SVM MIS/DEIS - 3.3 Operational Analysis

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

3.3 OPERATIONAL ANALYSIS

The following sections provide a discussion on the operational characteristics of each short-listed alternative with regard to their modes, service interlinings, service frequencies and typical running times. Table 3.3-1 illustrates the running times and service frequencies for each service line of the short-listed alternatives. Technical Report 2.3.2 - Short List Service Plan includes detailed descriptions of the operating characteristics of each alternative. Besides the main line Wyomissing to Philadelphia services, the operating characteristic descriptions include those of the feeder bus network for each alternative.

3.3.1 COMMUTER RAIL ALTERNATIVES

Alternatives 1D and 1E are identical with regard to their operational characteristics in that both provide main line service between Wyomissing and 30^th Street Station with a commuter rail system. In addition, both of these alternatives provide service from Ivy Ridge to Suburban Station via the Zoo and Art Museum with a light rail system and both include an extension of Route 100 from Hughes Park to Port Kennedy. The only difference between these alternatives is that 1D includes service with dual-mode diesel locomotives hauling coaches and cabs while Alternative 1E provides all service with EMUs. The main line commuter rail service from Wyomissing to 30^th Street Station operates with 30-minute headways during peak periods and 60-minute headways during off-peak periods with diesel locomotives for Alternative 1D and with EMUs for Alternative 1E. The second tier commuter rail service from Port Kennedy to 30^th Street Station also operates with 30-minute headways during peak periods and 60-minute headways during off-peak periods with EMU vehicles for both alternatives. The light rail service from Ivy Ridge to Suburban Station operates with 15-minute headways during peak periods and 30-minute headways during off-peak periods. The extension of Route 100 is proposed to operate with 12-minute headways during peak periods and 20-minute headways during off-peak periods.

Alternative 2D provides main line service between Wyomissing and Market East Station with a commuter rail system. This alternative also provides service from Port Kennedy to Ivy Ridge via the Center City Tunnel and includes an extension of Route 100 from 69^th Street to Port Kennedy. The main line commuter rail service from Wyomissing to 30^th Street Station via Cynwyd operates with 30-minute headways during peak periods and 60-minute headways during off-peak periods with dual-mode diesel locomotives. The second tier commuter rail service from Port Kennedy to Ivy Ridge also operates with 30-minute headways during peak periods and 60-minute headways during off-peak periods with EMU vehicles. The extension of the Route 100 is proposed to operate with 12-minute headways during peak periods and 24-minute headways during off-peak periods.

3.3.2 LIGHT RAIL ALTERNATIVES

Alternatives 5E and 5ET are identical with regard to their operational characteristics in that both provide main line light rail service between Wyomissing and Center City Philadelphia via Cynwyd. In addition, both of these alternatives provide commuter rail service from Ivy Ridge to 30^th Street Station via East Falls. The only difference between Alternatives 5E and 5ET is in their approach to Center City Philadelphia. Alternative 5E operates at-grade over City streets after it exits the City Branch, while Alternative 5ET would require the construction of a new tunnel under 18^th Street to its terminus at Suburban Station. Both services of these light rail alternatives would operate with 15-minute headways during peak periods and 30-minute headways during off-peak periods as illustrated in Table 3.3-1. The commuter rail service from Ivy Ridge to 30^th Street Station would operate with 30-minute headways during peak periods and 60-minute headways during off-peak periods with EMU vehicles.

Alternative 6 provides two rail services. The main service would extend from Wyomissing to Market East Station via Cynwyd and operate with 15-minute headways during peak periods and 30-minute headways during off-peak periods. The second service would extend from King of Prussia to 30^th Street Station via East Falls, operating with 15-minute headways during peak periods and 30-minute headways during off-peak periods.

3.3.3 TSM ALTERNATIVE

The TSM Alternative is based on enhancements to the existing R6 regional rail service combined with an express bus system from Reading to Center City Philadelphia. The existing R6 service would be extended at each of its terminus points including Norristown to Port Kennedy and Cynwyd to Ivy Ridge. The service would be provided with SEPTA's existing EMU vehicles and would operate with 30-minute headways during peak periods and 60-minute headways during off-peak periods. The express bus service would provide service from Wyomissing to Center City Philadelphia with 15-minute headways during peak periods and 30-minute headways during off-peak periods with over-the-road type buses.

3.3.4 FEEDER BUS NETWORKS

In addition to the mainline corridor services, to enlarge the service area, feeder bus networks were established for each alternative in order to provide connecting feeder/distributor service at various stations. In developing these networks, a number of existing bus routes would be diverted, extended or changed to reach proposed stations. Service also would be increased for a number of the bus routes to match the rail service levels. New local shuttle routes were developed, especially for outlying areas currently not having high levels of transit service to the proposed station sites. Some bus routes providing duplicative service, especially trunk line service not having a local function, would be eliminated or truncated.

For the commuter rail alternatives, feeder bus service frequency was adjusted to meet the proposed peak period and off-peak period service frequencies of the line haul service (30 minutes and 60 minutes, respectively.) In the case of light rail with its greater service frequency (15 minutes in peak periods, 30 minutes off peak), feeder bus service generally was increased to match. After analysis of estimated feeder bus usage results from the ridership modeling process for the Long List of Alternatives, some adjustments were made to the bus networks in the interests of balancing service supply with its estimated demand. The feeder bus networks for the various alternatives are summarized in Table 3.3-2 [PDF].