TOWNSHIP OF LOWER MERION

(Exhibit A, page 1 of 5)
The following proposals for modifying the MUST overlay ordinance are
presented by North Ardmore Civic Association, ArdWood Civic Association and
Wynnewood Civic Association. Our intent is to offer constructive suggestions
for change so that MUST can achieve its intended result, mixed use
redevelopment oriented toward the Ardmore train station.
Summary of Recommendations
•
Expand the boundaries of the MUST overlay zone in the Ardmore
commercial district. Replace the concentric circle arrangement with a
more linear configuration that eliminates residential areas (which
cannot be developed under MUST in any case) and increases the
commercial area subject to MUST standards and incentives. The expanded
overlay zone includes the areas of Ardmore where the most intense
development should be focused:
Lancaster Avenue from the Church Road
bridge to Woodside Road, including the non-contributing parcels within
the designated historic commercial district; Ardmore West; and the
north end of Greenfield Avenue.
•
Instead of three different height and density subzones, make the
overlay district comprise one zone, with a base height allowance of 5
stories (or 5-1/2 with penthouses). The base height allowance could be
7 stories for lots abutting the railway line.
Retain the current
ordinance’s height limitations protecting existing residential areas
and eliminate height and density incentive bonuses for those areas,
where they can adversely affect existing residential neighborhoods.
•
Modify setback requirements and height allowances to prevent a canyon
effect from developing on narrow streets, to offer more protection to
existing residential neighborhoods, and to provide a more pedestrian
friendly environment on the side streets and encouraging wider
sidewalks. The elements for these improvements all exist in the current
ordinance — for example, in the public gathering space provisions — but
they need some adjustment. Impervious surface bonuses should be
eliminated in light of the Township’s serious storm water runoff
problem.
•
Remove the MUST overlay from north of the railroad tracks. The current
R7, CL, C1, and C2 zoning provides adequate opportunities for
redevelopment there and preserves the crucial residential buffer along
Montgomery Avenue. If deemed desirable, the commercial zone
ordinances, which already permit single-family and multi-family
residences, could be amended to explicitly allow mixed-use buildings.
•
Amend the affordable housing incentive provisions to set a standard
that is genuinely affordable, using, for example, the median wages of
non-managerial Township staff as the guideline.
•
Amend the parking allowances so that (1) public parking spaces cannot
be claimed towards required parking spaces; (2) provide that affordable
housing must provide at least 1 parking space per unit; and (3) limit
parking structures to a height of 39 feet except for lots abutting the
train tracks.
(Exhibit A, page 2 of 5)
Background
These proposals respond to central concerns of our civic associations.
Preservation of the quality of the residential environment is paramount.
Residents have chosen to live in Lower Merion because of its suburban
character, and they want to maintain this character. Redevelopment and
revitalization are desired goals; urbanization of the Township emphatically
is not.
The goal of transit-oriented development is one that everyone can support in
principle. However, given current work, school and recreation patterns and
the nature of the public transit infrastructure available to us, it is quite
unrealistic to suppose that placing new residences near the Ardmore train
station will by itself reduce the need for cars. For example, Welsh Valley
Middle School and Harriton High School are inaccessible except by car for
after-school activities. Commuters working in Great Valley cannot get to
work by public transportation. Focusing development within the innermost
density circle, in the areas adjacent to the station, concentrates vehicles
and congestion there; the more linear boundaries for MUST that we propose
spread out this density along Lancaster Avenue and disperse it so that
traffic can be better managed while new development remains within easy
walking distance of the station.
Even in these recessionary times, Ardmore is undergoing a development boom.
In addition to the Dranoff project (including what seems increasingly likely
to be a massive commuter garage next to the new train station), new buildings
are proposed for 106 Cricket Avenue, 11 & 15 East Athens Avenue, Tim
Mahoney’s proposed Cricket Club Condominium next to Schauffele Plaza,
Cambridge Square on Sibley Avenue, and at the southwest corner of Ardmore and
Lancaster Avenues. New condominiums for the first phase of Cambridge Square
and at 115 East Montgomery Avenue have recently been finished, and the
possibility of more infill residential development exists on Montgomery
Avenue and in the Cricket and Athens Avenue areas.
We do not know what the impact of these developments, once fully occupied,
will be. No assessment has been made of the capacity of our infrastructure
to handle them. How many more cars can move though Rittenhouse Place or
Anderson Avenue during peak hours without effectively shutting down these
roadways? Where will the residents’ cars be parked? Where will the newlygenerated stormwater go? Since master planning has been eschewed in favor of
an empirical approach, it would be wise to impose some limits now rather than
discover too late that the natural capacities have been exceeded.
Problems with the Current MUST Overlay Ordinance
1. The arbitrary geometry of the MUST circles includes large swathes of
residentially zoned land – well over 50% — that are not subject to MUST
provisions. The innermost density circle includes the Anderson Avenue
chokepoint as well as the historic commercial core of Ardmore, areas
where logic dictates against encouraging further dense residential
development. Meanwhile, Ardmore West and north Greenfield Avenue,
which have no historic buildings and no adjacent residential areas to
preserve, and which are models of poor and inefficient design, are not,
or are only marginally, included in the MUST development circles.
(Exhibit A, page 3 of 5)
Automotive congestion at and near the Anderson Avenue railroad
underpass needs to be minimized rather than increased, and pedestrian
flow needs to be improved. Our proposal addresses these issues.
2. We are aware that a more linear area was considered in writing the MUST
ordinance, and was rejected in favor of a concentric-circles model. The
wisdom of that original decision was questioned at the time, but now
that a major goal of the original ordinance has been attained by the
approval of the first stage of the Dranoff Associates plan, the
arguments in favor of a linear model are even stronger. The Dranoff
project will add significant additional pedestrian and automobile
traffic. It will provide a new train station, bus stops, and we hope,
improved pedestrian access. The “Mixed Use Special Transit” aims of
the ordinance will have been largely fulfilled by this project. We
believe that any further high rise development near the train station
would be too much.
3. The height allowances adjacent to long-standing residential areas are
too generous and setback requirements are inadequate. Two-story
residential communities of long standing feel threatened by massive 4story apartment complexes next door.
4. The requirement to build to the sidewalk is too inflexible. The
wedding-cake setback requirements for tall buildings now prescribed
only for the major arteries need to be extended to the side streets as
well.
5. The residential appearance of Montgomery Avenue from Narberth to the
western boundary of the Township has a high impact on the quality of
life of the entire Township and needs to be preserved with its
substantial setbacks and landscaping.
This goal can be achieved by
simply leaving the current R-7 zoning in place, and applying to splitzoned parcels the same exclusion from future MUST coverage that applies
to wholly residential parcels. Current zoning on the north side of the
railroad tracks provides ample opportunity for appropriate
redevelopment, for example along Coulter Avenue and on the property
formerly occupied by Suky Rosan.
6. The parking allowances of the MUST ordinance effectively privatize
public parking spaces to the detriment of current residences and
businesses and the parking allowance for affordable housing is
unrealistic. Public transit is not sufficiently developed in Lower
Merion to make life without a car a reasonable option for most
residents. In addition, the proposal limits the height of structured
parking elements (unless placed adjacent to the tracks) to respond to
the clearly expressed community consensus that any parking structures
should be limited in scale and dispersed throughout the area.
The affordable housing incentives should provide for genuinely affordable
housing for people of moderate income, with elements that serve the practical
needs of such residents. The parking requirements for affordable housing in
the current ordinance are not realistic.
(Exhibit A, page 4 of 5)
(Exhibit A, page 5 of 5)