Major Investment Study / Draft Environmental Impact Statement   3. Conceptual Engineering, Operations Analysis, and Costs

3.1.7 VEHICLES AND SUPPORT FACILITIES 

3.1.7.1 VEHICLES

For Alternatives 1D and 2D, the service from Philadelphia to Wyomissing would be provided by non-powered coaches hauled by dual-powered locomotives. The coaches would be similar to the locomotive-hauled coaches that SEPTA currently operates. These are 85 feet long, 10.5 feet wide vehicles with 3-and-2 seating, air conditioning, and the capability of serving both high and low level station platforms. Part of this fleet would be coaches without controls having 131 seats, while the remainder would be 118-seat cab cars having control cabs to permit push-pull train operation in which the trains would be pulled in one direction with the locomotive leading and pushed in the other direction with the train being controlled from the leading cab car.

The dual-powered locomotives would be capable of operating for brief periods from SEPTA's 12 kV AC catenary system described in Section 3.1.3.2, as well as operating as diesel-electric locomotives whose diesel engine provides the propulsion energy. The ability to operate from SEPTA's 12 kV AC catenary system would allow them to operate through the Center City Tunnel. In addition, the locomotives would provide power to the trailing coaches for their lighting, heating, and air conditioning needs. When the trains would be stored in a yard, their energy needs would be supplied by wayside power facilities, in order to eliminate the need to have the locomotive engines operate for that purpose. All of the commuter rail vehicles, including the locomotives themselves, will be required to meet the applicable regulations of the Federal Railroad Administration (FRA). 

Alternatives 1D and 1E both include a light rail service from Ivy Ridge to Center City Philadelphia. In both cases, they would employ City Transit Division broad gauge (62.25 inches) light rail vehicles (LRVs). These LRVs would be 90 feet long and 8.75 feet wide, would operate on 600 V DC and have a low floor approximately 14 inches above top of rail to facilitate boarding and alighting of passengers from curb-height platforms. With a 2-and-2 seating pattern, they would have seats for 75 passengers and 11 standees, giving them a total nominal capacity of 86 passengers.

All of the commuter rail alternatives would include an extension of Route 100, the Norristown High Speed Line to Port Kennedy. The vehicles on this extension would be the N-5 class cars now utilized on Route 100. These vehicles would be standard gauge (56.5 inches), 65-foot long, 8.75 feet wide and would operate on 630 V DC power collected from an overrunning third rail. In keeping with the rest of Route 100, they would board passengers from high level station platforms. With a 2-and-2 seating pattern, they would have a seating capacity of 60 passengers.

In the case of light rail alternatives (5E and 5ET), the service would be carried out by dual-voltage LRVs. These would be 8-axle, double-articulated vehicles with a nominal length of 120 feet. Designed for level boarding from low platforms approximately 14 inches above top of rail, they would be equipped for dual-voltage operation (600 V DC plus 12 kV, 25 Hz and 12 or 25 kV, 60 Hz beyond Port Kennedy), enabling them to utilize the existing R6 electrification while also allowing them to operate over the SEPTA City Transit Division trackage along Girard Avenue (with the installation of dual gauge track for their 56.5 inch gauge). The vehicles would have a car width of 8.75 feet and with the resulting 2-and-2 pattern, seating would be limited to 100 per car. 

In order to meet the service requirements of Alternative 6, it will be necessary that these vehicles can operate through the Center City Tunnel of the SEPTA Regional Rail Division. This will require a vehicle design that has the capability of meeting the various applicable standards of the FRA. To achieve the one-person operation capability needed for the service levels proposed for this alternative, this vehicle design will have a number of features including a high platform-only body configuration, closed circuit TV monitoring of door operation, plus a full-time operator's cab. Further, this vehicle would employ quarter-point doors for faster loading/unloading at stations, a third braking system (track brakes) for enhanced grade crossing safety, rapid transit acceleration and braking rates to attain the shortest possible running times, and en route coupling/uncoupling capability to maximize service offered and minimize operating costs. This vehicle would have an overall length of 85 feet, a width of 10.5 feet over side sheets, would operate from a 12 kV, 25 Hz and 12 or 25 kV, 60 Hz power supply and would seat approximately 120 passengers in a 3-and-2 pattern. The characteristics of the various passenger rail vehicles included in this discussion are summarized in Table 3.1-3.

3.1.7.2 SUPPORT FACILITIES

Yards - For the commuter rail alternatives, the service to/from Wyomissing will require a yard in the Reading Outer Station area. The space required for a seven-track yard for this service if operated by diesel locomotives (Alternatives 1D and 2D) will vary from 227,500 square feet for a single-ended configuration to 349,000 square feet for a double-ended configuration (approximately 5.3 to 8.1 acres). The double-ended configuration is the more flexible, desirable arrangement. The space required for a service operated by EMU equipment (Alternative 1E) will be approximately 186,000 square feet in a single-ended configuration to 273,000 square feet for a double-ended configuration, or approximately 4.3 to 6.3 acres. Besides the track installation itself, plus a maintenance roadway for fire equipment access, the diesel yards will require ground power outlets and cabling to enable the trains to be supplied with power for maintaining the cars' air conditioning and heating systems at their reduced layover temperatures (nominally 55 degrees during winter) as well as providing air compressor power and engine heating to obviate the need to idle the locomotive engines during cold weather. 

In the case of the service from Port Kennedy to Center City operated by EMUs (Alternatives 1D, 1E, and 2D) and the service from Ivy Ridge to Center City via East Falls operated for Alternatives 5E and 5ET, the small fleet of cars involved (7 to 12 EMUs) will not require new yard space. Instead, they can either be stored at Elm Street in the Norristown area (1D, 1E, or 2D) or stored overnight in the Powelton Yard just west of 30^th Street Station (5E and 5ET). For the commuter rail alternatives, the cars required for the Route 100 extension can be accommodated at the existing Route 100 vehicle storage facility at 72^nd Street in Upper Darby.

Each of the light rail alternatives (5E and 5ET) and Alternative 6 requires the construction of a yard to store approximately 75 vehicles. The preferred yard layout would be double ended with a total space requirement of 758,000 square feet. Based on these dimensions a tract of land with approximately 17 acres would be required for the light rail yard excluding the maintenance facility (See maintenance facility below). Depending on land availability the light rail yard could be stub ended for a savings of approximately 264,000 square feet or approximately 11 acres of required land. An area of land adjacent to the existing Norfolk Southern Abrams Yard has been identified as the potential location for this yard (either configuration) and the related maintenance facility. Alternatives 5E, 5ET and 6 will also require tail tracks at Wyomissing station to store vehicles overnight for southbound service in the morning.

The Ivy Ridge to Center City light rail services of Alternatives 1D and 1E will not require new storage yards. Instead, their track connection to the existing City Transit Division (CTD) light rail system will enable their small LRV fleets (12 cars) to be stored and maintained at existing CTD facilities.

Maintenance Facilities - Since the EMU fleets of the various commuter rail options, and the small commuter rail service between Ivy Ridge and 30^th Street for Alternative 5E and 5ET, would have access to the existing SEPTA shops for maintenance and repair, no shop facilities are required for them. The space requirements set out below are in addition to the yard space set forth above.

For the diesel powered services of Alternative 1D and 2D, a minimal shop would be provided, primarily for daily inspections as well as for fueling and standing. This facility, sized to handle two locomotives and two coaches at one time, would be approximately 11,000 square feet in size. Adding the track necessary to access this building would require an additional 48,730 square feet for a total site size of approximately 59,730 square feet (1.4 acres) for a double-ended configuration. This facility is proposed to be part of the yard facility to be located at Outer Station in the Reading area.

For the light rail alternatives an independent maintenance facility would be required. This facility would include inspection and repair facilities, a car wash, a wheel truing facility, a paint shop, and a location for the changeout of car trucks. For the largest fleet (74 cars of Alternative 6), a facility of 59,500 square feet, including an allowance for 10,000 feet of administrative space, would be required. Assuming a double-ended configuration, the space for access tracks would add 244,000 square feet to the site requirements, resulting in a maximum site of 303,500 square feet (approximately 7 acres). This facility is to be part of the storage yard to be constructed adjacent to NS' Abrams Yard.

It should be noted that all of the above facilities would be designed and built to meet the most stringent applicable building codes and environmental requirements. This applies to such elements as water runoff, noise, and the containment of atmospheric discharges from painting and other shop activities. 

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