents were positioned

at strategic locations along the platforms to randomly intercept and interview customers before they

boarded trains. Customers were selected in a random manner to ensure that interviewer bias

(interviewing only those that appear “approachable” or bias by gender and/or age) would be held to a

minimum and that a representative sample of customers was surveyed at each station.

The survey instrument was programmed into Personal Digital Assistants (PDAs) which were used to

record the data. The PDAs are an important quality control measure to minimize the amount of data

cleaning and editing needed and also to ensure data consistency and reliability.

As a surveyor prepared to conduct interviews at a specific station, he/she began by selecting the survey instrument for that station. For example, if the Pattison survey was selected, all survey records were then coded with Pattison Station as the “boarding station.” The PDA also recorded the time and date of each survey by time stamping each survey record. When surveyors moved to a different station, they logged out of the survey and logged into the survey for the new station.


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A customized survey was created for each station so that the survey question script was specific to that station. For example, the Oregon Station survey did not include Oregon Station as a choice for “Exit Station” and the “Access Mode” bus route response options included routes that serve Oregon Station. The survey included the following questions and response options:

1. Exit Station: At which station will you leave the Broad Street Line? (response options included all stations on the Broad Street Line)

2. Destination: What is your final destination when you leave _______ (station name to be filled-in based on response to Q.1) Station?(Zip code, address or nearest intersection was recorded )

3. Egress Mode: After you leave the Broad Street Line, how will you travel to your final destination?

1. Auto: Driver 2. Auto: Passenger 3. Commuter Van 4. Taxi 5. Walk ONLY 6. Bicycle 7. Bus What bus company/route? 8. SEPTA Regional Rail 9. PATCO High Speed Line 10. Trolley Route Which Route (10, 11, 13, 15, 34, or 36)? 11. Market-Frankford Line 12. Other specify

4. Origin: Where did you begin your trip (Zip code, address or nearest intersection was recorded)

5. Access Mode: How did you get to THIS Broad Street Station?

1. Auto: Driver Where did you park Parking lot, On-Street at the curb, On-Street in the center median, dropped off, other (specify)

2. Auto: Passenger Where did you park Parking lot, On-Street at the curb, On-Street in the center median, dropped off, other (specify)

3. Commuter Van Where did you park Parking lot, On-Street at the curb, On-Street in the center median, dropped off, other (specify)

4. Taxi 5. Walk ONLY 6. Bicycle 7. Bus What bus company/route If Snyder Station (37, 79, or other), if Oregon Station

(7, 68, G, or other); If Pattison (17, 71, or other) 8. Other specify

6. Trip Purpose: What is the main purpose of your trip?

1. Work Commute


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2. Business travel 3. Travel to/from school 4. Shopping 5. Entertainment/Recreation 6. Visit family or friends 7. Medical 8. Other (specify)

7. Trip Frequency: How often do you make THIS trip?

1. 6 or more days a week 2. 4 to 5 days a week 3. 1 to 3 days a week 4. Less than once a week

Survey Schedule The Broad Street Subway Ridership Survey was conducted over three weekdays and one Saturday as per the following schedule:

• Tuesday April 21, 2009 – 5AM to 11AM • Wednesday April 22, 2009 – 11AM to 6PM • Thursday April 23, 2009 – 6PM to Midnight • Saturday April 25, 2009 – 5AM to Midnight

The weekday survey was split over three days so each day consisted of one shift of six to seven work hours and over the course of the three days surveys were conducted between 5AM and midnight at all three stations. While there were events scheduled at the venues near the Pattison Station during each of the weekday survey days, none of the events began or ended during our survey period so the data is that of a “typical” non-event weekday.

The Saturday survey was conducted over one day by staffing several survey shifts throughout the day. The Saturday survey was conducted over the same time period (5:00 AM and midnight) as the weekday survey at all three stations except at the Pattison Station. At Pattison Station, the survey was concluded at 10 pm because the platform was overcrowded since an event had just finished.

Survey Sample Size and Weighting Over 1,800 surveys were conducted including 1,391 weekday surveys and 441 weekend surveys (see Table 1). The Southeastern Pennsylvania Transportation Authority (SEPTA) provided turnstile data in half hour intervals for each station on each survey date which showed that 9,978 people entered the stations during the weekday survey periods and 6,599 people entered the three stations on Saturday. Responses to the survey were expanded or “weighted” so that they would reflect their true proportion in the riding population, and thus could be expanded to that population. This was necessary because various “real-world” conditions (such as crowding and population characteristics) caused response rates to vary from station to station and from time period to time period. The turnstile data was used to


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weight the 1,832 surveys to represent 16,577 people that entered the stations. In general, the weekday data was weighted in half hour intervals by dividing the station entry count for a particular half hour by the number of surveys conducted during that same 30 minute period. There were some exceptions where the weekday data was expanded based on one hour intervals because there were no surveys conducted in that 30-minute period. Through weighting, the survey results depict proportional response rates across the study.

Table 1 Sample Size

Station

Weekday Interviews

Weekday Passengers

Saturday Interviews

Saturday Passengers

Total Weekday and Saturday

Interviews

Total Weekday and Saturday Passengers

(between 5AM and Midnight)

Pattison 377 1,476 111 1,953 488 3,429

Oregon 503 3,192 121 1,780 624 4,972

Snyder 511 5,325 209 2,866 720 8,191

Total 1,391 9,993 441 6,599 1,832 16,592

A review of the SEPTA weekday turnstile data for the survey period reveals that the AM peak hour occurs between 7AM and 8AM at Oregon Station (about 585 passengers) and between 8AM and 9AM at Pattison (235 passengers) and Snyder (nearly 770 passengers) Stations (see Figure 2). During the weekday afternoon, volumes are relatively flat without any notable PM peak hour at Pattison and Oregon Stations from about noon until about 7PM. At the Snyder Station volumes begin to increase with some fluctuations between noon and 6PM with a slight peak (370 passengers) at 3PM.

On Saturdays, volumes entering Snyder (about 100 to 215 passengers each hour) and Oregon Station (about 60 to almost 175 passengers per hour) remain relatively flat for most of the day (see Figure 3). At Pattison Station volumes were also flat (about 30 to about 115 passengers per hour) until they began to increase between 4 and 7PM with a peak of 600 passengers at 6PM.


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Figure 2

Figure 3


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Key Findings and Selected Tables from the Final Weighted Database The following sections contain key findings and selected tables that were prepared from the final weighted database. Specific findings including origins and destinations, boarding and exiting stations, access and egress modes, trip purpose, and trip frequency are discussed. Detailed tabulation and cross tabulation tables can be found in the Appendix including information about the connecting bus routes used by subway passengers.

Origins-and-Destinations One of the key pieces of data obtained from the survey effort was the passenger’s origin (prior to boarding the train) and final destination after exiting the Broad Street Line. Data was obtained at the zip code level. If a passenger did not know their origin and/or final destination zip code, surveyors asked for the nearest intersection, address, or a landmark so that zip codes could be determined during survey post processing. For reporting purposes, the zip codes were aggregated approximating the City Planning Commission Planning Analysis Sections (PAS) as shown in Figure 4; however, two PAS’s (Near Northeast Philadelphia and Far Northeast Philadelphia) were combined and are called Northeast Philadelphia due to low origins/destinations in these PAS’s.

Figure 4 City Planning Commission Planning Analysis Sections


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Weekday passengers at Pattison Station (see Figure 5) primarily came from the South Philadelphia PAS (nearly 70 percent) with most from the 19148 zip code (almost 35 percent) followed by the 19145 zip code (almost 20 percent) and 19112 (about 15 percent). Less than five percent came from the Southwest Philadelphia PAS, and less than 1 percent from the West Philadelphia PAS. Almost eleven percent came from other Pennsylvania Counties and almost 15 percent came from outside Pennsylvania.

At Oregon Station, most of the weekday passenger origins (almost 94 percent) were from South Philadelphia with most (58 percent) from zip code 19148, followed by zip code 19145 with 32 percent (see Figure 6). About 4 percent came from the Southwest Philadelphia PAS.

Similar to the findings at Pattison and Oregon Stations, the passengers boarding trains at Snyder Station (see Figure 7) had origins primarily in the South Philadelphia PAS (about 94 percent) with most (almost 45 percent) from the 19148 zip code followed by the 19145 zip code (almost 44 percent). About 4 percent came from the Southwest Philadelphia PAS.

On Saturday, the pattern was similar at all three stations. Nearly all the origins (90 to almost 98 percent) of passengers boarding trains at the three stations were from the South Philadelphia PAS with most (about 42 to 45 percent) from the 19148 zip code followed by the 19145 zip code (41 to 50 percent).

Figure 5


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Figure 6

Figure 7


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Most of the passengers boarding weekday trains at Pattison, Oregon and Snyder stations were exiting the Broad Street Line at City Hall (41 to almost 49 percent) as shown in Figure 8. The Walnut-Locust Station is the next highest (12 to 14 percent) exiting station. City Hall is located in the heart of Center City Philadelphia and is a major transportation hub with access to many connecting transit routes. The Walnut-Locust stop is just to the south of the City Hall Station with access to the PATCO Line and various universities, hospitals, museums, etc. The Cecil B. Moore/Temple University Station is the exiting station for almost 9 percent of the passengers boarding trains at Snyder Station, about 7 percent of the passengers boarding trains at Oregon Station and about one percent of the passengers boarding trains at Pattison Station. The remaining stations are each exited by five or less percent of the passengers boarding trains at Pattison, Oregon, or Snyder Station. The almost 7 percent of Oregon Station passengers exiting at Allegheny Station may be due to the presence of hospitals and their staff using both stations.

Figure 8

On Saturday a similar pattern occurs (see Figure 9). The City Hall Station has the highest percentage of exiting passengers (36 to 40 percent), and the Walnut-Locust Station has the next highest percentage (8 to almost 15 percent). The exiting percentages at the remaining stations vary from the weekday pattern with the Pattison Station serving as the exiting station for about 9 percent of the passengers boarding at


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Oregon Station and 9 percent of the Snyder Station passengers. This can be attributed to weekend events at the sports complex and recreational activities at FDR Park/Golf Course.

Figure 9

Since more than half of the weekday passengers boarding trains at Pattison, Oregon, and Snyder Stations are destined for either the City Hall or Walnut-Locust Station, it is not suprising that the Center City PAS (see Figures 10 to 12) is the final destination for most of those passengers. About 48 percent of the Pattison Station passengers are destined for the Center City PAS, almost 13 percent stay in the South Philadelphia area, 11 percent travel to Lower North Philadelphia, 6 percent to West Philadelphia, and 5 percent to Olney/Oak Lane. In addition, almost 4 percent travel to other Pennsylvania Counties.

At Oregon Station about 50 percent of the weekday passengers are destined for Center City, 14 percent travel to Lower North Philadelphia, 9 percent stay in South Philadelphia, 7 percent are destined for West Philadelphia, 6 percent travel north to Olney/Oak Lane, and four percent go to Upper North Philadelphia.

Almost 32 percent of the weekday passengers boarding trains at Snyder Station have final destinations in Center City while nearly 21 percent travel to Lower North Philadelphia and 20 percent have destinations in the South Philadelphia area. About 9 percent of the Snyder Station weekday passengers have final destinations in West Philadelphia, 4 percent in Olney/Oak Lane and nearly 4 percent travel to Upper North Philadelphia.


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Figure 10

Figure 11


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Figure 12

On Saturday, Center City continues to be the top destination from all three stations although it commands a lower share (25 to 36 percent) of the passengers because about 21 to 23 percent of the passengers stay in the South Philadelphia area. About 14 to 16 percent are destined for Lower North Philadelphia, 6 to 7 percent to Olney/Oak Lane, about 3 to 6 percent travel to Upper North Philadelphia and about 2 to 6 percent are destined for Northeast Philadelphia.

Access and Egress Modes To better understand transfers between travel modes and how the existing transportation infrastructure is being utilized, passengers were asked about the access mode they used to reach their boarding Broad Street Subway station and the egress mode when they exited the Broad Street Subway line. Depending on their response, specific follow-up questions were asked which are also discussed in this section. Overall, at all three stations weekday and Saturday passengers responded that they “walk only” from their origin (almost 61 percent and 63 percent, respectively) as shown in Figures 13 and 14. Bus (24 and 28 percent) followed by auto drivers (about 9 percent and 4 percent) and auto passengers (nearly 5 percent and almost 3 percent) were the next highest modes. On weekdays and Saturdays, about 1 percent come by bicycle and less than one-half a percent come by taxi. On weekdays less than one percent come by commuter van.


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Figure 13

Figure 14


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When examining the access mode by station on weekdays (see Figure 15), the walk share at Oregon (nearly 60 percent) and Snyder (68 percent) Station is higher than at Pattison Station (almost 37 percent). The bus shares at Oregon (about 25 percent) and Snyder (27 percent) are similar while at Pattison Station (nearly 12 percent) it is lower. At Pattison Station where there is easy access to the off-street parking lot at the stadium, the auto driver (nearly 36 percent) and the auto passenger (almost 11 percent) shares are higher than at Oregon (driver – 8 percent, passenger – 6 percent) and Snyder (driver – almost 2 percent, passenger about 2 percent) Stations. The commuter van share comprises 5 percent at Pattison Station with most commuter vans serving the Navy Yard. At all three stations the bicycle share is about one percent (or about 85 total bicycles) and the taxi share is less than one-half percent to zero at Snyder Station.

On Saturdays, the walk only and bus mode shares are somewhat more balanced between the stations (see Figure 16). Snyder Station has the highest walk only share (nearly 68 percent), followed by Pattison Station (63 percent) and Oregon Station (nearly 56 percent). The bus share is highest at Oregon Station (almost 33 percent), followed by Snyder Station (27 percent) and Pattison Station (26 percent). The combined auto share (driver and passenger) is highest at Oregon Station (about 5 to 6 percent each) followed by Pattison Station (6 percent – auto driver, 2 percent – auto passenger) and Snyder Station (2 percent each). It is important to note that the off-street parking lot at the stadium at Pattison Station is open on the weekend. If there is an event an attendant is present, the cost of parking is $12 and it is open to anyone (event attendees and others). If there isn’t an event, there are no attendants and parking is free. Also, Methodist Hospital has an agreement with the parking lot operator that allows hospital employees who display a special hang tag to park in a designated area of the lot during the week and on weekends. At Pattison Station, the Saturday bicycle share is nearly 3 percent while it is lower at Oregon (about 1 percent) and Snyder (less than one-half percent) Stations. Taxi use is also low – less than one-half percent at Snyder Station and zero at the other two stations.

Passengers that indicated they came to the station by bus were asked what bus route they used (see Figures 17 thru 22). This question was customized by station to include only the buses that served each station. Unfortunately, a number of passengers either didn’t answer the question or responded that they “didn’t know” or that they would use “whatever bus came by.” Several bus routes serve each station or have stops within walking distance of the station as show in Table 2 on page 25. An explanation for this rather high rate of no response could be use/abuse of transfer privileges and therefore an unwillingness of passengers to give an accurate answer. For instance, passengers who live near Packer Avenue may find it easier to board a “C” bus to connect to the subway at Oregon Station.

During the weekday almost 65 percent of the passengers that boarded trains at Pattison Station and came by bus used the Route 71 bus. About 3 percent each used the Route C, Route 17 and Route G with about 26 percent not responding. On Saturdays the Route 71 bus does not run so other routes were used including the Route 68 (14 percent), Route G (nearly 13 percent), Route 17 (6 percent) and Routes 37 and Route C (about one-half percent each). About 66 percent of the passengers did not respond or did not know what bus route they used.


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Figure 15

Figure 16


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Figure 17

Figure 18


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Figure 19

Figure 20


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Figure 21

Figure 22


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Table 2

Study Area Bus Routes

Bus Route Service Area Description Stations Served Saturday

Service Pattison Oregon Snyder Route 7 Strawberry Mansion to Pier 70 X Yes

Route 17 South Philadelphia to Penn's Landing X Yes Route 23 Chestnut Hill to South Philadelphia X Yes

Route 37 South Philadelphia to Eastwick and Chester Transportation Center via Philadelphia International Airport X Yes

Route 68 South Philadelphia to UPS X Yes Route 71 Pattison Station To The Navy Yard X No Route 79 South Philadelphia Crosstown via Snyder Avenue X Yes

Route C Center City and South Philadelphia to Fern Rock Transportation Center and West Oak Lane X X Yes

Route G South Philadelphia to Overbrook and Lankenau Hospital X Yes

Greyhound Bus Line

Lucky Streak service from Philadelphia to Atlantic City Casinos X Yes

At Oregon Station, Route 7 is the most heavily used bus route capturing almost 26 percent of the weekday riders and almost 30 percent of the Saturday riders. Route 68 is the next highest with 9 percent of the weekday riders and about 2 percent of the Saturday riders. Three routes -- Route 23 (almost 4 percent), Route 79 (about 1 percent) and Route C (less than one-half percent) –captured the rest of the weekday riders. The non-response was high at this location – 60 percent on the weekday and almost 68 percent on the weekend. At Oregon Station, the high rate of no response is possibly attributable to the many connecting bus routes, most of which run in parallel alignments on the segments of Oregon Avenue between Front and 24th Streets. As such, a great many bus-to-subway transferees may honestly not pay attention to the bus route(s) they use to get to Oregon Station. These assumptions have an even greater validity when considering the lower rate of no response at Snyder Station which has only a single cross-town connection serving it and another longer-distance bus to International Airport and beyond.

At Snyder Station, most of the bus passengers used Route 79 (75 percent on weekdays and almost 59 percent on Saturday). The next highest route was Route 37 with almost 16 percent of the weekday bus riders and 13 percent of the Saturday riders. On weekdays the remaining bus transfers were from the Route C (almost 3 percent), the Greyhound bus (about 1 percent), and Route’s 68 and 71 (one-half percent each). Almost 5 percent of the bus passengers on weekdays did not respond. On Saturdays the remaining bus transfers were from the Greyhound bus which serves Atlantic City (6 percent), and Route C, G, 7, and 23 each about one and one-half to two percent. About 15 percent of the bus passengers did not respond.


Page 26 June 2009

This study also looked to identify where subway passengers were parking since parking is in such high demand in the South Philadelphia area. Passengers that accessed the subway as an auto driver or as an auto passenger were asked where they parked. Four response options were available – parking lot, on-street at the curb, on-street in the center median, or else they were dropped-off (see Figures 23 to 28).

At Pattison Station, 72 to 74 percent of the passengers were parked in the parking lot on a weekday and Saturday. About 24 percent were dropped-off on a weekday and nearly 20 percent were dropped off on a Saturday. About 2 percent were parked on-street at the curb on a weekday and 8 percent on Saturday while no one was parked in the center median on either day since there isn’t a center median area near the Pattison Station where one is able to park.

At Oregon Station, almost 51 percent of the weekday passengers coming by auto were dropped off and about 45 percent of the Saturday passengers were dropped off. Nearly 39 percent of the weekday passengers were parked on-street at the curb and 32 percent of the Saturday passengers. About 6 percent of the weekday passengers and nearly 23 percent of the Saturday passengers coming by auto said they parked in a parking lot. About 4 percent of the weekday passengers were parked on-street in the center median and none of the Saturday passengers.

Figure 23


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Figure 24

Figure 25


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Figure 26

Figure 27


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Figure 28

At Snyder Station 60 percent of the weekday and Saturday passengers that came by auto were dropped off at the station. About 36 percent of the weekday passengers and 20 percent of the Saturday passengers parked on-street at the curb. About 2 percent of the weekday passengers and 10 percent of the Saturday passengers parked in a parking lot and about 2 percent of the weekday passengers and 10 percent of the Saturday passengers parked on-street in the center median.

SEPTA staff requested that the survey capture information regarding bicycles that are brought on-board trains. If a passenger responded that they came to the station by bicycle, the survey agent recorded whether or not they had a bicycle with them at the platform. About 20 percent (2 bicyclists) of the weekday passengers and nearly 15 percent (8 bicyclists) of the Saturday passengers that came by bicycle to the Pattison station had the bicycle with them at the platform (see Figures 29 and 30). All of the weekday and Saturday passengers that used a bicycle as their access mode to Oregon station brought the bike with them on the platform and almost 42 percent (22 bicyclists) of the weekday and one hundred percent of the Saturday passengers that came to Snyder Station by bicycle brought the bicycle on-board.


Page 30 June 2009

Figure 29

Figure 30


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Passengers were asked to identify the egress mode they would be using to reach their final destination once they exit the Broad Street Subway. Since the passengers that were surveyed as they boarded trains at Pattison, Oregon, and Snyder Stations could exit the subway at any of the stations along the line, there was wide variety of egress mode responses (see Figures 31 and 32). However, a majority of the weekday (66 percent) and Saturday (nearly 58 percent) of the passengers indicated that they “walk only” to their final destination. Transferring to a bus had the second highest response – nearly 13 percent of the weekday passengers and about 17 percent of the Saturday passengers. More details about the bus routes used can be found later in the Appendix. On weekdays, the Market-Frankford Line is the third highest mode (12 percent) with the remaining modes (trolleys, auto drivers and passengers, SEPTA Regional Rail, PATCO High Speed Line, bicycle, taxi, and commuter van) each representing three percent or less. On Saturdays, passengers transferring to the Market-Frankford Line is the third highest mode (nearly 10 percent) followed by SEPTA Regional Rail (5 percent), auto drivers (4 percent) and the remaining modes (trolleys, auto passengers, bicycle, and PATCO High Speed Line) representing three percent or less.

Figure 31


Page 32 June 2009

Figure 32

Passengers that exited Broad Street Subway trains and said they were using a trolley to get to their final destination were asked to identify the trolley route they expected to ride. The top trolley routes (see Figures 33 and 34) that were identified include the Route 10 (weekday -- almost 28 percent, Saturday -- 34 percent), Route 11 (weekday – almost 20 percent, Saturday – 31 percent), Route 13 (Weekday – 18 percent, Saturday – 13 percent), and the Route 15 (weekday – nearly 13 percent, Saturday – almost 6 percent). About 10 percent of the weekday respondents and 14 percent of the Saturday respondents did not answer or did not know which trolley route they would be taking. This is more than likely due to a destination somewhere between 19th and 40th Streets on Routes 11, 13, 34, and 36 in which case a passenger may simply board whatever route comes next (except for Route 10 in some instances).


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Figure 33

Figure 34


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Trip Purpose and Trip Frequency Passengers were asked to identify the purpose of their trip and how frequently they make the trip. During both the weekday and Saturday surveys most passengers boarding trains at Pattison, Oregon, and Snyder Stations were commuting to work (see Figures 35 and 36) although as expected the weekday percentage (nearly 62 percent) is higher than Saturday (almost 43 percent). On weekdays, traveling to and from school has the next highest percentage (about 14 percent) followed by visiting family and friends (8 percent) and entertainment/recreation (5 percent). The remaining trip purposes accounted for three or less percent each. On Saturday trip purposes are somewhat different. After commuting to work, entertainment/recreation is the next highest (30 percent), followed by visiting family and friends (almost 10 percent), shopping (nearly 8 percent) and traveling to/from school (about 4 percent). The remaining trip purposes each accounted for less than 2 percent. A look at the trip purpose by station reveals additional insights into each station’s ridership characteristics (see Figures 37 to 42). Commuting to work is the highest trip purpose at Pattison Station (weekday – nearly 78 percent, Saturday --45 percent) and entertainment/recreation was the second highest trip purpose (weekday – almost 7 percent, Saturday – nearly 44 percent). It is important to note that there was an event during the evening of the Saturday survey which is likely the reason for the high entertainment/recreation percentage. All other trip purposes are 6 percent or less each.

At Oregon station commuting to work is again the highest trip purpose (weekday – 68 percent, Saturday – almost 49 percent). On weekdays, traveling to/from school is the second highest trip purpose (12 percent) followed by entertainment/recreation (almost 6 percent) and visiting family and friends (almost 4 percent). All other trip purposes are less than 3 percent each. On Saturdays, the second highest trip purpose is entertainment/recreation (27 percent) followed by shopping (12 percent), traveling to/from school (nearly 5 percent) and visiting family and friends (4 percent). The remaining trip purposes account for less than 2 percent each.

At Snyder Station commuting to work is the highest trip purpose (weekday – 53 percent, Saturday – almost 38 percent). With South Philadelphia High School at the corner of Broad Street and Snyder Avenue, it’s not surprising that traveling to/from school is the second highest weekday trip purpose (17 percent). Visiting family and friends is the third highest weekday trip purpose (nearly 13 percent) with all others accounting for less than 4 percent each. On Saturdays, entertainment/recreation trips represent the second highest trip purpose (23 percent) followed by visiting family and friends (16 percent), shopping (8 percent) and traveling to/from school (almost 5 percent). All other trip purposes account for less than 4 percent each.


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Figure 35

Figure 36


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Figure 37

Figure 38


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Figure 39

Figure 40


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Figure 41

Figure 42


Page 39 June 2009

Passengers were also asked how often they make this trip to determine trip frequency. Since most people boarding trains at Pattison, Oregon, and Snyder Stations on a weekday responded that they were commuting to work, it is not surprising that most people (61 percent) said they make this trip 4 to 5 days a week (see Figure 43). About 17 percent of the weekday passengers at the three stations said they travel 1 to 3 days a week, 12 percent travel less than once a week and about 9 percent make the trip 6 to 7 days a week.

On Saturday, the trip frequency is more proportional among the choices (see Figure 44). Almost 30 percent make the trip less than once a week, about 28 percent travel 4 to 5 days a week, 24 percent make the trip 1 to 3 days a week and almost 19 percent said they make the trip 6 to 7 days a week.

A look at the trip frequency results by station shows some of the trip making patterns (see Figures 45 to 50). At all three stations most weekday passengers travel 4 to 5 days a week (59 to 68 percent) while the remaining trip frequency percentages vary by station. At Pattison Station 12 percent of the passengers travel less than once a week, almost 11 percent travel 1 to 3 days a week and about 8 percent travel 6 to 7 days a week. At Oregon Station, 15 percent of the weekday passengers travel 1 to 3 days a week, 12 percent travel 6 to 7 days a week and 10 percent travel less than once a week. At Snyder Station, 20 percent travel 1 to 3 days a week, 13 percent travel less than once a week and almost 8 percent travel 6 to 7 days a week.

On Saturday, the trip frequency percentages are fairly proportional at Oregon and Snyder Stations but not at Pattison Station. On Saturdays, 43 percent of the Pattison Station customers said they travel less than once a week (most likely since this station serves the Stadium area and people don’t travel there regularly), about 25 percent travel 4 to 5 days a week, 21 percent travel 1 to 3 days a week and almost 11 percent travel 6 to 7 days a week. About 27 percent of the Saturday Oregon Station passengers said they travel 4 to 5 days a week and another 27 percent said they travel less than once a week, 22 percent travel 1 to 3 days a week and nearly 23 percent travel 6 to 7 days a week. At Snyder Station, almost 30 percent of the passengers travel 4 to 5 days a week, nearly 27 percent travel 1 to 3 days a week and about 22 percent travel less than once a week and another 22 percent travel 6 to 7 days a week.


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Figure 43

Figure 44


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Figure 45

Figure 46


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Figure 47

Figure 48


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Figure 49

Figure 50


Page 44 June 2009

Identified Issues and Recommended Actions One of the study goals is to utilize the findings to add value to current corridor planning by recommending strategies and actions for improved transportation and access. Given the multi-modal aspects of the South Broad Street corridor, there are several transportation-related problems affecting the different populations who live and work along it, and travelers who pass through it. Study area issues were identified through field visits, Advisory Committee meeting discussions, stakeholder interviews, the ridership survey results, and a review of recent studies and planned activities.

There are several efforts underway that address associated problems of South Broad Street including:

• SEPTA subway station upgrades to all three of the stations in the study area (recently completed or programmed);

• Streets Department’s recent improvements to the streetscape, lighting, signals, etc., in the stadium vicinity;

• PPA’s new red-light cameras at the intersection of Broad Street and Oregon Avenue;

• South Broad Street Neighbors Association (SBSNA) and Central South Philadelphia Civic Association Alliance (CSPCAA) study of the physical form of South Broad Street between Washington and Oregon Avenues, currently underway;

• PIDC Commercial Corridors study of Broad & McKean, currently underway;

• Community Design Collaborative: Infill Philadelphia Commercial Corridors conceptual design study of gateway treatment for East Passyunk corridor, 2006;

• Community Design Collaborative: Infill Philadelphia Commercial Corridors Broad & Passyunk Strategies for a Gateway, 2007; and

• PCPC’s Urban Design Study for the East Passyunk Avenue and Reed Street Community Gateway.

These studies have been reviewed by the consultant team to identify issues and recommendations related to the Broad Street Survey study area. Most of these efforts touch on transportation and access issues; however, the study focus is generally on discrete locations within the Study Area, not necessarily associated with the subway stations exclusively.

There are also several ongoing studies/initiatives (which have also been reviewed by the consultant team) that may benefit from the ridership survey results and the recommended actions including:

• future SEPTA marketing efforts and communication strategies with riders;

• the PIDC Broad Street Subway Extension Feasibility Study to improve access into the Navy Yard; • DVRPC’s Airport Transportation Study, which is examining regional access to/from Philadelphia;

• PCPC’s Stadium Area Transit Study which recommended various phased approaches toward creating a more transit-oriented and pedestrian-friendlier experience; and

• the DRPA PATCO Extension Study, currently underway, which has a large Philadelphia component including the concept of a light rail connector along the Delaware Riverfront with potential extensions to the Sports Complex (Pattison Station) and Navy Yard.


Page 45 June 2009

A key requirement of this study was that the recommendations be realistic, that they have not been developed in a vacuum, and that they are based on conditions specific to Philadelphia and the neighborhoods surrounding the stations. Based on all of the inputs to the study (a review of existing field conditions, review of past and ongoing studies, Advisory Committee input, Stakeholder interviews, and the ridership survey results), the study area problems/issues that have been identified and the resulting recommendations fall under the following categories:

• Traffic flow and parking, • Buses and shelters • Pedestrian facilities/green space, • Intermodal transfers and wayfinding, and • Bicycle accommodation.

The next sections describe each of these problem areas/issues along with recommended solutions and/or further study based on the study findings. The report is concluded with a recommendations matrix which lists the recommendations and the implementing agency(s).


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Traffic Flow and Parking The study area section of South Broad Street is a congested roadway serving multiple uses. It serves as a connector to major highways like I-95 and the Schulykill Expressway (I-76) and as a local arterial from the Stadium District to Center City Philadelphia. It is flanked by many land uses including parks, Stadiums, retail, residential, schools, institutional, etc. The corridor is multimodal with the Broad Street Subway running underground, numerous surface bus routes, autos, trucks, bicyclists, and pedestrians all attempting to utilize the same tight corridor. Parking is in great demand and nearly every available space is utilized including unconventional parking areas like the center median. Although parking in the center median is unconventional, it is accepted and “unofficially” allowed.

While one would expect to hear complaints about slow travel speeds, that did not occur during this study. When Stakeholders were asked about traffic, it was just accepted that the corridor was sluggish because of all the demand on it. However, parking was a topic of conversation by the Stakeholders who indicated that more parking was needed and questioned who was utilizing existing parking – particularly parking in the center median. Although the ridership survey results showed that less than 10 percent of the Subway passengers are accessing the station by auto, that still amounts to several hundred each day. The density and confines of much of the areas around the tree subway stations often leads to parking in the medians, sidewalks, and in left-turn lanes.

Several areas were identified where additional parking may be allocated by restriping (see Figures 51 and 52). Along the triangle section of West Moyamensing Avenue near the corner of Broad Street and Oregon Avenue it may be possible to remove part of the island and restripe with back-in angle parking to create about five additional spaces. West Moyamensing Avenue near Marconi Plaza could also be restriped to create 10 additional spaces. Restriping along South 13th and South 15th Streets (and adding a bicycle lane which will be discussed in the bicycle accommodation section) could add about 9 parking spaces.

Vehicles park along the north side of Passyunk Avenue west of Broad Street in a disorganized manner because parking stalls are not striped and technically parking is not permitted in this area. Since parking occurs and has been allowed, the Philadelphia Parking Authority in conjunction with the Department of Streets and the Philadelphia Police, should examine whether parking may continue to be prohibited or whether that regulation can be rescinded. If parking is allowed, it should be striped on both sides of the street to allow back-in angled parking so that the maximum number of vehicles can park (see Figure 53).

Additional parking may also be provided through a public/private shared parking agreement with some of the nearby schools and hospitals (see Figure 54). Stakeholders informed us that on weekends residents informally park in the South Philadelphia High School parking lot. Also, in the past there was an agreement with Methodist Hospital and the community to let residents use available parking in their garage for a nominal monthly fee. Agreements like these should be explored with the High School, Methodist and Saint Agnes Hospitals and other community neighbors with available parking.


Page 47 June 2009

Figure 51 Restriped Parking Along West Moyamensing Avenue

Figure 52 Reconfiguration of South 13th and South 15th Streets


Page 48 June 2009

Figure 53 Improvements to West Passyunk Avenue and South Broad Street

Figure 54 Shared Parking Opportunities


Page 49 June 2009

Beyond the concerns about parking, Stakeholders indicated that the intersection of Broad Street and West Passyunk Avenue was difficult for both pedestrians and vehicles to navigate since five roadway approaches come together. Improved and re-painted crosswalks along with additional signage and lane extension pavement markings through the intersection could improve navigation and safety at the intersection.


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Buses and Shelters The Broad Street corridor is well served by buses. About 10 routes have stops in the vicinity of one or more of the three study area Subway stations. The ridership survey results showed that bus travel was the second highest access mode (24 percent on weekdays and about 28 percent on Saturdays). Improvements to the bus facilities and intermodal connections will benefit Subway riders, bus riders and the general community. During the Stakeholder interviews, several bus-related issues were identified and these issues were confirmed during field visits including:

• buses not pulling up to the curb; • vehicles illegally parked or dropping off passengers at signed bus stops; • limited information about buses serving particular bus stops;

• poorly maintained or inadequate/non-existent bus shelters; • lack of coordination between bus and subway transfers; and • limited or no weekend service on some bus routes.

Extensive public outreach as part of the City's preparation of the DRAFT Greenplan Philadelphia report included recommendations for the South Philadelphia area to "improve transit systems and infrastructure" and to "improve policing and enforce laws" which is supported by this study.

Recommendations include SEPTA operations staff working with bus drivers via training sessions to encourage them to pull to the curb so that passengers can board buses safely. By encouraging buses to pull to the curb, traffic flow is not impeded. Additional Philadelphia Police force enforcement of parking regulations by ticketing and towing vehicles that are illegally parked or dropping off/picking up at bus stops is recommended.

More passenger information about buses serving the areas around the stations is needed. Existing bus shelters could be upgraded or enhanced and new shelters could be constructed to include service routes

A bus observed not pulling fully to the curb A bus unable to pull fully to the curb because of a car

parked in the bus lane


Page 51 June 2009

and schedules. Consideration should also be given to improving the Casino bus stop near Snyder Station and better marketing and signage of that service. Stakeholders and subway passengers both mentioned that there is a lack of coordination between buses and subways.

Almost 65 percent of the Subway passengers that arrive at Pattison Station by bus are riding the Route 71 bus which serves the Navy Yard. In addition, several companies in the Navy Yard operate private shuttle service between Pattison Station and the Navy Yard. With the potential development and expansion of the Navy Yard, further study should be given to expanding the service hours and starting weekend operation of the Route 71 bus.

An existing bus stop along South Broad Street An existing bus stop near the corner of Snyder Avenue and

South Broad Street that does not have a bus shelter

A example of a high-tech bus shelter An example of a low-tech bus shelter


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Pedestrian Facilities/Green Space Improvements to the pedestrian facilities surrounding the stations and additional green space will benefit subway passengers since the ridership survey data showed that over 60 percent of the passengers access the subway by walking only and most have origins close to the stations. Pedestrian facility improvements will also benefit the neighboring community near Snyder and Oregon Stations since both station areas have a shopping district adjacent to the station that appears to be patronized by both residents and people who work in the area. Visitors to and employees of the Stadiums near Pattison Station and people visiting FDR Park would benefit from pedestrian improvements in that area. At the Stakeholder group interviews, representatives said that the intersection of Broad Street and Oregon Avenue is not a pedestrian-friendly environment. The crosswalks and sidewalks – particularly near Snyder and Oregon Stations are in poor condition.

The Stakeholders also commented that people did not feel safe using the subway. Security issues are often less of an actual problem and more of a perceived problem. Improvement to the pedestrian environment and additional green space in the station areas, particularly at Snyder Station, would certainly make the area more inviting and active, potentially providing a “safer” perception of the area. Another safety concern that was mentioned by Stakeholders was attempted midblock crossings near Pattison Station. Broad Street is very wide and vehicles often travel at high speeds through this area so attempted crossings at midblock can be very dangerous.

Both the 2004 Stadium Area Transit Study and the Infill Philadelphia: Commercial Corridors Study discuss the inadequate pedestrian facilities and the lack of green space in the study area and have recommendations to remedy the situation. The Stadium Area Transit Study recommends:

• widening the Pattison Avenue sidewalk • adding pedestrian-scale lighting and landscaping

• Installing attractive fencing and/or perhaps bollards along both sides of Pattison Avenue to guide pedestrians to designated mid-block crossing locations

An existing faded crosswalk at the corner of Snyder

Avenue and South Broad Street

An existing faded crosswalk at the corner of Oregon

Avenue and South Broad Street


Page 53 June 2009

The Infill Philadelphia: Commercial Corridors Study stated that East Passyunk’s gateway intersection at Broad Street is difficult to navigate and lacks the flavor of the rest of the corridor and that this intersection can be confusing, even intimidating for both drivers and pedestrians because it is a five-point intersection. Some of the recommendations from Infill Study that are supported by this study’s findings include:

• Create gateways to enhance commercial corridor visibility • Redesign intersection and public areas to create outdoor amenities and improve the pedestrian

experience • Re-engineer the Broad and Passyunk intersection to permit left-hand turns by southbound

Broad Street drivers, making the Avenue easier to access • Add bump outs to shorten walking distances for pedestrians crossing Broad Street and slow

down drivers entering the East Passyunk Avenue commercial corridor.

Pedestrians are at risk whenever they cross Broad Street. The degree of risk depends on the complexity of the vehicular and pedestrian traffic patterns and the effectiveness of supplementary information provided regarding the crossing location, direction, and duration. At intersections, turning vehicles and the speed at which they travel pose the greatest threat to pedestrians because the motorist's attention is focused primarily on other motorists.

In addition to the geometric design of the intersection, pedestrian safety also relies heavily on the information that is provided to pedestrians (e.g., signs or signals). All pedestrians, including people with vision impairments, need the same information at an intersection. Providing vital information in multiple, accessible formats (e.g., visual, auditory, tactile) also benefits all pedestrians since information is better recognized and remembered if it is understood by multiple senses. Generally, the more complex the crossing, the more important it is to have accessible information about the crossing location, direction, and duration.

Techniques that can help improve pedestrian conditions and access at intersections and should be considered and evaluated for study area intersections (with priority given to crosswalks adjacent to the Subway headhouses) through a follow-up study include:

• Provide curb extensions to decrease crossing distances and increase pedestrian visibility; • Increase the pedestrian crossing times to accommodate people who walk slow including

physically challenged individuals; • Restrict right turns on red; • Install accessible pedestrian signals to assist people with vision impairments; • Consider midblock signalized crossings with accessible pedestrian signal opportunities near busy

intersections to encourage people to cross where there are fewer potential points of conflict with motorists; and

• Add pedestrian countdown signal indicators if they do not already exist.


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At a minimum the crosswalks and sidewalks near the stations need to be improved, even if this just involves rehabilitating the sidewalks and repainting the crosswalks using the current continental layout. This layout consists of the ladder layout with the transverse lines removed and is most visible to motorists and to those with low vision and cognitive impairments.

There are also several opportunities around the Snyder and Oregon Stations to provide additional green space or streetscape improvements.

At Snyder Station, the classic subway entrances provide an opportunity to advertise transit. The Subway entrance on the southeast corner may provide an opportunity for the School District in conjunction with SEPTA to do something creative (glass canopy, replica of cast-iron subway kiosk, etc.). The generous apron on that same corner would provide excellent bike parking/bike-share opportunities or even adding some planters and streetscape improvements. It may be possible to support and/or fund these improvements and the necessary maintenance through a public/private partnership with Walgreen's, CVS and/or other surrounding businesses.

The newer glass and concrete subway headhouses and recent SEPTA station renovations at Oregon Station provide an excellent opportunity to reflect those investments back to the community by providing an actual gateway to the neighborhood.

The underutilized and barren concrete "plaza" surrounding the subway headhouse at the northeast corner of Broad Street and Oregon Avenue provides a wonderful opportunity to celebrate the subway beneath it and the buses alongside it while providing a useful and aesthetically-pleasing bit of open-space for the cramped neighborhood. Possibilities could include: a small dog park, aerobics station, bicycle facility, sculpture garden, designated outdoor classroom/recreation space for the new Charter grade school just opposite the site and the new Daycare facilities that have sprung up nearby. It is noteworthy that the dense rowhouse neighborhoods north of Oregon and south of Snyder on the east side of Broad have no open space or recreational opportunities nearer than Mifflin Square at 6th &

A pedestrian countdown signal similar to what has been

installed at select locations in the corridor.

An existing crosswalk in the corridor near the stadium

district


Page 55 June 2009

Ritner Streets, or about one mile east of Broad Street so utilizing the existing station around the space in a more creative/public-friendly way would provide an amenity to the community that is not readily available.

The triangle on the west side of Broad Street at the northwest corner of Oregon Avenue provides another potential "complementary" community space for the neighbors on the west side of Broad Street. In addition to or instead of creating more parking options, it may be possible to incorporate a small area of community space like a garden, a few higher-quality benches, a chess table or two, etc.

An example of streetscape improvements. An example of a gateway treatment.


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Intermodal Transfers and Wayfinding Throughout the corridor and specifically at the stations there is a lack of wayfinding information. This is most prominent near Pattison Station. The Stadium District is a valuable asset for the City of Philadelphia and its surrounding metropolitan region. With four vibrant sports/entertainment venues located in such close proximity to each other and with access to multiple transportation modes, the District displays some of the unique characteristics of a downtown area despite its distance from Philadelphia’s Center City. Visitors to the various venues are likely to be infrequent customers who require more guidance and direction to reach their venue.

The level of activity associated with the various attractions at these multiple venues, coupled with prospective redevelopment plans for the area, present a number of challenges involving the safe and efficient movement of and intermodal transfers between the various transportation modes serving the area. Many stadiums give the highest priority to pedestrians, from street closures (in many cities) to provision of a pedestrian “walk” (e.g., “Ravens Walk” in Baltimore) which could be achieved and should be considered in the Stadium District.

The Stadium Area Transit Study states the existing wayfinding and signage system and the lack of direct pedestrian connectivity to certain venues from the Pattison Station pose obstacles to promoting transit access to the Sports Complex.

The Stadium Area Transit Study recommends, and the findings from this study support, maximizing the utility of Pattison Station through better pedestrian circulation including sidewalk, crosswalk, and landscaping enhancements, accommodation of direct pathways, traffic calming, wayfinding, and lighting improvements. Specific recommendations for improving the overall pedestrian experience include:

• Provide enhanced directional signage and information at the platform and surface levels. It is especially important to direct emerging subway riders to the appropriate staircase/headhouse in order to avoid or minimize grade-level crossings.

• Install/improve pedestrian pathways to shorten and/or enhance the walking environment between the Pattison Station and the four venues. One option involves installing a “shortest

Wayfinding signage near Heinz Field in Pittsburgh. Pedestrian safety zones within parking fields in Seattle.


Page 57 June 2009

distance” pathway that cuts diagonally across the Spectrum-Wachovia Center parking area and links the station to Lincoln Financial Field. A second option involves installing and widening walkways to improve orthogonal linkages. Both options include installation of various amenities such as street trees, landscaping, and pedestrian-scale lighting, to enhance the walking experience (see the figure below from the Stadium Area Transit Study P. 51, Fig. 4-16).

• For both options, improvements would also be made to the transit plaza that includes Headhouses #3 and #4 (on the southeast corner of the intersection of Pattison Avenue and Broad Street). Currently most transit riders exit the plaza through the gate and walk to the fence surrounding the perimeter of the parking area adjacent to the Spectrum and then walk across the Spectrum parking lot. The Stadium Area Transit Study recommends closing this gate and channeling pedestrians to an expanded pedestrian plaza at the southeast corner of the existing Headhouse #4 (see the figure below from the Stadium Area Transit Study P. 50, Fig. 4-15).

• Better coordinated marketing efforts for transit services.

In addition to specific improvements at Pattison Station, overall wayfinding improvements in the corridor are recommended. Customers, especially first time customers or visitors, trying to reach the stations on foot, bike, or automobile have relatively few, if any, wayfinding signs to guide them to the station.

The relationship between the station and downtown points of interest is not clear. There is no neighborhood map to help orient and guide visitors or to pinpoint the specific locations of other transportation providers.

Stadium Area Transit Study P. 51, Fig. 4-16 Stadium Area Transit Study P. 50, Fig. 4-15


Page 58 June 2009

There is limited information about the bus schedules and bus stop locations for other transit providers. Each of the stations is served by multiple bus routes. However, not all these bus routes are obviously located from the station exit doors. With the diverse and numerous customers using the station, a transportation directory is needed. Directories or Information Kiosks at Pattison, Oregon, and Snyder Stations that include intermodal transfer information, neighborhood information, and appropriate directional signage is recommended. A wayfinding/branding system along the Broad Street corridor is recommended. A branding system like the Avenue of the Arts pylons (such as at Broad Street & Washington Avenue) or a wayfinding signage system signifying this portion of the corridor is "downtown South Philly" will help develop a sense of community spirit and pride and help visitors gain a sense of direction and an idea of what the community has to offer.

In addition to wayfinding improvements, intermodal connections should be studied at Oregon station. In particular, internal and external pedestrian circulation should be studied related to the available entrances and exits and intermodal transfers. Maintaining the north headhouse of Oregon Station as an entrance at least during peak hours will facilitate quicker and safer transfers and reduce street level congestion and pedestrian/auto conflicts.

Wayfinding Examples


Page 59 June 2009

Bicycle Accommodation Bicycling is one of the most efficient forms of transportation. It is good for your health, good for the environment, and cost effective. It is also fun, and helps create more vibrant and safe communities. SEPTA has recently launched a dedicated initiative to educate and encourage the Greater Philadelphia region to live green by riding public transportation. The effort, entitled “Go Green Go SEPTA,” uses community events, strategic partnerships and advertising to educate the public on the vital role public transportation plays in preserving the environment and promoting cleaner air. While this initiative is encouraging people to use transit, a supplemental initiative to walk or use a bicycle to access transit would be consistent with this environmentally conscious campaign and is recommended. To support bicycle access to the Subway and nearby bus routes, bicycle accommodations are needed.

While the ridership survey results showed only a small portion of the riders access transit by bicycle, bicycle usage in the surrounding community seems fairly high (as shown by the photos on the next page) and is supported by a bicycle lane on Oregon Avenue and “Share the Road” signs on Broad Street near the Stadiums. To support the existing bicycle usage and to encourage additional bicycle trips, several measures are recommended including bicycle parking and additional bicycle lanes.

All three stations have ample apron area outside the head houses to add bicycle racks. This recommendation concurs with the Bicycling Advisory Task Force Report which recommended “continued installation of bike racks” and “bike parking in employment centers.” The Bicycle Coalition’s Bicycle Parking: Key to a Green Philadelphia - May 2008 recommended that SEPTA create bike parking shelters at stations and stops that serve park-and-ride commuters and that the City of Philadelphia encourage and install signage to indicate where bike parking is available.

At Pattison Station, there is potential to use vast concrete aprons and/or some asphalt parking for a major bicycle hub, prototype bike station or bike-share facility. A “signature” bike station could be developed through a public/private partnership (possibly in conjunction with the Philly Live proposal) and could offer free bike parking during the hours of operation, and paid memberships for 24-hour access to secure parking. Enhanced services could also be offered like bicycle repairs, bicycle and commute sales & accessories, rental bikes for local and tourist needs, and restroom/changing rooms.

A covered bicycle storage area.


Page 60 June 2009

A bicycle chained to a parking meter along South Broad

Street.

A cyclist traveling on South Broad Street.

The existing bike lane along Oregon Avenue near the

Oregon Station.

An existing “Share the Road” sign on South Broad Street

near Pattison Station.

A cyclist traveling on South Broad Street. A passenger on the platform waiting with their bicycle for

the Broad Street Subway.


Page 61 June 2009

Additional bicycle lanes should be considered. From an engineering perspective, adding bicycle lanes on Broad Street, while needed, would be difficult (particularly near Snyder and Oregon Stations) without removing parking which is also needed. However, South 13th and South 15th Streets are wide (about 47 feet) enough to accommodate bike lanes and run parallel to Broad Street on either side of Marconi Plaza (see Figure 55). This would require converting South 13th Street to one-way northbound, removing parking from one side of each street and reconfiguring to back-in angled parking on the other side of the street to allow for a bike lane along the park on either side. These new bike lanes could serve as an extension to the existing bike lane on Oregon Avenue. Another potential location for bike lanes is Pattison Avenue to encourage biking to stadium events..

Figure 55 Bike Lane Recommendations for South 13th and South 15th Streets

An example of a well-defined bike lane.


Page 62 June 2009

A recommendations matrix (see Table 3) that includes each of the recommendations and the reviewing and implementing agencies has been developed to help facilitate the next steps toward implementation.

Table 3 Recommendations Matrix


Page 63 June 2009

Table 3 Recommendations Matrix (Continued)


June 2009

APPENDIX

Weekday Saturday

9,993 6,599Total 1,476 1,953Percent 14.8 29.6Total 3,192 1,780Percent 31.9 27.0Total 5,325 2,866Percent 53.3 43.4

Snyder

Station Location

Pattison

TABLE A2009 BROAD STREET SURVEY STUDY

BOARDING STATION

Oregon

Weekday Saturday

9,993 6,599Total 4,381 3,102Percent 43.8 47.0Total 5,612 3,497Percent 56.2 53.0

Male

TABLE B2009 BROAD STREET SURVEY STUDY

GENDER

Gender

Female

Weekday Saturday

9,993 6,599Total 369 167Percent 3.7 2.5Total 688 309Percent 6.9 4.7Total 4,456 2,469Percent 44.6 37.4Total 135 164Percent 1.4 2.5Total 176 231Percent 1.8 3.5Total 132 136Percent 1.3 2.1Total 199 61Percent 2.0 0.9Total 111 138Percent 1.1 2.1Total 48 23Percent 0.5 0.4Total 105 0Percent 1.0 0.0Total 231 363Percent 2.3 5.5Total 142 69Percent 1.4 1.0Total 321 305Percent 3.2 4.6Total 186 203Percent 1.9 3.1Total 230 413Percent 2.3 6.3Total 259 64Percent 2.6 1.0Total 122 42Percent 1.2 0.6Total 347 145Percent 3.5 2.2Total 150 138Percent 1.5 2.1Total 176 245Percent 1.8 3.7Total 1,343 843Percent 13.4 12.8Total 68 68Percent 0.7 1.0

*Due to rounding, rows may not add to exact totals

Wyoming

Snyder

Spring Garden

Susquehanna-Dauphin

Tasker-Morris

Walnut-Locust

North Philadelphia

Olney

Oregon

Pattison Sports & Entertainment Complex

Race-Vine/Convention Center

Fern Rock

Girard

Hunting Park

Logan

Lombard-South

Cecil B. Moore/Temple

City Hall

Ellsworth-Federal

Erie

Fairmount

TABLE C2009 BROAD STREET SURVEY STUDY

EXITING STATION

Station Location

Allegheny

Pattison Oregon Snyder Total

1,476 3,192 5,325 9,993Total 54 216 99 369Percent 3.7 6.8 1.9 3.7Total 20 208 460 688Percent 1.4 6.5 8.6 6.9Total 716 1,550 2,191 4,456Percent 48.5 48.5 41.1 44.6Total 14 46 76 135Percent 0.9 1.4 1.4 1.4Total 13 38 124 176Percent 0.9 1.2 2.3 1.8Total 4 25 103 132Percent 0.3 0.8 1.9 1.3Total 14 94 90 199Percent 1.0 3.0 1.7 2.0Total 8 36 66 111Percent 0.6 1.1 1.2 1.1Total 14 25 9 48Percent 1.0 0.8 0.2 0.5Total 6 26 73 105Percent 0.4 0.8 1.4 1.0Total 74 53 104 231Percent 5.0 1.6 2.0 2.3Total 33 40 69 142Percent 2.3 1.3 1.3 1.4Total 19 30 272 321Percent 1.3 0.9 5.1 3.2Total 22 0 164 186Percent 1.5 0.0 3.1 1.9Total 0 77 153 230Percent 0.0 2.4 2.9 2.3Total 53 134 72 259Percent 3.6 4.2 1.4 2.6Total 70 52 0 122Percent 4.7 1.6 0.0 1.2Total 50 78 219 347Percent 3.4 2.5 4.1 3.5Total 25 18 108 150Percent 1.7 0.6 2.0 1.5Total 46 44 87 176Percent 3.1 1.4 1.6 1.8Total 210 384 748 1,343Percent 14.3 12.0 14.1 13.4Total 10 20 38 68Percent 0.7 0.6 0.7 0.7


Cecil B. Moore/Temple University

City Hall

Ellsworth-Federal

Erie

Fairmount

Fern Rock

Girard

Hunting Park

Logan

Lombard-South

Walnut-Locust

Wyoming

Lower North Philadelphia

Olney

Oregon



Snyder

Spring Garden

Susquehanna-Dauphin

Tasker-Morris

TABLE D2009 BROAD STREET SURVEY STUDY

EXITING STATION BY BOARDING STATION: WEEKDAY

Station Location

Allegheny


1,953 1,780 2,866 6,599Total 81 24 62 167Percent 4.1 1.4 2.2 2.5Total 111 69 128 309Percent 5.7 3.9 4.5 4.7Total 724 715 1,030 2,469Percent 37.1 40.2 35.9 37.4Total 75 27 63 164Percent 3.8 1.5 2.2 2.5Total 48 95 88 231Percent 2.5 5.3 3.1 3.5Total 3 59 75 136Percent 0.1 3.3 2.6 2.1Total 48 0 13 61Percent 2.5 0.0 0.4 0.9Total 48 65 25 138Percent 2.5 3.6 0.9 2.1Total 10 0 13 23Percent 0.5 0.0 0.5 0.4Total 151 73 139 363Percent 7.7 4.1 4.8 5.5Total 69 0 0 69Percent 3.5 0.0 0.0 1.0Total 47 98 159 305Percent 2.4 5.5 5.6 4.6Total 120 0 84 203Percent 6.1 0.0 2.9 3.1Total 0 162 252 413Percent 0.0 9.1 8.8 6.3Total 0 0 64 64Percent 0.0 0.0 2.2 1.0Total 28 14 0 42Percent 1.5 0.8 0.0 0.6Total 0 70 75 145Percent 0.0 3.9 2.6 2.2Total 64 10 64 138Percent 3.3 0.6 2.2 2.1Total 142 40 62 245Percent 7.3 2.3 2.2 3.7Total 165 260 418 843Percent 8.4 14.6 14.6 12.8Total 18 0 50 68Percent 0.9 0.0 1.7 1.0


Susquehanna-Dauphin

Tasker-Morris

Walnut-Locust

Wyoming

Snyder

Olney

Oregon



Spring Garden

Fern Rock

Girard

Hunting Park

Lombard-South



City Hall

Ellsworth-Federal

Erie

Fairmount

TABLE E2009 BROAD STREET SURVEY STUDY

EXITING STATION BY BOARDING STATION: SATURDAY

Station Location

Allegheny


1,476 3,192 5,325 9,993Total 1,261 3,159 5,304 9,724Percent 85.5 99.0 99.6 97.3

Total 1,100 3,129 5,258 9,487Percent 74.5 98.0 98.7 94.9

Total 65 131 231 427Percent 4.4 4.1 4.3 4.3Total 1,030 2,999 5,027 9,056Percent 69.8 93.9 94.4 90.6Total 4 0 0 4Percent 0.3 0.0 0.0 0.0

Total 161 29 46 237Percent 10.9 0.9 0.9 2.4

Total 14 0 0 14Percent 0.9 0.0 0.0 0.1Total 138 29 46 213Percent 9.3 0.9 0.9 2.1Total 4 0 0 4Percent 0.3 0.0 0.0 0.0Total 6 0 0 6Percent 0.4 0.0 0.0 0.1

Total 215 33 21 269Percent 14.5 1.0 0.4 2.7

Total 107 6 0 113Percent 7.3 0.2 0.0 1.1Total 6 0 0 6Percent 0.4 0.0 0.0 0.1Total 6 14 14 33Percent 0.4 0.4 0.3 0.3Total 0 3 0 3Percent 0.0 0.1 0.0 0.0Total 19 5 8 32Percent 1.3 0.2 0.1 0.3Total 7 0 0 7Percent 0.5 0.0 0.0 0.1Total 57 0 0 57Percent 3.9 0.0 0.0 0.6Total 0 5 0 5Percent 0.0 0.2 0.0 0.1Total 13 0 0 13Percent 0.9 0.0 0.0 0.1


PENNSYLVANIA (NET)

TABLE F2009 BROAD STREET SURVEY STUDY

ORIGIN BY BOARDING STATION: WEEKDAY

Origin

Kent County, Delaware

PHILADELPHIA COUNTY (SUB-NET)

Southwest Philadelphia

South Philadelphia

West Philadelphia

OTHER PA COUNTIES (SUB-NET)

Chester County, PA

Delaware County, PA

Lancaster County, PA

York County, PA

OTHER TOTAL

New Castle County, Delaware

Salem County, NJ

Atlantic County, NJ

Burlington County, NJ

Camden County, NJ

Cumberland County, NJ

Gloucester County, NJ

Ocean County, NJ


1,953 1,780 2,866 6,599Total 1,943 1,770 2,779 6,492Percent 99.5 99.4 97.0 98.4

Total 1,923 1,756 2,766 6,445Percent 99.0 99.2 99.6 99.3

Total 10 155 113 279Percent 0.5 8.7 3.9 4.2Total 1,912 1,600 2,653 6,166Percent 97.9 89.9 92.6 93.4

Total 20 14 13 47Percent 1.0 0.8 0.4 0.7

Total 10 14 13 37Percent 0.5 0.8 0.4 0.6Total 10 0 0 10Percent 0.5 0.0 0.0 0.2

Total 10 10 87 107Percent 0.5 0.6 3.0 1.6

Total 0 10 87 97Percent 0.0 0.6 3.0 1.5Total 10 0 0 10Percent 0.5 0.0 0.0 0.2


PENNSYLVANIA (NET)

TABLE G2009 BROAD STREET SURVEY STUDY

ORIGIN BY BOARDING STATION: SATURDAY

Origin

OTHER TOTAL

Atlantic County, NJ




South Philadelphia


Delaware County, PA



1,476 3,192 5,325 9,993Total 1,433 3,176 5,299 9,908Percent 97.1 99.5 99.5 99.1

Total 1,381 3,113 5,213 9,707Percent 93.5 97.5 97.9 97.1

Total 22 26 145 194Percent 1.5 0.8 2.7 1.9Total 186 288 1,085 1,559Percent 12.6 9.0 20.4 15.6Total 710 1,600 1,686 3,997Percent 48.1 50.1 31.7 40.0Total 91 229 497 816Percent 6.1 7.2 9.3 8.2Total 164 461 1,098 1,723Percent 11.1 14.4 20.6 17.2Total 32 133 194 358Percent 2.1 4.2 3.6 3.6Total 26 69 95 190Percent 1.7 2.2 1.8 1.9Total 35 44 83 162Percent 2.3 1.4 1.6 1.6Total 72 192 234 498Percent 4.9 6.0 4.4 5.0Total 44 70 96 211Percent 3.0 2.2 1.8 2.1Total 52 63 86 201Percent 3.5 2.0 1.6 2.0

Total 0 19 11 30Percent 0.0 0.6 0.2 0.3Total 3 3 15 22Percent 0.2 0.1 0.3 0.2Total 28 18 46 92Percent 1.9 0.6 0.9 0.9Total 4 0 0 4Percent 0.3 0.0 0.0 0.0Total 17 23 14 54Percent 1.2 0.7 0.3 0.5

Total 43 16 26 85Percent 2.9 0.5 0.5 0.9

Total 7 0 0 7Percent 0.5 0.0 0.0 0.1Total 0 14 0 14Percent 0.0 0.4 0.0 0.1Total 7 0 0 7Percent 0.5 0.0 0.0 0.1Total 18 2 16 37Percent 1.2 0.1 0.3 0.4Total 3 0 0 3Percent 0.2 0.0 0.0 0.0Total 3 0 0 3Percent 0.2 0.0 0.0 0.0Total 0 0 9 9Percent 0.0 0.0 0.2 0.1Total 6 0 0 6Percent 0.4 0.0 0.0 0.1



TABLE H2009 BROAD STREET SURVEY STUDY

DESTINATION BY BOARDING STATION: WEEKDAY

Destination

PENNSYLVANIA (NET)



South Philadelphia

Center City

West Philadelphia

OTHER TOTAL

Upper North Philadelphia

Bridesburg / Kensington / Port Richmond

Northwest Philadelphia

Olney / Oak Lane

Northeast Philadelphia


Berks County, PA

Chester County, PA

Delaware County, PA


Montgomery County, PA

Union County, NJ

New York (Other)


Atlantic County, NJ


Camden County, NJ

Essex County, NJ

Salem County, NJ


1,953 1,740 2,866 6,559Total 1,953 1,726 2,866 6,545Percent 100.0 99.2 100.0 99.8

Total 1,817 1,712 2,753 6,281Percent 93.0 99.2 96.0 96.0

Total 18 22 32 72Percent 0.9 1.3 1.1 1.1Total 402 378 652 1,431Percent 20.6 21.7 22.7 21.8Total 480 574 1,016 2,071Percent 24.6 33.0 35.5 31.6Total 183 72 141 397Percent 9.4 4.2 4.9 6.0Total 316 236 439 990Percent 16.2 13.6 15.3 15.1Total 122 78 76 277Percent 6.3 4.5 2.7 4.2Total 26 87 75 188Percent 1.3 5.0 2.6 2.9Total 45 40 100 185Percent 2.3 2.3 3.5 2.8Total 134 120 165 419Percent 6.8 6.9 5.8 6.4Total 91 103 57 251Percent 4.7 5.9 2.0 3.8Total 136 14 113 264Percent 7.0 0.8 4.0 4.0

Total 45 0 25 71Percent 2.3 0.0 0.9 1.1Total 91 0 62 153Percent 4.7 0.0 2.2 2.3Total 0 14 26 40Percent 0.0 0.8 0.9 0.6

Total 0 14 0 14Percent 0.0 0.8 0.0 0.2



PENNSYLVANIA (NET)

TABLE I2009 BROAD STREET SURVEY STUDY

DESTINATION BY BOARDING STATION: SATURDAY

Destination




South Philadelphia

Center City

West Philadelphia





Olney / Oak Lane


New York (Other)

Berks County, PA

Delaware County, PA


OTHER TOTAL

Atlantic County, NJ

Camden County, NJ


1,476 3,192 5,325 9,993Total 1,261 3,159 5,304 9,724Percent 85.5 99.0 99.6 97.3

Total 1,100 3,129 5,258 9,487Percent 74.5 98.0 98.7 94.9

Total 65 131 231 427Percent 4.4 4.1 4.3 4.3Total 22 77 146 245Percent 1.5 2.4 2.7 2.5Total 10 34 66 111Percent 0.7 1.1 1.2 1.1Total 33 20 18 71Percent 2.2 0.6 0.3 0.7Total 1,030 2,999 5,027 9,056Percent 69.8 93.9 94.4 90.6Total 235 0 0 235Percent 15.9 0.0 0.0 2.4Total 276 1,026 2,307 3,609Percent 18.7 32.1 43.3 36.1Total 3 24 221 248Percent 0.2 0.8 4.1 2.5Total 7 91 116 214Percent 0.5 2.9 2.2 2.1Total 510 1,858 2,383 4,750Percent 34.5 58.2 44.8 47.5Total 4 0 0 4Percent 0.3 0.0 0.0 0.0Total 4 0 0 4Percent 0.3 0.0 0.0 0.0

Total 161 29 46 237Percent 10.9 0.9 0.9 2.4

Total 215 33 21 269Percent 14.5 1.0 0.4 2.7


South Philadelphia

TABLE J2009 BROAD STREET SURVEY STUDY

ORIGIN ZIP CODES BY BOARDING STATION: WEEKDAY

Origin

PENNSYLVANIA (NET)



Zip Code: 19142

Zip Code: 19143

Zip Code: 19153

Zip Code: 19104


OTHER TOTAL

Zip Code: 19112

Zip Code: 19145

Zip Code: 19146

Zip Code: 19147

Zip Code: 19148

West Philadelphia


1,953 1,780 2,866 6,599Total 1,943 1,770 2,779 6,492Percent 99.5 99.4 97.0 98.4

Total 1,923 1,756 2,766 6,445Percent 98.4 98.6 96.5 97.7

Total 10 155 113 279Percent 0.5 8.7 3.9 4.2Total 0 88 13 101Percent 0.0 5.0 0.4 1.5Total 10 54 50 114Percent 0.5 3.1 1.7 1.7Total 0 12 51 63Percent 0.0 0.7 1.8 1.0Total 1,912 1,600 2,653 6,166Percent 97.9 89.9 92.6 93.4Total 0 0 13 13Percent 0.0 0.0 0.4 0.2Total 980 731 1,233 2,944Percent 50.2 41.0 43.0 44.6Total 45 14 45 105Percent 2.3 0.8 1.6 1.6Total 76 59 140 275Percent 3.9 3.3 4.9 4.2Total 811 797 1,222 2,830Percent 41.5 44.8 42.6 42.9

Total 20 14 13 47Percent 1.0 0.8 0.4 0.7

Total 10 10 87 107Percent 0.5 0.6 3.0 1.6


PENNSYLVANIA (NET)

TABLE K2009 BROAD STREET SURVEY STUDY

ORIGIN ZIP CODES BY BOARDING STATION: SATURDAY

Origin




Zip Code: 19142

Zip Code: 19143

Zip Code: 19153

South Philadelphia

Zip Code: 19112

Zip Code: 19145

Zip Code: 19146

Zip Code: 19147

Zip Code: 19148

OTHER TOTAL


1,476 3,192 5,325 9,993Total 1,433 3,176 5,299 9,908Percent 97.1 99.5 99.5 99.1

Total 1,381 3,113 5,213 9,707Percent 93.5 97.5 97.9 97.1

Total 22 26 145 194Percent 1.5 0.8 2.7 1.9Total 0 14 48 62Percent 0.0 0.4 0.9 0.6Total 16 12 90 119Percent 1.1 0.4 1.7 1.2Total 6 0 7 13Percent 0.4 0.0 0.1 0.1Total 186 288 1,085 1,559Percent 12.6 9.0 20.4 15.6Total 0 22 36 58Percent 0.0 0.7 0.7 0.6Total 58 66 193 317Percent 3.9 2.1 3.6 3.2Total 66 68 123 256Percent 4.4 2.1 2.3 2.6Total 36 64 104 204Percent 2.4 2.0 2.0 2.0Total 27 67 629 724Percent 1.8 2.1 11.8 7.2Total 710 1,600 1,686 3,997Percent 48.1 50.1 31.7 40.0Total 6 39 7 52Percent 0.4 1.2 0.1 0.5Total 125 319 429 872Percent 8.5 10.0 8.0 8.7Total 292 505 483 1,280Percent 19.8 15.8 9.1 12.8Total 0 3 0 3Percent 0.0 0.1 0.0 0.0Total 6 16 0 21Percent 0.4 0.5 0.0 0.2Total 40 159 119 318Percent 2.7 5.0 2.2 3.2Total 224 509 610 1,343Percent 15.2 16.0 11.4 13.4Total 2 35 0 37Percent 0.1 1.1 0.0 0.4Total 17 16 39 71Percent 1.1 0.5 0.7 0.7


South Philadelphia

TABLE L2009 BROAD STREET SURVEY STUDY

DESTINATION ZIP CODES BY BOARDING STATION: WEEKDAY

Destination

PENNSYLVANIA (NET)



Zip Code: 19142

Zip Code: 19143

Zip Code: 19153

Zip Code: 19106

Zip Code: 19112

Zip Code: 19145

Zip Code: 19146

Zip Code: 19147

Zip Code: 19148

Center City

Zip Code: 19101

Zip Code: 19102

Zip Code: 19103

Zip Code: 19104

Zip Code: 19105

Zip Code: 19107

Zip Code: 19108

Zip Code: 19109


1,476 3,192 5,325 9,993Total 91 229 497 816Percent 6.1 7.2 9.3 8.2Total 64 199 350 613Percent 4.3 6.2 6.6 6.1Total 6 0 20 26Percent 0.4 0.0 0.4 0.3Total 15 30 109 154Percent 1.0 0.9 2.1 1.5Total 6 0 18 23Percent 0.4 0.0 0.3 0.2Total 164 461 1,098 1,723Percent 11.1 14.4 20.6 17.2Total 23 28 221 272Percent 1.6 0.9 4.1 2.7Total 16 189 292 498Percent 1.1 5.9 5.5 5.0Total 5 56 141 202Percent 0.3 1.8 2.7 2.0Total 70 47 198 315Percent 4.7 1.5 3.7 3.2Total 31 103 168 302Percent 2.1 3.2 3.1 3.0Total 18 37 78 133Percent 1.2 1.2 1.5 1.3Total 32 133 194 358Percent 2.1 4.2 3.6 3.6Total 6 14 17 38Percent 0.4 0.4 0.3 0.4Total 25 119 177 321Percent 1.7 3.7 3.3 3.2Total 26 69 95 190Percent 1.7 2.2 1.8 1.9Total 8 28 51 87Percent 0.6 0.9 1.0 0.9Total 17 37 44 99Percent 1.2 1.2 0.8 1.0Total 0 4 0 4Percent 0.0 0.1 0.0 0.0


West Philadelphia

Zip Code: 19104

TABLE L (CONTINUED)2009 BROAD STREET SURVEY STUDY


Destination

Zip Code: 19130

Zip Code: 19132

Zip Code: 19133


Zip Code: 19129

Zip Code: 19140


Zip Code: 19125

Zip Code: 19134

Zip Code: 19137

Zip Code: 19123

Zip Code: 19131

Zip Code: 19139

Zip Code: 19151


Zip Code: 19121

Zip Code: 19122


1,476 3,192 5,325 9,993Total 35 44 83 162Percent 2.3 1.4 1.6 1.6Total 2 3 0 5Percent 0.1 0.1 0.0 0.1Total 10 8 6 23Percent 0.7 0.2 0.1 0.2Total 0 5 0 5Percent 0.0 0.2 0.0 0.1Total 7 0 20 27Percent 0.5 0.0 0.4 0.3Total 16 28 58 101Percent 1.1 0.9 1.1 1.0Total 72 192 234 498Percent 4.9 6.0 4.4 5.0Total 24 53 52 128Percent 1.6 1.6 1.0 1.3Total 3 14 5 21Percent 0.2 0.4 0.1 0.2Total 10 20 15 44Percent 0.7 0.6 0.3 0.4Total 31 94 156 281Percent 2.1 3.0 2.9 2.8Total 5 11 7 23Percent 0.3 0.4 0.1 0.2Total 44 70 96 211Percent 3.0 2.2 1.8 2.1Total 7 0 10 17Percent 0.5 0.0 0.2 0.2Total 0 11 0 11Percent 0.0 0.4 0.0 0.1Total 0 3 0 3Percent 0.0 0.1 0.0 0.0Total 3 0 0 3Percent 0.2 0.0 0.0 0.0Total 9 26 68 103Percent 0.6 0.8 1.3 1.0

Total 52 63 86 201Percent 3.5 2.0 1.6 2.0Total 7 0 0 7Percent 0.5 0.0 0.0 0.1Total 18 2 16 37Percent 1.2 0.1 0.3 0.4Total 3 0 0 3Percent 0.2 0.0 0.0 0.0Total 3 0 0 3Percent 0.2 0.0 0.0 0.0Total 0 0 9 9Percent 0.0 0.0 0.2 0.1

Total 6 0 0 6

Percent 0.4 0.0 0.0 0.1


Zip Code: 19118


TABLE L (CONTINUED)2009 BROAD STREET SURVEY STUDY


Destination

Zip Code: 19111

Zip Code: 19119

Zip Code: 19127

Zip Code: 19128

Zip Code: 19144

Olney / Oak Lane

Zip Code: 19120

Zip Code: 19126

Zip Code: 19138

Zip Code: 19141

Zip Code: 19150


Zip Code: 19114

Zip Code: 19115

Zip Code: 19116

Zip Code: 19124


New York (Other)


Camden County, NJ

Essex County, NJ

Salem County, NJ

Union County, NJ


1,953 1,740 2,866 6,559Total 1,953 1,726 2,866 6,545Percent 100.0 99.2 100.0 99.8

Total 1,817 1,712 2,753 6,281Percent 93.0 98.4 96.0 95.8

Total 18 22 32 72Percent 0.9 1.3 1.1 1.1Total 3 0 0 3Percent 0.1 0.0 0.0 0.0Total 12 12 32 57Percent 0.6 0.7 1.1 0.9Total 3 10 0 13Percent 0.1 0.6 0.0 0.2Total 402 378 652 1,431Percent 20.6 21.7 22.7 21.8Total 0 0 13 13Percent 0.0 0.0 0.5 0.2Total 113 36 95 244Percent 5.8 2.1 3.3 3.7Total 165 74 114 353Percent 8.5 4.3 4.0 5.4Total 82 88 114 284Percent 4.2 5.0 4.0 4.3Total 41 179 316 537Percent 2.1 10.3 11.0 8.2Total 480 574 1,016 2,071Percent 24.6 33.0 35.5 31.6Total 0 12 0 12Percent 0.0 0.7 0.0 0.2Total 94 49 316 459Percent 4.8 2.8 11.0 7.0Total 271 207 330 808Percent 13.9 11.9 11.5 12.3Total 0 0 13 13Percent 0.0 0.0 0.4 0.2Total 58 12 45 116Percent 3.0 0.7 1.6 1.8Total 57 294 305 655Percent 2.9 16.9 10.6 10.0Total 0 0 7 7Percent 0.0 0.0 0.2 0.1Total 183 72 141 397Percent 9.4 4.2 4.9 6.0Total 70 59 103 232Percent 3.6 3.4 3.6 3.5Total 55 0 0 55Percent 2.8 0.0 0.0 0.8Total 12 14 26 52Percent 0.6 0.8 0.9 0.8Total 45 0 13 58Percent 2.3 0.0 0.4 0.9


South Philadelphia

TABLE M2009 BROAD STREET SURVEY STUDY

DESTINATION ZIP CODES BY BOARDING STATION: SATURDAY

Destination

PENNSYLVANIA (NET)



Zip Code: 19142

Zip Code: 19143

Zip Code: 19153

Zip Code: 19107

Zip Code: 19112

Zip Code: 19145

Zip Code: 19146

Zip Code: 19147

Zip Code: 19148

Center City

Zip Code: 19101

Zip Code: 19102

Zip Code: 19103

Zip Code: 19105

Zip Code: 19106

Zip Code: 19108

West Philadelphia

Zip Code: 19104

Zip Code: 19131

Zip Code: 19139

Zip Code: 19151


1,953 1,740 2,866 6,559Total 316 236 439 990Percent 16.2 13.6 15.3 15.1Total 36 59 58 153Percent 1.9 3.4 2.0 2.3Total 131 35 141 307Percent 6.7 2.0 4.9 4.7Total 6 28 114 148Percent 0.3 1.6 4.0 2.3Total 58 114 38 210Percent 3.0 6.6 1.3 3.2Total 85 0 25 110Percent 4.4 0.0 0.9 1.7Total 0 0 63 63Percent 0.0 0.0 2.2 1.0Total 122 78 76 277Percent 6.3 4.5 2.7 4.2Total 0 10 0 10Percent 0.0 0.6 0.0 0.2Total 122 68 76 267Percent 6.3 3.9 2.7 4.1Total 26 87 75 188Percent 1.3 5.0 2.6 2.9Total 8 14 50 72Percent 0.4 0.8 1.7 1.1Total 18 73 25 116Percent 0.9 4.2 0.9 1.8Total 45 40 100 185Percent 2.3 2.3 3.5 2.8Total 45 14 50 109Percent 2.3 0.8 1.7 1.7Total 0 26 50 76Percent 0.0 1.5 1.7 1.2Total 134 120 165 419Percent 6.8 6.9 5.8 6.4Total 20 24 51 95Percent 1.0 1.4 1.8 1.4Total 0 44 0 44Percent 0.0 2.6 0.0 0.7Total 13 0 0 13Percent 0.7 0.0 0.0 0.2Total 79 38 51 168Percent 4.1 2.2 1.8 2.6Total 21 14 64 99Percent 1.1 0.8 2.2 1.5


Zip Code: 19132


Zip Code: 19121

Zip Code: 19122

Zip Code: 19123

Zip Code: 19130



Destination

Zip Code: 19126

Zip Code: 19138

Zip Code: 19141

Zip Code: 19150

Zip Code: 19120

Zip Code: 19133


Zip Code: 19129

Zip Code: 19140

Frankford / Kensington

Zip Code: 19125

Zip Code: 19134


Zip Code: 19119

Zip Code: 19144

Oak Lane


1,953 1,740 2,866 6,559Total 91 103 57 251Percent 4.7 5.9 2.0 3.8Total 0 10 0 10Percent 0.0 0.6 0.0 0.2Total 0 44 0 44Percent 0.0 2.6 0.0 0.7Total 91 0 62 153Percent 4.7 0.0 2.2 2.3Total 0 14 26 40Percent 0.0 0.8 0.9 0.6


Total 0 0 0 0

Percent 0.0 0.0 0.0 0.0



Zip Code: 19111

Zip Code: 19135



Destination

New York (Other)

Delaware County, PA


OTHER TOTAL

Atlantic County, NJ

Camden County, NJ


South Philadelphia

West Philadelphia

Chester County, PA

Delaware County, PA


York County, PA

New Castle County,

Delaware

Kent County, Delaware

Camden County, NJ


Salem County, NJ


Atlantic County, NJ


Ocean County, NJ Total

427 9,056 4 14 213 4 6 113 6 32 57 13 7 33 3 5 9,993Total 427 8,989 4 14 213 4 6 106 6 32 57 13 7 22 3 5 9,908Percent 100.0 99.3 100.0 100.0 100.0 100.0 100.0 94.0 100.0 100.0 100.0 100.0 100.0 65.9 100.0 100.0 99.1Total 427 8,792 4 14 213 0 6 106 6 32 57 13 7 22 3 5 9,707Percent 100.0 97.1 100.0 100.0 100.0 0.0 100.0 94.0 100.0 100.0 100.0 100.0 100.0 65.9 100.0 100.0 97.1Total 52 141 0 0 0 0 0 0 0 0 0 0 0 0 0 0 194Percent 12.3 1.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.9Total 64 1,486 0 4 3 0 0 0 0 0 2 0 0 0 0 0 1,559Percent 15.0 16.4 0.0 30.8 1.5 0.0 0.0 0.0 0.0 0.0 2.8 0.0 0.0 0.0 0.0 0.0 15.6Total 161 3,447 4 10 148 0 6 101 6 32 53 6 7 8 3 5 3,997Percent 37.8 38.1 100.0 69.2 69.4 0.0 100.0 88.8 100.0 100.0 92.8 47.5 100.0 24.9 100.0 100.0 40.0Total 7 801 0 0 3 0 0 6 0 0 0 0 0 0 0 0 816Percent 1.7 8.8 0.0 0.0 1.2 0.0 0.0 5.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 8.2Total 107 1,583 0 0 16 0 0 0 0 0 3 7 0 7 0 0 1,723Percent 25.0 17.5 0.0 0.0 7.7 0.0 0.0 0.0 0.0 0.0 4.4 52.5 0.0 20.5 0.0 0.0 17.2Total 7 345 0 0 6 0 0 0 0 0 0 0 0 0 0 0 358Percent 1.7 3.8 0.0 0.0 2.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.6Total 0 190 0 0 0 0 0 0 0 0 0 0 0 0 0 0 190Percent 0.0 2.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.9Total 10 138 0 0 14 0 0 0 0 0 0 0 0 0 0 0 162Percent 2.3 1.5 0.0 0.0 6.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.6Total 19 450 0 0 23 0 0 0 0 0 0 0 0 7 0 0 498Percent 4.3 5.0 0.0 0.0 10.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 20.5 0.0 0.0 5.0Total 0 211 0 0 0 0 0 0 0 0 0 0 0 0 0 0 211Percent 0.0 2.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.1Total 0 197 0 0 0 4 0 0 0 0 0 0 0 0 0 0 201Percent 0.0 2.2 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.0Total 0 30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 30Percent 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3Total 0 22 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22Percent 0.0 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2Total 0 92 0 0 0 0 0 0 0 0 0 0 0 0 0 0 92Percent 0.0 1.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.9Total 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 4Percent 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total 0 54 0 0 0 0 0 0 0 0 0 0 0 0 0 0 54Percent 0.0 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.5Total 0 67 0 0 0 0 0 7 0 0 0 0 0 11 0 0 85Percent 0.0 0.7 0.0 0.0 0.0 0.0 0.0 6.0 0.0 0.0 0.0 0.0 0.0 34.1 0.0 0.0 0.9Total 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0 7Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 6.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1Total 0 2 0 0 0 0 0 0 0 0 0 0 0 11 0 0 14Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 34.1 0.0 0.0 0.1Total 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7Percent 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1Total 0 37 0 0 0 0 0 0 0 0 0 0 0 0 0 0 37Percent 0.0 0.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.4Total 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9Percent 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1Total 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6Percent 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1



Atlantic County, NJ



TABLE N2009 BROAD STREET SURVEY STUDYORIGIN BY DESTINATION: WEEKDAY

Center City

West Philadelphia




PENNSYLVANIA (NET)

OTHER TOTAL (NET)

Essex County, NJ

Salem County, NJ

Union County, NJ

New York (Other)

Camden County, NJ


South Philadelphia

OTHER PA COUNTY (SUB-NET)


Olney / Oak Lane


Berks County, PA

Chester County, PA

Delaware County, PA



Destination

Origin


South Philadelphia

Delaware County, PA



Atlantic County, NJ Total

279 6,166 37 10 10 97 6,599Total 279 6,112 37 10 10 97 6,545Percent 100.0 99.1 100.0 100.0 100.0 100.0 99.2Total 279 5,848 37 10 10 97 6,281Percent 100.0 94.8 100.0 100.0 100.0 100.0 95.2Total 13 60 0 0 0 0 72Percent 4.5 1.0 0.0 0.0 0.0 0.0 1.1Total 33 1,351 10 0 0 37 1,431Percent 11.7 21.9 27.6 0.0 0.0 38.4 21.7Total 35 2,003 13 10 0 10 2,071Percent 12.6 32.5 34.0 100.0 0.0 10.4 31.4Total 0 382 14 0 0 0 397Percent 0.0 6.2 38.5 0.0 0.0 0.0 6.0Total 108 870 0 0 0 13 990Percent 38.8 14.1 0.0 0.0 0.0 12.9 15.0Total 0 277 0 0 0 0 277Percent 0.0 4.5 0.0 0.0 0.0 0.0 4.2Total 0 188 0 0 0 0 188Percent 0.0 3.0 0.0 0.0 0.0 0.0 2.8Total 12 173 0 0 0 0 185Percent 4.5 2.8 0.0 0.0 0.0 0.0 2.8Total 33 339 0 0 10 37 419Percent 11.9 5.5 0.0 0.0 100.0 38.4 6.4Total 44 207 0 0 0 0 251Percent 15.9 3.3 0.0 0.0 0.0 0.0 3.8Total 0 264 0 0 0 0 264Percent 0.0 4.3 0.0 0.0 0.0 0.0 4.0Total 0 71 0 0 0 0 71Percent 0.0 1.1 0.0 0.0 0.0 0.0 1.1Total 0 153 0 0 0 0 153Percent 0.0 2.5 0.0 0.0 0.0 0.0 2.3Total 0 40 0 0 0 0 40Percent 0.0 0.6 0.0 0.0 0.0 0.0 0.6Total 0 54 0 0 0 0 54Percent 0.0 0.9 0.0 0.0 0.0 0.0 0.8Total 0 12 0 0 0 0 12Percent 0.0 0.2 0.0 0.0 0.0 0.0 0.2Total 0 28 0 0 0 0 28Percent 0.0 0.5 0.0 0.0 0.0 0.0 0.4Total 0 14 0 0 0 0 14Percent 0.0 0.2 0.0 0.0 0.0 0.0 0.2


OTHER TOTAL (NET)


Atlantic County, NJ

Camden County, NJ

New York

Berks County, PA

Delaware County, PA


South Philadelphia

Center City

West Philadelphia





Olney / Oak Lane


PENNSYLVANIA (NET)


OTHER PA COUNTY (SUB-NET)

TABLE O2009 BROAD STREET SURVEY STUDY

ORIGIN BY DESTINATION: SATURDAY

Destination

Origin

Weekday Saturday

9,993 6,599Total 876 288Percent 8.8 4.4Total 469 192Percent 4.7 2.9Total 85 80Percent 0.9 1.2Total 2,395 1,869Percent 24.0 28.3Total 73 0Percent 0.7 0.0Total 15 13Percent 0.2 0.2Total 6,080 4,157Percent 60.8 63.0


Taxi

Walk ONLY

Auto: Passenger

Bicycle

Bus

Commuter Van

TABLE P2009 BROAD STREET SURVEY STUDY

ACCESS MODE

Mode

Auto: Driver


1,476 3,192 5,325 9,993Total 528 267 80 876Percent 35.8 8.4 1.5 8.8Total 155 194 120 469Percent 10.5 6.1 2.3 4.7Total 73 0 0 73Percent 5.0 0.0 0.0 0.7Total 3 12 0 15Percent 0.2 0.4 0.0 0.1Total 539 1,906 3,635 6,080Percent 36.5 59.7 68.3 60.8Total 8 24 53 85Percent 0.5 0.8 1.0 0.9Total 170 788 1,437 2,395Percent 11.5 24.7 27.0 24.0


Bus

Auto: Passenger

Commuter Van

Taxi

Walk ONLY

Bicycle

TABLE Q2009 BROAD STREET SURVEY STUDY

ACCESS MODE BY BOARDING STATION: WEEKDAY

Mode

Auto: Driver


1,953 1,780 2,866 6,599Total 117 107 64 288Percent 6.0 6.0 2.2 4.4Total 41 89 63 192Percent 2.1 5.0 2.2 2.9Total 0 0 13 13Percent 0.0 0.0 0.4 0.2Total 1,232 992 1,933 4,157Percent 63.1 55.7 67.5 63.0Total 53 14 13 80Percent 2.7 0.8 0.4 1.2Total 510 579 781 1,869Percent 26.1 32.5 27.3 28.3


Auto: Passenger

Taxi

Walk ONLY

Bicycle

Bus

TABLE R2009 BROAD STREET SURVEY STUDY

ACCESS MODE BY BOARDING STATION: SATURDAY

Mode

Auto: Driver

South Philadelphia


West Philadelphia

Chester County, PA

Delaware County, PA


York County, PA

Atlantic County, NJ


Camden County, NJ



Ocean County, NJ

Salem County, NJ

Kent County,

Delaware

New Castle County,

DelawareTotal

9,056 427 4 14 213 4 6 33 3 32 7 57 5 13 6 113 9,993Total 389 97 4 14 141 4 6 6 3 32 7 45 5 13 6 105 876Percent 4.3 22.8 100.0 100.0 66.2 100.0 100.0 16.7 100.0 100.0 100.0 77.7 100.0 100.0 100.0 92.3 8.8Total 425 3 0 0 23 0 0 3 0 0 0 13 0 0 0 3 469Percent 4.7 0.7 0.0 0.0 10.7 0.0 0.0 8.2 0.0 0.0 0.0 22.3 0.0 0.0 0.0 2.5 4.7Total 85 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 85Percent 0.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.9Total 2,092 223 0 0 49 0 0 25 0 0 0 0 0 0 0 6 2,395Percent 23.1 52.2 0.0 0.0 23.1 0.0 0.0 75.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.2 24.0Total 73 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 73Percent 0.8 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.7Total 15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15Percent 0.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1Total 5,977 104 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6,080Percent 66.0 24.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 60.8


Taxi

Walk ONLY

Auto: Passenger

Bicycle

Bus

Commuter Van

Mode

Auto: Driver

TABLE S2009 BROAD STREET SURVEY STUDY

ORIGIN BY ACCESS MODE: WEEKDAY

South Philadelphia


Delaware County, PA


Atlantic County, NJ

Gloucester County, NJ Total

6,156 289 37 10 97 10 6,599Total 196 44 37 10 0 0 288Percent 3.2 15.4 100.0 100.0 0.0 0.0 4.4Total 169 13 0 0 0 10 192Percent 2.8 4.4 0.0 0.0 0.0 100.0 2.9Total 80 0 0 0 0 0 80Percent 1.3 0.0 0.0 0.0 0.0 0.0 1.2Total 1,597 175 0 0 97 0 1,869Percent 25.9 60.5 0.0 0.0 100.0 0.0 28.3Total 13 0 0 0 0 0 13Percent 0.2 0.0 0.0 0.0 0.0 0.0 0.2Total 4,100 57 0 0 0 0 4,157Percent 66.6 19.7 0.0 0.0 0.0 0.0 63.0


Walk ONLY

Mode

Auto: Driver

TABLE T2009 BROAD STREET SURVEY STUDY

ORIGIN BY ACCESS MODE: SATURDAY

Auto: Passenger

Bicycle

Bus

Taxi


170 788 1,437 2,395Total 6 0 0 6Percent 3.2 0.0 0.0 0.2Total 0 29 0 29Percent 0.0 3.7 0.0 1.2Total 0 0 225 225Percent 0.0 0.0 15.7 9.4Total 0 71 7 78Percent 0.0 9.0 0.5 3.3Total 0 204 0 204Percent 0.0 25.9 0.0 8.5Total 110 0 7 117Percent 64.7 0.0 0.5 4.9Total 0 7 1,082 1,090Percent 0.0 0.9 75.3 45.5Total 5 3 35 43Percent 3.2 0.3 2.5 1.8Total 5 0 0 5Percent 2.9 0.0 0.0 0.2Total 0 0 14 14Percent 0.0 0.0 1.0 0.6Total 44 473 67 585Percent 25.9 60.1 4.7 24.4


Route 17

TABLE U2009 BROAD STREET SURVEY STUDY

ACCESS BUS ROUTE BY BOARDING STATION: WEEKDAY

Mode

Route C

Route G

Greyhound Bus Line

Unknown / No Answer

Route 23

Route 37

Route 68

Route 7

Route 71

Route 79


510 579 781 1,869Total 30 0 0 30Percent 6.0 0.0 0.0 1.6Total 0 0 13 13Percent 0.0 0.0 1.6 0.7Total 3 0 102 105Percent 0.5 0.0 13.1 5.6Total 73 14 0 87Percent 14.4 2.4 0.0 4.7Total 0 173 13 185Percent 0.0 29.9 1.6 9.9Total 0 0 458 458Percent 0.0 0.0 58.6 24.5Total 3 0 13 15Percent 0.5 0.0 1.6 0.8Total 64 0 13 77Percent 12.5 0.0 1.7 4.1Total 0 0 50 50Percent 0.0 0.0 6.4 2.7Total 337 392 120 849Percent 66.1 67.7 15.4 45.4


Route 17

TABLE V2009 BROAD STREET SURVEY STUDY

ACCESS BUS ROUTE BY BOARDING STATION: SATURDAY

Mode

Route G

Greyhound Bus Line

Unknown / No Answer

Route 23

Route 37

Route 68

Route 7

Route 79

Route C


683 461 193 1,337Total 505 29 3 537Percent 73.9 6.3 1.6 40.2Total 16 178 70 264Percent 2.4 38.5 36.3 19.7Total 0 20 3 23Percent 0.0 4.4 1.6 1.7Total 162 234 117 513Percent 23.7 50.8 60.4 38.4


158 196 127 480Total 114 44 13 172Percent 72.3 22.7 10.4 35.7Total 13 63 26 101Percent 8.2 32.0 20.4 21.1Total 0 0 13 13Percent 0.0 0.0 9.9 2.6Total 31 89 75 195Percent 19.6 45.3 59.4 40.5


On-street at the curb

On-street (center median)

Dropped off

Saturday



Dropped off

Weekday

Parking Lot

TABLE W2009 BROAD STREET SURVEY STUDY

PARKING LOCATION BY BOARDING STATIONBASE: ACCESS MODE "AUTO: DRIVER" OR "AUTO: PASSENGER"

Parking Lot

Auto: Driver Auto: Passenger Total

876 462 1,337Total 528 9 537Percent 60.3 2.0 40.2Total 264 0 264Percent 30.1 0.0 19.7Total 16 7 23Percent 1.8 1.6 1.7Total 68 445 513Percent 7.7 96.5 38.4

Auto: Driver Auto: Passenger Total

288 192 480Total 161 10 172Percent 56.1 5.3 35.7Total 101 0 101Percent 35.2 0.0 21.1Total 13 0 13Percent 4.3 0.0 2.6Total 13 182 195Percent 4.3 94.7 40.5


Parking Lot

Weekday

TABLE X2009 BROAD STREET SURVEY STUDY

PARKING LOCATIONS BASE: ACCESS MODE AUTO: DRIVER OR AUTO: PASSENGER


Dropped off


Saturday

Parking Lot



Dropped off


8 24 53 85Total 2 24 22 48Percent 20.2 100.0 41.5 56.0Total 6 0 31 37Percent 79.8 0.0 58.5 44.0


54 14 13 81Total 8 14 13 35Percent 14.8 100.0 100.0 42.9Total 46 0 0 46Percent 85.2 0.0 0.0 57.1


No

Saturday

No

Weekday

Yes

TABLE Y2009 BROAD STREET SURVEY STUDY

BICYCLES ON BOARD TRAIN BY BOARDING STATIONBASE: ACCESS MODE "BICYCLE"

Yes

Weekday Saturday

9,993 6,599Total 3 0Percent 0.0 0.0Total 151 271Percent 1.5 4.1Total 101 114Percent 1.0 1.7Total 72 42Percent 0.7 0.6Total 1,254 1,149Percent 12.6 17.4Total 12 0Percent 0.1 0.0Total 1,239 654Percent 12.4 9.9Total 68 38Percent 0.7 0.6Total 176 351Percent 1.8 5.3Total 35 0Percent 0.3 0.0Total 277 182Percent 2.8 2.8Total 6,604 3,799Percent 66.1 57.6


Auto: Passenger

Bicycle

Bus

Commuter Van

Market-Frankford Line

PATCO High Speed Line

SEPTA Regional Rail

Taxi

Trolley Route

Walk ONLY

TABLE Z2009 BROAD STREET SURVEY STUDY

EGRESS MODE

Mode

Auto: Driver

Amtrak

Amtrak Auto: Driver Auto: Passenger Bicycle Bus Commuter

Van

Market-Frankford

Line


SEPTA Regional Rail Taxi Trolley Route Walk ONLY Total

3 151 101 72 1,254 12 1,239 68 176 35 277 6,604 9,993Total 0 17 0 10 136 0 0 0 4 0 0 202 369Percent 0.0 4.7 0.0 2.6 36.8 0.0 0.0 0.0 1.0 0.0 0.0 54.8 100.0Total 0 0 0 0 43 0 0 0 0 0 0 645 688Percent 0.0 0.0 0.0 0.0 6.3 0.0 0.0 0.0 0.0 0.0 0.0 93.7 100.0Total 3 55 13 18 305 0 1,239 0 148 0 277 2,398 4,456Percent 0.1 1.2 0.3 0.4 6.8 0.0 27.8 0.0 3.3 0.0 6.2 53.8 100.0Total 0 0 4 0 20 0 0 0 0 0 0 112 135Percent 0.0 0.0 2.8 0.0 14.5 0.0 0.0 0.0 0.0 0.0 0.0 82.7 100.0Total 0 0 0 0 76 0 0 0 0 0 0 100 176Percent 0.0 0.0 0.0 0.0 43.1 0.0 0.0 0.0 0.0 0.0 0.0 56.9 100.0Total 0 6 10 0 4 0 0 0 0 0 0 112 132Percent 0.0 4.6 7.3 0.0 3.1 0.0 0.0 0.0 0.0 0.0 0.0 85.0 100.0Total 0 21 26 0 27 5 0 0 19 18 0 83 199Percent 0.0 10.6 13.1 0.0 13.8 2.5 0.0 0.0 9.4 9.1 0.0 41.6 100.0Total 0 0 0 18 10 0 0 0 0 0 0 83 111Percent 0.0 0.0 0.0 16.3 8.9 0.0 0.0 0.0 0.0 0.0 0.0 74.9 100.0Total 0 2 0 0 22 0 0 0 0 0 0 24 48Percent 0.0 5.1 0.0 0.0 45.3 0.0 0.0 0.0 0.0 0.0 0.0 49.6 100.0Total 0 0 0 0 49 0 0 0 0 0 0 55 105Percent 0.0 0.0 0.0 0.0 47.0 0.0 0.0 0.0 0.0 0.0 0.0 53.0 100.0Total 0 0 0 0 10 0 0 0 0 6 0 216 231Percent 0.0 0.0 0.0 0.0 4.2 0.0 0.0 0.0 0.0 2.4 0.0 93.4 100.0Total 0 0 5 0 40 0 0 0 6 0 0 92 142Percent 0.0 0.0 3.6 0.0 27.9 0.0 0.0 0.0 4.1 0.0 0.0 64.4 100.0Total 0 7 31 12 117 0 0 0 0 0 0 154 321Percent 0.0 2.1 9.7 3.7 36.4 0.0 0.0 0.0 0.0 0.0 0.0 48.0 100.0Total 0 0 0 0 53 0 0 0 0 0 0 133 186Percent 0.0 0.0 0.0 0.0 28.6 0.0 0.0 0.0 0.0 0.0 0.0 71.4 100.0Total 0 13 0 0 65 7 0 0 0 0 0 145 230Percent 0.0 5.6 0.0 0.0 28.5 2.9 0.0 0.0 0.0 0.0 0.0 63.0 100.0Total 0 6 0 0 18 0 0 0 0 0 0 236 259Percent 0.0 2.1 0.0 0.0 7.0 0.0 0.0 0.0 0.0 0.0 0.0 90.9 100.0Total 0 2 0 6 36 0 0 0 0 0 0 77 122Percent 0.0 2.0 0.0 4.8 29.9 0.0 0.0 0.0 0.0 0.0 0.0 63.3 100.0Total 0 2 0 0 13 0 0 0 0 0 0 332 347Percent 0.0 0.5 0.0 0.0 3.8 0.0 0.0 0.0 0.0 0.0 0.0 95.7 100.0Total 0 0 0 0 9 0 0 0 0 0 0 141 150Percent 0.0 0.0 0.0 0.0 6.2 0.0 0.0 0.0 0.0 0.0 0.0 93.8 100.0Total 0 0 0 0 60 0 0 0 0 0 0 116 176Percent 0.0 0.0 0.0 0.0 34.1 0.0 0.0 0.0 0.0 0.0 0.0 65.9 100.0Total 0 19 12 9 125 0 0 68 0 11 0 1,099 1,343Percent 0.0 1.4 0.9 0.7 9.3 0.0 0.0 5.1 0.0 0.8 0.0 81.8 100.0Total 0 0 0 0 16 0 0 0 0 0 0 51 68Percent 0.0 0.0 0.0 0.0 24.3 0.0 0.0 0.0 0.0 0.0 0.0 75.7 100.0

*Percents are calculated by Row*Due to rounding, rows may not add to exact totals

Allegheny

TABLE AA2009 BROAD STREET SURVEY STUDY

EGRESS MODE BY EXITING STATION: WEEKDAY

Station Location

Olney


City Hall

Ellsworth-Federal

Erie

Fairmount

Fern Rock

Girard

Hunting Park

Logan

Lombard-South

North Philadelphia

Tasker-Morris

Walnut-Locust

Wyoming

Oregon



Snyder

Spring Garden

Susquehanna-Dauphin

Auto: Driver Auto: Passenger Bicycle Bus

Market-Frankford

Line


SEPTA Regional Rail Trolley Route Walk ONLY Total

271 114 42 1,149 654 38 351 182 3,799 6,599Total 0 45 0 35 0 0 0 0 87 167Percent 0.0 40.0 0.0 3.1 0.0 0.0 0.0 0.0 2.3 2.5Total 13 13 0 69 0 0 0 0 215 309Percent 4.6 11.0 0.0 6.0 0.0 0.0 0.0 0.0 5.7 4.7Total 58 0 14 359 654 0 351 182 852 2,469Percent 21.4 0.0 33.5 31.2 100.0 0.0 100.0 100.0 22.4 37.4Total 0 0 0 64 0 0 0 0 100 164Percent 0.0 0.0 0.0 5.6 0.0 0.0 0.0 0.0 2.6 2.5Total 0 45 0 100 0 0 0 0 86 231Percent 0.0 40.0 0.0 8.7 0.0 0.0 0.0 0.0 2.3 3.5Total 0 0 0 14 0 0 0 0 122 136Percent 0.0 0.0 0.0 1.2 0.0 0.0 0.0 0.0 3.2 2.1Total 45 0 0 13 0 0 0 0 3 61Percent 16.8 0.0 0.0 1.1 0.0 0.0 0.0 0.0 0.1 0.9Total 0 0 0 25 0 0 0 0 113 138Percent 0.0 0.0 0.0 2.2 0.0 0.0 0.0 0.0 3.0 2.1Total 0 0 0 13 0 0 0 0 10 23Percent 0.0 0.0 0.0 1.1 0.0 0.0 0.0 0.0 0.3 0.4Total 0 0 0 0 0 0 0 0 0 0Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total 0 0 10 0 0 0 0 0 353 363Percent 0.0 0.0 24.0 0.0 0.0 0.0 0.0 0.0 9.3 5.5Total 0 0 0 21 0 0 0 0 48 69Percent 0.0 0.0 0.0 1.8 0.0 0.0 0.0 0.0 1.3 1.0Total 0 0 0 240 0 0 0 0 65 305Percent 0.0 0.0 0.0 20.9 0.0 0.0 0.0 0.0 1.7 4.6Total 45 10 10 67 0 0 0 0 71 203Percent 16.8 8.9 24.0 5.8 0.0 0.0 0.0 0.0 1.9 3.1Total 0 0 0 0 0 0 0 0 413 413Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 10.9 6.3Total 0 0 0 0 0 0 0 0 64 64Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.7 1.0Total 18 0 0 0 0 0 0 0 24 42Percent 6.8 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.6 0.6Total 0 0 0 13 0 0 0 0 133 145Percent 0.0 0.0 0.0 1.1 0.0 0.0 0.0 0.0 3.5 2.2Total 0 0 0 43 0 0 0 0 94 138Percent 0.0 0.0 0.0 3.8 0.0 0.0 0.0 0.0 2.5 2.1Total 91 0 0 61 0 0 0 0 93 245Percent 33.6 0.0 0.0 5.3 0.0 0.0 0.0 0.0 2.5 3.7Total 0 0 8 0 0 38 0 0 797 843Percent 0.0 0.0 18.5 0.0 0.0 100.0 0.0 0.0 21.0 12.8Total 0 0 0 13 0 0 0 0 56 68Percent 0.0 0.0 0.0 1.1 0.0 0.0 0.0 0.0 1.5 1.0


Allegheny

TABLE BB2009 BROAD STREET SURVEY STUDY

EGRESS MODE BY EXITING STATION: SATURDAY

Station Location

Olney


City Hall

Ellsworth-Federal

Erie

Fairmount

Fern Rock

Girard

Hunting Park

Logan

Lombard-South


Tasker-Morris

Walnut-Locust

Wyoming

Oregon



Snyder

Spring Garden

Susquehanna-Dauphin

Amtrak Auto: Driver Auto: Passenger Bicycle Bus Commuter

Van

Market-Frankford

Line


SEPTA Regional Rail Taxi Trolley Route Walk ONLY Total

3 151 101 72 1,254 12 1,239 68 176 35 277 6,604 9,993

Total 0 141 101 72 1,235 12 1,239 16 176 35 277 6,604 9,908Percent 0.0 92.9 100.0 100.0 98.5 100.0 100.0 23.3 100.0 100.0 100.0 100.0 99.1Total 0 141 97 72 1,213 12 1,171 11 110 35 277 6,567 9,707Percent 0.0 92.9 96.3 100.0 96.7 100.0 94.5 16.7 62.6 100.0 100.0 99.4 97.1Total 0 20 0 0 31 0 14 0 0 0 43 86 194Percent 0.0 13.4 0.0 0.0 2.5 0.0 1.1 0.0 0.0 0.0 15.5 1.3 2.0Total 0 2 29 24 358 7 68 0 39 6 6 1,020 1,559Percent 0.0 1.6 29.0 33.0 28.5 57.8 5.5 0.0 22.2 15.8 2.2 15.4 16.1Total 0 35 17 22 84 0 387 0 13 11 87 3,341 3,997Percent 0.0 23.0 16.7 30.3 6.7 0.0 31.2 0.0 7.3 32.6 31.4 50.6 41.2Total 0 3 0 2 144 0 400 0 17 0 105 146 816Percent 0.0 1.9 0.0 2.2 11.5 0.0 32.3 0.0 9.9 0.0 37.8 2.2 8.4Total 0 25 8 0 199 0 35 0 6 0 32 1,418 1,723Percent 0.0 16.4 8.2 0.0 15.8 0.0 2.9 0.0 3.3 0.0 11.5 21.5 17.7Total 0 0 0 10 104 0 3 11 0 0 0 230 358Percent 0.0 0.0 0.0 13.3 8.3 0.0 0.3 16.7 0.0 0.0 0.0 3.5 3.7Total 0 0 0 0 24 0 100 0 7 0 0 58 190Percent 0.0 0.0 0.0 0.0 1.9 0.0 8.1 0.0 4.2 0.0 0.0 0.9 2.0Total 0 14 10 15 88 0 5 0 17 0 0 13 162Percent 0.0 8.9 9.6 21.2 7.0 0.0 0.4 0.0 9.5 0.0 0.0 0.2 1.7Total 0 30 33 0 171 5 9 0 4 18 0 229 498Percent 0.0 20.1 32.8 0.0 13.6 42.2 0.7 0.0 2.2 51.6 0.0 3.5 5.1Total 0 11 0 0 11 0 150 0 7 0 5 27 211Percent 0.0 7.5 0.0 0.0 0.8 0.0 12.1 0.0 3.9 0.0 1.6 0.4 2.2

Total 0 0 4 0 23 0 68 5 66 0 0 37 201Percent 0.0 0.0 3.7 0.0 1.8 0.0 5.5 6.6 37.4 0.0 0.0 0.6 2.0Total 0 0 4 0 3 0 0 0 7 0 0 16 30Percent 0.0 0.0 3.7 0.0 0.2 0.0 0.0 0.0 4.1 0.0 0.0 0.2 0.3Total 0 0 0 0 3 0 10 0 3 0 0 6 22Percent 0.0 0.0 0.0 0.0 0.3 0.0 0.8 0.0 1.5 0.0 0.0 0.1 0.2Total 0 0 0 0 12 0 58 5 12 0 0 6 92Percent 0.0 0.0 0.0 0.0 1.0 0.0 4.7 6.6 6.6 0.0 0.0 0.1 0.9Total 0 0 0 0 0 0 0 0 0 0 0 4 4Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0Total 0 0 0 0 4 0 0 0 44 0 0 6 54Percent 0.0 0.0 0.0 0.0 0.3 0.0 0.0 0.0 25.1 0.0 0.0 0.1 0.6

Total 3 11 0 0 19 0 0 52 0 0 0 0 85Percent 100.0 7.1 0.0 0.0 1.5 0.0 0.0 76.7 0.0 0.0 0.0 0.0 0.9Total 0 7 0 0 0 0 0 0 0 0 0 0 7Percent 0.0 4.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1Total 0 0 0 0 14 0 0 0 0 0 0 0 14Percent 0.0 0.0 0.0 0.0 1.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1Total 0 0 0 0 0 0 0 7 0 0 0 0 7Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 10.9 0.0 0.0 0.0 0.0 0.1Total 0 4 0 0 0 0 0 33 0 0 0 0 37Percent 0.0 2.6 0.0 0.0 0.0 0.0 0.0 47.9 0.0 0.0 0.0 0.0 0.4Total 3 0 0 0 0 0 0 0 0 0 0 0 3Percent 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total 0 0 0 0 0 0 0 3 0 0 0 0 3Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.0 0.0 0.0 0.0 0.0 0.0Total 0 0 0 0 0 0 0 9 0 0 0 0 9Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 13.9 0.0 0.0 0.0 0.0 0.1Total 0 0 0 0 6 0 0 0 0 0 0 0 6Percent 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1


TABLE CC2009 BROAD STREET SURVEY STUDY

DESTINATION BY EGRESS MODE: WEEKDAY

PENNSYLVANIA (NET)

Location

PHILADELPHIA COUNTY (NET)

OTHER PA COUNTY (NET)

OTHER TOTAL


Berks County, PA

Chester County, PA

Delaware County, PA


South Philadelphia

Center City

West Philadelphia






Salem County, NJ

Union County, NJ

New York

Atlantic County, NJ


Northwest philadelphia

Olney / Oak Lane

Camden County, NJ


Essex County, NJ

Auto: Driver Auto: Passenger Bicycle Bus

Market-Frankford

Line

PATCO High Speed

Line

SEPTA Regional Rail Trolley Route Walk ONLY Total

271 114 42 1,149 654 38 351 182 3,799 6,599

Total 271 114 42 1,136 654 10 337 182 3,799 6,545Percent 100.0 100.0 100.0 98.9 100.0 26.4 96.0 100.0 100.0 99.2Total 225 114 42 1,124 615 10 241 182 3,729 6,281Percent 83.2 100.0 100.0 97.8 94.0 26.4 68.7 100.0 98.1 95.2Total 0 0 0 32 0 0 10 18 13 72Percent 0.0 0.0 0.0 2.8 0.0 0.0 2.9 9.9 0.3 1.1Total 109 10 10 288 7 0 0 0 1,006 1,431Percent 40.4 8.9 24.0 25.1 1.1 0.0 0.0 0.0 26.5 21.7Total 12 0 22 103 236 0 35 89 1,573 2,071Percent 4.6 0.0 52.0 8.9 36.0 0.0 10.0 49.1 41.4 31.4Total 0 0 0 130 75 0 118 60 13 397Percent 0.0 0.0 0.0 11.3 11.5 0.0 33.6 33.2 0.3 6.0Total 0 13 0 178 68 0 0 0 732 990Percent 0.0 11.0 0.0 15.5 10.4 0.0 0.0 0.0 19.3 15.0Total 45 45 0 47 0 0 0 0 139 277Percent 16.8 40.0 0.0 4.1 0.0 0.0 0.0 0.0 3.7 4.2Total 0 0 0 0 114 0 51 14 8 188Percent 0.0 0.0 0.0 0.0 17.5 0.0 14.7 7.8 0.2 2.8Total 0 45 0 76 0 0 26 0 37 185Percent 0.0 40.0 0.0 6.6 0.0 0.0 7.5 0.0 1.0 2.8Total 58 0 10 180 14 10 0 0 148 419Percent 21.4 0.0 24.0 15.6 2.1 26.4 0.0 0.0 3.9 6.4Total 0 0 0 91 101 0 0 0 60 251Percent 0.0 0.0 0.0 7.9 15.4 0.0 0.0 0.0 1.6 3.8

Total 45 0 0 13 39 0 96 0 70 264Percent 16.8 0.0 0.0 1.1 6.0 0.0 27.4 0.0 1.9 4.0Total 0 0 0 0 13 0 0 0 58 71Percent 0.0 0.0 0.0 0.0 1.9 0.0 0.0 0.0 1.5 1.1Total 45 0.0 0 13 13 0.0 83 0.0 0 153Percent 16.8 0.0 0.0 1.1 1.9 0.0 23.6 0.0 0.0 2.3Total 0 0.0 0 0 14 0.0 13 0.0 13 40Percent 0.0 0.0 0.0 0.0 2.2 0.0 3.8 0.0 0.3 0.6

Total 0 0 0 12 0 28 14 0 0 54Percent 0.0 0.0 0.0 1.1 0.0 73.6 4.0 0.0 0.0 0.8Total 0 0 0 12 0 0 0 0 0 12Percent 0.0 0.0 0.0 1.1 0.0 0.0 0.0 0.0 0.0 0.2Total 0 0 0 0 0 28 14 0 0 42Percent 0.0 0.0 0.0 0.0 0.0 73.6 4.0 0.0 0.0 0.6Total 0 0 0 0 0 0 14 0 0 14Percent 0.0 0.0 0.0 0.0 0.0 0.0 4.0 0.0 0.0 0.2


West Philadelphia

PENNSYLVANIA (NET)

PHILADELPHIA COUNTY (NET)


South Philadelphia

Center City

TABLE DD2009 BROAD STREET SURVEY STUDY

DESTINATION BY EGRESS MODE: SATURDAY

Location


OTHER PA COUNTY (NET)

Berks County, PA

Delaware County, PA




Northwest philadelphia

Olney / Oak Lane

New York


OTHER TOTAL

Atlantic County, NJ

Camden County, NJ

Weekday Saturday

277 182Total 77 61Percent 27.7 33.7Total 55 56Percent 19.7 31.0Total 50 26Percent 18.2 14.1Total 35 10Percent 12.5 5.5Total 13 3Percent 4.8 1.5Total 19 0Percent 7.0 0.0Total 28 26Percent 10.1 14.2

*all egress mode trolley exit at City Hall

No Answer

Route 36

Route 10

Route 11

Route 13

Route 15

Route 34

TABLE EE2009 BROAD STREET SURVEY STUDY

WHAT TROLLEY ROUTE DID YOU USE?

Trolley Route

BASE: EGRESS MODE AS TROLLEYS

Weekday Saturday

9,993 6,599Total 6,161 2,826Percent 61.7 42.8Total 192 101Percent 1.9 1.5Total 1,374 232Percent 13.7 3.5Total 239 524Percent 2.4 7.9Total 462 1,996Percent 4.6 30.2Total 798 655Percent 8.0 9.9Total 296 66Percent 3.0 1.0Total 210 90Percent 2.1 1.4Total 261 108Percent 2.6 1.6


Medical

Personal

No Answer

Business Travel

Travel to/from school

Shopping

Entertainment/Recreation

Visit Family or Friends

TABLE FF2009 BROAD STREET SURVEY STUDY

TRIP PURPOSE

Purpose

Work Commute


1,476 3,192 5325 9,993Total 1,149 2,172 2,840 6,161Percent 77.9 68.0 53.3 61.7Total 71 46 75 192Percent 4.8 1.4 1.4 1.9Total 66 394 913 1,374Percent 4.5 12.3 17.1 13.7Total 6 90 143 239Percent 0.4 2.8 2.7 2.4Total 98 174 190 462Percent 6.6 5.5 3.6 4.6Total 10 116 672 798Percent 0.7 3.6 12.6 8.0Total 11 86 199 296Percent 0.7 2.7 3.7 3.0Total 23 23 164 210Percent 1.6 0.7 3.1 2.1Total 41 91 129 261Percent 2.8 2.8 2.4 2.6


No Answer

Business Travel


Shopping



Purpose

Work Commute

TABLE GG2009 BROAD STREET SURVEY STUDY

TRIP PURPOSE BY BOARDING STATION: WEEKDAY

Medical

Personal


1,953 1,780 2866 6,599Total 884 863 1,078 2,826Percent 45.3 48.5 37.6 42.8Total 0 26 75 101Percent 0.0 1.5 2.6 1.5Total 18 81 133 232Percent 0.9 4.5 4.7 3.5Total 77 213 235 524Percent 3.9 12.0 8.2 7.9Total 852 486 658 1,996Percent 43.6 27.3 23.0 30.2Total 107 77 471 655Percent 5.5 4.3 16.4 9.9Total 3 0 63 66Percent 0.1 0.0 2.2 1.0Total 3 24 63 90Percent 0.1 1.3 2.2 1.4Total 10 10 88 108Percent 0.5 0.6 3.1 1.6


No Answer

Business Travel


Shopping



Purpose

Work Commute

TABLE HH2009 BROAD STREET SURVEY STUDY

TRIP PURPOSE BY BOARDING STATION: SATURDAY

Medical

Personal

Weekday Saturday

9,993 6,599Total 936 1,237Percent 9.4 18.7Total 6,125 1,824Percent 61.3 27.6Total 1,715 1,582Percent 17.2 24.0Total 1,217 1,957Percent 12.2 29.7


4 to 5 days a week

1 to 3 days a week

Less than once a week

TABLE II2009 BROAD STREET SURVEY STUDY

TRIP FREQUENCY

Frequency

6 to 7 days a week


1,476 3,192 5,325 9,993Total 124 397 416 936Percent 8.4 12.4 7.8 9.4Total 1,010 1,982 3,133 6,125Percent 68.4 62.1 58.8 61.3Total 160 489 1,065 1,715Percent 10.9 15.3 20.0 17.2Total 182 323 711 1,217Percent 12.3 10.1 13.4 12.2


1,953 1,780 2,866 6,599Total 211 405 620 1,237Percent 10.8 22.8 21.6 18.7Total 478 489 857 1,824Percent 24.5 27.4 29.9 27.6Total 415 398 768 1,582Percent 21.3 22.4 26.8 24.0Total 848 488 621 1,957Percent 43.4 27.4 21.7 29.7


6 to 7 days a week

TABLE JJ2009 BROAD STREET SURVEY STUDY

TRIP FREQUENCY BY BOARDING STATION

Weekday

6 to 7 days a week

4 to 5 days a week

1 to 3 days a week


4 to 5 days a week

1 to 3 days a week


Saturday

6 to 7 days a week

4 to 5 days a week

1 to 3 days a week

Less than once a week Total

936 6,125 1,715 1,217 9,993Total 698 4,703 523 237 6,161Percent 74.6 76.8 30.5 19.5 61.7Total 9 24 35 124 192Percent 1.0 0.4 2.0 10.2 1.9Total 66 1,002 287 18 1,374Percent 7.1 16.4 16.8 1.5 13.7Total 16 17 89 117 239Percent 1.7 0.3 5.2 9.6 2.4Total 11 70 176 205 462Percent 1.2 1.1 10.3 16.8 4.6Total 86 128 335 249 798Percent 9.2 2.1 19.5 20.5 8.0Total 35 22 119 120 296Percent 3.7 0.4 6.9 9.9 3.0Total 7 29 50 124 210Percent 0.7 0.5 2.9 10.2 2.1Total 9 129 101 23 261Percent 0.9 2.1 5.9 1.9 2.6


No Answer

Business Travel


Shopping



Purpose

Work Commute

TABLE KK2009 BROAD STREET SURVEY STUDY

PURPOSE OF TRIP BY FREQUENCY: WEEKDAY

Medical

Personal

6 to 7 days a week

4 to 5 days a week

1 to 3 days a week

Less than once a week Total

1,237 1,824 1,582 1,957 6,599Total 874 1,401 389 162 2,826Percent 70.7 76.8 24.6 8.3 42.8Total 26 50 12 13 101Percent 2.1 2.8 0.8 0.6 1.5Total 39 76 96 21 232Percent 3.1 4.2 6.1 1.1 3.5Total 13 38 221 253 524Percent 1.0 2.1 14.0 12.9 7.9Total 182 154 423 1,237 1,996Percent 14.7 8.4 26.8 63.2 30.2Total 65 70 334 187 655Percent 5.3 3.8 21.1 9.5 9.9Total 25 0 16 25 66Percent 2.0 0.0 1.0 1.3 1.0Total 13 13 40 25 90Percent 1.0 0.7 2.5 1.3 1.4Total 0 23 50 35 108Percent 0.0 1.2 3.2 1.8 1.6


No Answer

Business Travel


Shopping



Purpose

Work Commute

TABLE LL2009 BROAD STREET SURVEY STUDY

PURPOSE OF TRIP BY FREQUENCY: SATURDAY

Medical

Personal

Rou

te 1

Rou

te 1

2

Rou

te 1

7

Rou

te 1

8

Rou

te 2

1

Rou

te 2

3

Rou

te 2

6

Rou

te 2

7

Rou

te 2

9

Rou

te 3

Rou

te 3

1

Rou

te 3

2

Rou

te 3

3

Rou

te 3

7

Rou

te 3

8

Rou

te 3

9

Rou

te 4

0

Rou

te 4

2

Rou

te 4

3

Rou

te 4

4

Total**

22 9 2 16 17 11 14 30 64 43 10 10 10 9 7 9 7 48 13 4 1,254Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 136Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 10.8Total 0 0 0 0 0 0 0 0 0 43 0 0 0 0 0 0 0 0 0 0 43Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.4Total 0 0 2 0 17 11 0 30 0 0 10 10 10 0 7 0 0 0 0 4 305Percent 0.0 0.0 100.0 0.0 100.0 100.0 0.0 100.0 0.0 0.0 100.0 100.0 100.0 0.0 100.0 0.0 0.0 0.0 0.0 100.0 24.3Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 20Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.6Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 76Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 6.0Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3Total 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 27Percent 0.0 0.0 0.0 25.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.2Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.8Total 22 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22Percent 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.7Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 49Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.9Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0 0 0 10Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.8Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 40Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.2Total 0 0 0 12 0 0 11 0 0 0 0 0 0 0 0 0 0 0 0 0 117Percent 0.0 0.0 0.0 74.6 0.0 0.0 78.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 9.3Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 53Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.2Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 65Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 5.2Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.4Total 0 0 0 0 0 0 3 0 3 0 0 0 0 9 0 0 0 0 0 0 36Percent 0.0 0.0 0.0 0.0 0.0 0.0 21.5 0.0 5.2 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 2.9Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 0 13Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 1.0Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 0 0 0 9Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.7Total 0 0 0 0 0 0 0 0 60 0 0 0 0 0 0 0 0 0 0 0 60Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 94.8 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.8Total 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 48 0 0 125Percent 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 9.9Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.3

*Due to rounding, rows may not add to exact totals**This is a two page table. The total column is the row sum of both pages.

TABLE MM2009 BROAD STREET SURVEY STUDY

EGRESS MODE BY EXITING STATION: WEEKDAYBASE: EGRESS MODE BUS

Girard


City Hall

Ellsworth-Federal

Allegheny

Station Location

Hunting Park

Erie

Fairmount

Tasker-Morris

Logan

Lombard-South

North Philadelphia

Olney

Fern Rock

Wyoming

Oregon



Snyder

Spring Garden

Susquehanna-Dauphin

Walnut-Locust

Rou

te 4

8

Rou

te 5

4

Rou

te 5

5

Rou

te 5

6

Rou

te 5

7

Rou

te 6

Rou

te 6

0

Rou

te 6

1

Rou

te 6

4

Rou

te 6

8

Rou

te 7

Rou

te 7

0

Rou

te 7

1

Rou

te 7

5

Rou

te 7

9

Rou

te 8

Rou

te G

Gre

yhou

nd

Bus

Lin

e

HX

H

No

Ans

wer

Total**

19 40 3 25 8 20 69 4 20 18 13 12 54 63 25 49 30 2 34 392 1,254Total 0 0 0 0 0 0 69 0 0 0 0 0 0 0 0 0 0 0 0 66 136Percent 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 16.9 10.8Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 43Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.4Total 19 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 185 305Percent 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 47.3 24.3Total 0 0 0 0 0 0 0 0 20 0 0 0 0 0 0 0 0 0 0 0 20Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.6Total 0 0 0 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 34 17 76Percent 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 4.2 6.0Total 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 4Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.3Total 0 0 0 0 8 0 0 0 0 0 0 12 0 0 0 0 0 0 0 3 27Percent 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.8 2.2Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 10Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.5 0.8Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 22Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.7Total 0 0 0 0 0 0 0 0 0 0 0 0 0 46 0 0 0 0 0 3 49Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 73.8 0.0 0.0 0.0 0.0 0.0 0.7 3.9Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 10Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 9.5 0.0 0.0 0.0 0.8Total 0 40 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 40Percent 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.2Total 0 0 3 0 0 20 0 0 0 0 0 0 0 0 0 49 0 0 0 22 117Percent 0.0 0.0 100.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 5.6 9.3Total 0 0 0 0 0 0 0 0 0 14 13 0 0 0 0 0 27 0 0 0 53Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 74.4 100.0 0.0 0.0 0.0 0.0 0.0 90.5 0.0 0.0 0.0 4.2Total 0 0 0 0 0 0 0 0 0 5 0 0 54 0 7 0 0 0 0 0 65Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 25.6 0.0 0.0 100.0 0.0 27.4 0.0 0.0 0.0 0.0 0.0 5.2Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18 18Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.6 1.4Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 18 0 0 2 0 0 36Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 72.6 0.0 0.0 100.0 0.0 0.0 2.9Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.0Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.7Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 60Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 4.8Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 68 125Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 17.4 9.9Total 0 0 0 0 0 0 0 0 0 0 0 0 0 16 0 0 0 0 0 0 16Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 26.2 0.0 0.0 0.0 0.0 0.0 0.0 1.3

*Due to rounding, rows may not add to exact totals**This is a two page table. The total column is the row sum of both pages.

Susquehanna-Dauphin

Tasker-Morris

Walnut-Locust

Wyoming

TABLE MM (CONTINUED)2009 BROAD STREET SURVEY STUDY

EGRESS MODE BY EXITING STATION: WEEKDAYBASE: EGRESS MODE BUS

Oregon



Snyder

Spring Garden

Hunting Park

Logan

Lombard-South

North Philadelphia

Olney

Ellsworth-Federal

Erie

Fairmount

Fern Rock

Girard

Station Location

Allegheny


City Hall

Rou

te 1

Rou

te 1

7

Rou

te 2

1

Rou

te 2

3

Rou

te 2

7

Rou

te 2

9

Rou

te 3

Rou

te 3

0

Rou

te 3

8

Rou

te 3

9

Rou

te 4

3

Rou

te 4

8

Rou

te 5

2

Rou

te 5

4

Rou

te 5

5

Rou

te 5

6

Rou

te 6

Rou

te 6

0

Rou

te 6

1

Rou

te 6

4

Rou

te 6

6

Rou

te 6

8

Rou

te 7

Rou

te 7

0

Rou

te 7

5

Rou

te 8

Rou

te G

Rou

te R

No

Ans

wer

Total

13 7 3 25 13 24 59 13 13 43 13 10 45 21 32 75 88 10 14 51 45 7 16 13 13 43 31 13 396 1,149Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 25 35Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 6.3 3.1Total 0 0 0 0 0 0 59 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 69Percent 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2.6 6.0Total 0 7 3 25 13 0 0 13 13 0 0 10 45 0 0 0 0 0 0 0 45 0 0 0 0 0 0 13 172 359Percent 0.0 100.0 100.0 100.0 100.0 0.0 0.0 100.0 100.0 0.0 0.0 100.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 43.4 31.2Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 51 0 0 0 0 0 0 0 0 13 64Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.3 5.6Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 75 0 0 0 0 0 0 0 0 0 0 0 0 25 100Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 6.3 8.7Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14 0 0 0 0 0 0 0 0 0 0 14Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.2Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 0 0 0 0 0 13Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 1.1Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 25 25Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 6.3 2.2Total 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13Percent 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.1Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total 0 0 0 0 0 0 0 0 0 0 0 0 0 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.8Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 32 0 88 0 0 0 0 0 0 0 0 43 0 0 76 240Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 19.2 20.9Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 16 0 0 0 31 0 13 67Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 100.0 0.0 0.0 0.0 100.0 0.0 3.2 5.8Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total 0 0 0 0 0 0 0 0 0 0 13 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.1Total 0 0 0 0 0 0 0 0 0 43 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 43Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.8Total 0 0 0 0 0 24 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 37 61Percent 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 9.4 5.3Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 0 0 0 0 13Percent 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100.0 0.0 0.0 0.0 0.0 1.1


Wyoming

Oregon



Snyder

Spring Garden

Susquehanna-Dauphin

Tasker-Morris

Walnut-Locust

North Philadelphia

Olney

Fern Rock


City Hall

Ellsworth-Federal

Girard

Hunting Park

Erie

Fairmount

Logan

Lombard-South

TABLE NN2009 BROAD STREET SURVEY STUDY

EGRESS MODE BY EXITING STATION: SATURDAYBASE: EGRESS MODE BUS

Allegheny

Station Location

broad street subway ridership study

Technology

exiting station weekday

origin of weekday passengers

hour weekday

ridership survey

list of tables table

pattison station

oregon station

snyder station