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SVM Project List SEPTA | |
| History Timeline Alternatives MIS/DEIS Bibliography | ||
3.1.4 STATIONSOne of the major areas of emphasis in the conceptual engineering work for the SVM is that of station planning, layout, and design. Varying with alternative, the SVM includes as many as 24 new stations, and 17 existing, active stations. A summary of the station areas including general characteristics is shown in Table 3.1-1. Several aspects were taken into consideration in the station planning process. The type of station, general physical characteristics of the immediate station area (platforms, shelters), access and parking, the relationship of the station to the surrounding area, and joint development opportunities and Transit Oriented Development (TOD) potential were analyzed. These are discussed in greater detail below and within Chapter 5. 3.1.4.1 STATION DESIGN PROGRAMMINGPreliminary designs for new station areas are displayed as site plans in Volume II, Exhibit 3.1-3 Conceptual Site Plans (PDF).Station Types - Proposed Station Areas have been categorized into the following types based on their character, service area, and/or purpose: Town Center - the primary points of access to the SVM within villages. Urban Center - 'stops' located in urban areas typically with minimal if any parking located on-site. Park-and-Ride - stations located in rural or suburban areas and/or within a short distance of a major arterial highway. These sites provide a substantial amount of available surface parking to meet the projected demands (ref 3.1.4.2, Station Parking). Destination - attractions such as Wyomissing (VF Outlets), 422 Business Center in Oaks, Malls at King of Prussia, the Zoo, Art Museum, Rodin Museum, Community College, and City Hall. Platforms - The design standards for station platforms vary primarily by the proposed mode. Commuter rail alternatives will require low platforms at 8 inches above top of rail (TOR) for new stations in the NS portion of the rail corridor since tracks will be shared by freight, which has a larger clearance envelope. To provide ADA accessibility from the platform to the station, mini-high platforms will be constructed but will be set back from the edge of platform and use a bridge plate to bridge the gap. In Center City, commuter rail will serve high-level platforms at the existing stations. The light rail alternatives will also make use of low platforms; however, these will be flush with the floor of the partial-low floor vehicle (14 inches above TOR). Since light rail tracks are dedicated for light rail use, the height of these platforms will not interfere with freight traffic. Alternative 6 will make use of high platforms as it will operate through the Center City Commuter Tunnel and because it will not be sharing track with freight elsewhere due to its frequent level of service and single person operation. High level platforms will be at the height of the floor of the Alternative 6 vehicle. See Exhibit 3.1-4 Platform Design Guidelines (PDF). All stations must be ADA accessible. Pedestrian crossings of track at grade are undesirable at stations that have freight activity and/or are skipped by express service, except where dedicated highway grade crossings are adjacent to the station. At station sites with no adjacent crossing streets, or where these require an unreasonable walk to reach, grade separated crossings would be provided. Elevators are identified where the platforms are significantly above or below the parking locations, or where at-grade pedestrian crossings are undesirable due to either freight traffic or express service. The following stations are envisioned to require elevators regardless of mode or service: Wyomissing, South Gulph Road, First Avenue, King of Prussia, Ivy Ridge, Manayunk, 52nd Street, Art Museum, Rodin Museum, and Community College. Common Program Elements - New station designs incorporate the following program elements: drop-off area (kiss & ride), pedestrian plaza, bus stop (where required), on-site bike lanes and/or trails (where appropriate), bike parking (racks or lockers), sidewalks and pedestrian crossings. All stations will have shelters on platforms, ticketing machines, benches, and other amenities that are standard for SEPTA stations. The new service is assumed to have provisions for stowing bicycles on vehicles, and all modes of access to platforms include provisions for bikes. Drop-off areas will be designed to have sufficient turning radii for motorcoach (tour) buses and a pedestrian plaza that will allow people to gather for incoming and outgoing commuter buses and shuttles. 3.1.4.2 STATION PARKINGSurface Parking - Parking at the proposed SVM station sites was determined by the following factors: parking demand, available area, and site constraints at the proposed locations. Details about existing and proposed parking for each station are provided in Table 3.1-1.Sufficient space was identified at most of the proposed station sites to meet the year 2020 demand. Where possible, these proposed parking areas were designed to exceed the demand numbers. This was done to determine the maximum parking potential at each site. In the event that proposed station sites could provide a rather significant amount of additional parking, the parking areas could be developed in phases as the demand increases. Examples include the Lower Pottsgrove, Exeter, Outer Station, and Douglassville stations. Structure Parking - Structure parking is proposed at the Norristown Transportation Center (375 spaces - as part of another project) along the existing R6 Line. This structure will provide sufficient space to meet the projected parking demand for 2020. Other stations that may include structure parking include Manayunk, Bala, Pottstown, and Phoenixville. 3.1.4.3 STATION PLANNING ISSUESJoint Development Opportunities - Chapter 5, Section 5.3.3.7, Recent and Planned Developments, provides information on joint development opportunities for proposed stations.Transit Oriented Development (TOD) - Chapter 5, Section 5.3.4, Environmental Consequences - Impacts/Mitigation, discusses TOD potential around station areas. Property Impacts - Direct impacts on properties are minimal since the majority of proposed stations are at former or existing station locations. Park-n-Ride lots are generally proposed for suburban area parcels, currently vacant, with minimal negative impacts to adjacent property owners. Corridor property impacts are included in Chapter 5, Section 5.3.4.3, Description of Property Impacts. 3.1.4.4 RECREATIONAL LINKAGESAt least one half of the proposed SVM stations will provide a linkage to an adjacent recreational facility. Twelve of proposed stations will link to existing or proposed multi-use trails throughout the Schuylkill River corridor. These stations may also be considered as park-and-ride stations for cyclists. Bike racks and/or lockers will be provided at these stations allowing for such a commute. Cyclists living in Philadelphia and other communities may take their bikes on the SVM to a station such as Phoenixville or Douglassville and ride home along the Schuylkill River Trail. Valley Forge National Historical Park may be accessed from the proposed Port Kennedy Station via trail linkage or shuttle service. The 52nd Street station is ¼ mile from the Mann Music Center in Fairmount Park. Many other attractions/facilities located in Fairmount Park can be easily reached from the SVM via stations at the Zoo, Art Museum and the Rodin Museum that are included in all alternatives except for 2D and 6. For more information regarding the existing recreational facilities within the study corridor, refer to Exhibits 5.12-1 (PDF) and 5.12-2 (PDF) Recreational-Related Resources.
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