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SVM Project List SEPTA | |
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2.4 SHORT LIST OF ALTERNATIVES (DESCRIPTIONS)The following discussion provides brief descriptions of the No-Build, TSM, and each short-listed alternatives including how each relates to the Stage II goals of the selection process. In addition, illustrations of each alternative's service patterns are provided in Exhibit 2.4-1 Short List of Alternatives, Service Plans [PDF], and maps of the alternatives are shown in Exhibit 2.4-2 Short List of Alternatives, Maps [PDF]. 2.4.1 NO-BUILD ALTERNATIVEThe No-Build Alternative assumes no improvements to the Schuylkill Valley Corridor with regard to transportation beyond those which are already underway or scheduled to be undertaken in the most recent Transportation Improvement Program's (TIP) of both the Delaware Valley Regional Planning Commission (DVRPC) and the Berks County Planning Commission (BCPC). These transportation projects are funded and scheduled for implementation or completion during the planning period of each TIP and are exclusive from any build alternative proposed by this study.The DVRPC's TIP, adopted on January 21, 1999 for a four-year period from 1999 to 2002 served as the basis for defining other scheduled projects as necessary for this report. The DVRPC adopted a revised TIP on July 27, 2000. No changes substantially affect the results of this study. BCPC's most recent TIP was adopted on February 4, 1999 for a four-year period from 1999 to 2002. Major transportation projects related to the SVM study corridor include:
2.4.2 TRANSPORTATION SYSTEMS MANAGEMENT ALTERNATIVEThe TSM Alternative, as illustrated in Exhibit 2.4-1 Short List of Alternatives, Service Plans [PDF] and Exhibit 2.4-2 Short List of Alternatives, Maps (Sheet 1) [PDF], represents the highest level of transit service that can be reasonably implemented without a major investment in transit or other new infrastructure. This alternative mainly emphasizes enhancement of bus service through improvements combined with minor capital projects designed to improve bus flow. The TSM Alternative has three line components: (1) An express bus service between Wyomissing and Philadelphia via US Route 422, Port Kennedy, King of Prussia, and I-76; (2) A commuter rail line between Port Kennedy and Philadelphia via East Falls and the Center City Commuter Rail Tunnel; and (3) A commuter rail line between Ivy Ridge and Philadelphia via Cynwyd and the Center City Commuter Rail Tunnel. The express bus service will use existing public highways. The commuter rail line will use existing and new tracks on Norfolk Southern right-of-way between Norristown and Port Kennedy, existing SEPTA tracks between Norristown and Philadelphia via East Falls, new track on existing SEPTA right-of-way between Ivy Ridge and Cynwyd, and a combination of SEPTA and Amtrak tracks between Cynwyd and Philadelphia.The TSM Alternative features two services: (1) An express bus service between Wyomissing and Philadelphia via US Route 422, Port Kennedy, King of Prussia, and I-76; and (2) A commuter rail service between Port Kennedy and Ivy Ridge via East Falls, the Center City Commuter Rail Tunnel and Cynwyd, stopping at all stations, including a new station at 52nd Street. 2.4.3 BUILD ALTERNATIVE 1DAlternative 1D, as illustrated in Exhibit 2.4-1 Short List of Alternatives, Service Plans [PDF] and Exhibit 2.4-2 Short List of Alternatives, Maps (sheet 2) [PDF], has three line components: (1) A main commuter rail line from Wyomissing to Philadelphia via East Falls and the Center City Commuter Rail tunnel; (2) A light rail line from Ivy Ridge to Philadelphia via Cynwyd, Girard Avenue, the City Branch, and downtown streets; and (3) An extension of the Route 100 Norristown High Speed Line from Hughes Park to Port Kennedy via King of Prussia. The commuter rail line will share existing freight tracks and limited new tracks with Norfolk Southern between Wyomissing and Norristown. Between Norristown and Philadelphia it will use existing SEPTA tracks. Between Ivy Ridge and 52nd Street the light rail line will use existing SEPTA track and right-of-way. Between 52nd Street and Philadelphia it will use a combination of Norfolk Southern, Amtrak, CSX, and SEPTA right-of-way and downtown streets. The Route 100 extension will use all new tracks on a combination of Norfolk Southern right-of-way and new right-of-way.Alternative 1D will have four services: (1) A diesel commuter rail express service will operate between Wyomissing and Philadelphia via East Falls skipping 8 stations between Norristown and Temple University and switching to electric power to operate through the Center City tunnel; (2) An electric commuter rail service will serve all stations between Port Kennedy and Philadelphia via East Falls; (3) A light rail service will serve all stops between Ivy Ridge and Philadelphia via Cynwyd, Girard Avenue, the City Branch and downtown streets; and (4) Route 100 light rail service will operate between 69th Street and Port Kennedy via King of Prussia. Summary of 1D Analysis: Goal 1. The potential for this alternative to attract riders is low, but this option does serve 30th Street, Suburban and Market East Stations directly from all points in the Schuylkill Valley Corridor (via East Falls only). Goal 2. Alternative 1D's peak headways of 30 minutes do increase travel throughout the corridor, however, this is not attractive enough to provide significant increases in travel, especially between Center City and the suburban communities. This alternative provides an enhanced opportunity for reverse commuting and general increased mobility for low-income persons. Goal 3. A decrease in the loss of farmland and open space largely depends on factors outside of the control of the project. In addition, the diesel mode of propulsion means that improvements in air quality along the corridor would not be as great as for other alternatives, especially considering the low projected passenger boardings. This is one of two alternatives that allows direct access to Fairmount Park. Goal 4. This alternative is less expensive to implement and operate, due to its less frequent service levels (Refer to Table 2.3-1). 2.4.4 BUILD ALTERNATIVE 1EAlternative 1E, as illustrated in Exhibit 2.4-1 Short List of Alternatives, Service Plans [PDF] and Exhibit 2.4-2 Short List of Alternatives, Maps (sheet 2) [PDF], will be identical to Alternative 1D except that the commuter rail express service between Wyomissing and Philadelphia will be electrically propelled. Due to the similarity between Alternatives 1D and 1E, the same issues (positive as well as negative) that affected the scores of Alternative 1D generally apply to Alternative 1E. The overall average score of this alternative was ranked at the bottom of the Short List. The major reason for its lower ranking is the higher total capital investment. The higher costs are largely due to the electric mode of propulsion, which would require electrification of the portion of the line west of Norristown. Another reason for the lower ranking of this alternative is its lower passenger miles per annualized cost ratio.2.4.5 BUILD ALTERNATIVE 2DAlternative 2D, as illustrated in Exhibit 2.4-1 Short List of Alternatives, Service Plans [PDF] and Exhibit 2.4-2 Short List of Alternatives, Maps (sheet 3) [PDF], consists of three line components: (1) A commuter rail line from Wyomissing to Philadelphia via Cynwyd and the Center City Commuter Rail Tunnel; (2) A commuter rail line from Ivy Ridge to Philadelphia via East Falls and the Center City Commuter Rail Tunnel; and (3) An extension of the Route 100 Norristown High Speed Line from Hughes Park to Port Kennedy via King of Prussia. The commuter rail line will share existing and new tracks with Norfolk Southern between Wyomissing and Norristown, and will use existing SEPTA tracks between Norristown and Philadelphia via East Falls. Between Ivy Ridge and 52nd Street the commuter rail line will use existing SEPTA track and right-of-way. Between 52nd Street and Philadelphia it will use a combination of Amtrak and SEPTA tracks. The Route 100 extension will use all new tracks on a combination of Norfolk Southern right-of-way and new right-of-way.Alternative 2D will have three services: (1) A diesel commuter rail express service will operate between Wyomissing and Philadelphia via East Falls skipping 8 stations between Norristown and Temple and switching to electric power to operate through the Center City tunnel. (2) A local electric commuter rail service will stop at all stations between Port Kennedy and Ivy Ridge via Cynwyd, the Center City Commuter Rail Tunnel and East Falls. (3) Route 100 light rail service will operate between 69th Street and Port Kennedy via King of Prussia. Summary of 2D Analysis: Goal 1. The potential for this alternative to attract riders is relatively low, but this option does serve 30th Street, Suburban and Market East Stations directly from all points in the Schuylkill Valley Corridor (via both the East Falls and Cynwyd branches). Goal 2. Peak headways of 30 minutes increase travel throughout the corridor. Furthermore, this alternative scores better than Alternatives 1D and 1E with respect to increasing the travel between Center City and the suburbs primarily because its second tier of service extends from Center City to Port Kennedy and Norristown. However, because this alternative largely follows the existing and densely built-up R6 alignment, it does not provide for much increased mixed-use development given current zoning regulations. This alternative provides an enhanced opportunity for reverse commuting and general increased mobility for low-income persons. Goal 3. A decrease in the loss of farmland and open space largely depends on factors outside of the control of the project. In addition, the diesel mode of propulsion means that improvements in air quality along the corridor would not be as great as other alternatives, especially considering the low projected passenger boardings. Also, access to Fairmount Park would not be direct and would therefore require walking or a transfer. Goal 4. This alternative would be relatively less expensive to implement and operate due to its less frequent service levels (Refer to Table 2.3-1). 2.4.6 BUILD ALTERNATIVE 5EAlternative 5E, as illustrated in Exhibit 2.4-1 Short List of Alternatives, Service Plans [PDF] and Exhibit 2.4-2 Short List of Alternatives, Maps (sheet 4) [PDF], consists of three line components: (1) A main light rail line between Wyomissing and Philadelphia via Cynwyd, Girard Avenue, the City Branch, and downtown streets; (2) A light rail spur between King of Prussia and Port Kennedy; and (3) A commuter rail line between Ivy Ridge and Philadelphia via East Falls and the Center City Commuter Rail Tunnel. Between Wyomissing and Norristown the light rail line will operate on new tracks on Norfolk Southern right-of-way. Between Norristown and 52nd Street it will use existing SEPTA tracks and right-of-way. Between 52nd Street and Philadelphia it will use a combination of Norfolk Southern, Amtrak, CSX, and SEPTA right-of-way, Girard Avenue, and downtown streets. The light rail spur between King of Prussia and Port Kennedy will use new tracks on a combination of new right-of-way and Norfolk Southern right-of-way. Between Ivy Ridge and Philadelphia via East Falls the commuter rail line will use existing SEPTA tracks.Alternative 5E will have three services: (1) A light rail express service will operate between Wyomissing and Philadelphia via Cynwyd, Girard Avenue, the City Branch, and downtown streets skipping 11 stations between Norristown and Philadelphia; (2) A second light rail service will operate between King of Prussia and Philadelphia via Cynwyd, Girard Avenue, the City Branch, and downtown streets stopping at all stations. This service could be extended to Glenloch in Chester County via a portion of the Cross County Metro, a separate project; and (3) An electric commuter rail service will operate between Ivy Ridge and Philadelphia via East Falls stopping at all stations. Summary of 5E Analysis: Goal 1. The potential for this alternative to increase travel volume is moderate. This option does not serve 30th Street, Suburban or Market East Stations directly via the light rail express/local service. Transfers are required to access 30th Street and Market East Stations and a short walk to access Suburban Station. Goal 2. Peak headways of 15 minutes increase travel throughout the corridor. Furthermore, this alternative scores better than Alternatives 1D, 1E and 2D with respect to increasing the interaction between Center City and the suburbs primarily because of its better headways and second tier of service that would extend from Center City to King of Prussia. This alternative provides for a moderate increase in mixed-use development (based on level of station activity and contingent upon zoning regulations). This alternative provides excellent opportunities for reverse commuting and general increased mobility for low-income persons particularly due to the provision of direct service to King of Prussia. Goal 3. A decrease in the loss of farmland and open space largely depends on factors outside of the control of the project. The all-electric mode of propulsion under this alternative means that improvements in air quality along the corridor would be greater than some other short-listed alternatives. In addition, access to Fairmount Park and the Philadelphia Zoo would be direct. Goal 4. This alternative would be slightly more expensive to implement, operate, and maintain (Refer to Table 2.3-1). 2.4.7 BUILD ALTERNATIVE 5ETAlternative 5ET, as illustrated in Exhibit 2.4-1 Short List of Alternatives, Service Plans [PDF] and Exhibit 2.4-2 Short List of Alternatives, Maps (sheet 4) [PDF], is identical to Alternative 5E except the two light rail services will complete their run to Philadelphia via a new tunnel under 18th Street and into Suburban Station in lieu of using downtown streets. Due to the similarity between Alternatives 5E and 5ET, the same issues (positive as well as negative) that affected the scores of Alternative 5E also apply to Alternative 5ET. The only difference between this alternative and Alternative 5E was its slightly better ranking with regard to improved air quality. This is due to a slightly greater number of expected passenger miles traveled.2.4.8 BUILD ALTERNATIVE 6Alternative 6, as illustrated in Exhibit 2.4-1 Short List of Alternatives, Service Plans [PDF] and Exhibit 2.4-2 Short List of Alternatives, Maps (sheet 6) [PDF], will feature two services: (1) An express rail service operating between Wyomissing and Philadelphia via Cynwyd skipping two stations between Conshohocken and Ivy Ridge; and (2) A local rail service operating between King of Prussia and Philadelphia via East Falls stopping at all stations. This service could be extended to Glenloch in Chester County via a portion of the Cross County Metro, a separate project. Both of these rail services, by using rail vehicles built to comply with FRA requirements, will enter Philadelphia through the Center City Commuter Rail Tunnel.Summary of Alternative 6 Analysis: Alternative 6 ranked highest out of the six alternatives that were Short-Listed. Goal 1. The potential for this alternative to attract riders is high as a result of its service to 30th Street, Suburban and Market East Stations directly (via both the East Falls and Cynwyd branches). Goal 2. Peak headways of 15 minutes increase travel throughout the corridor. Furthermore, this alternative scored well with respect to increasing the interaction between Center City and the suburbs primarily because of better headways and its second tier of service extending from Center City to King of Prussia. This alternative results in a relatively high increase in transit oriented development (based on level of station activity and contingent upon zoning regulations). This alternative provides the greatest opportunity for reverse commuting and general increased mobility for low-income persons because it serves all of the Cynwyd and all of the East Falls lines and provides direct service to King of Prussia. Goal 3. A decrease in the loss of farmland and open space largely depends on factors outside of the control of the project. The all-electric mode of propulsion under this alternative means that improvements in air quality along the corridor would be significant. These air quality impacts are especially great considering the high projected passenger boardings. The major reason why this alternative scored lower than Alternative 5ET with regard to Goal 3 is due to the lack of direct access to Fairmount Park and the Philadelphia Zoo. Goal 4. This alternative would be somewhat more costly to implement and operate due to its higher levels of service. Alternative 6 scored very well in terms of passenger miles per total annualized cost due to its high number of projected passenger miles traveled (Refer to Table 2.3-1).
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