Major Investment Study / Draft Environmental Impact Statement   5. Affected Environment and Consequences     5.4 Visual Conditions

5.4 VISUAL CONDITIONS

5.4.1 REGULATORY SETTING

5.4.2 METHODOLOGY

Project features:

• Stations 
• Track and catenary structures (poles and wires) 
• Earthworks 
• Night lighting 
• Right-of-way width and scale 
• Landscaping, walls and fences 
• Road crossings 
• Railcars 
• Signage

• Trees and woodland 
• Streams and rivers 
• Vistas 
• Landscape 
• Land use patterns 
• Sensitive areas such as parks and historic sites 
• Views from the rail vehicle

The basis for the rating was the analyst's subjective appraisal as to whether the project features would alter a person's appreciation of their surroundings. The impact was classified as significant or insignificant on the basis of whether many people would see the impacted area and the degree to which their appreciation of their surroundings would be altered. Locations of potentially significant positive and negative impacts were considered areas of special concern and identified. 

5.4.3 AFFECTED ENVIRONMENT

• Of the 81.5 miles of alignment segments studied, approximately 71.9 miles (88.2%) consist of active railroad ROW and 6.1 miles (7.5%) consist of inactive or abandoned railroad ROW. The remaining 3.5 miles (4.3%) involve a mixture of public and private property. The following describes the general features of the segments:

• Center City Philadelphia (Suburban Station) to 52^nd Street (4 miles): This segment consists of a portion of SEPTA's Regional Rail Trunk line and Amtrak's Harrisburg Line, carrying heavy passenger traffic. It has multiple tracks, which are electrified, and includes both a tunnel and viaduct section. There are two major stations - Suburban Station (underground) and 30^th Street Station (elevated). 
• 52^nd Street to Cynwyd (2.1 miles): Owned by SEPTA, this segment is part of the existing Cynwyd end of the R6 Regional Rail line. It is a double track right-of-way with only one electrified track currently in operation. The ROW includes catenary structures and stations with night lighting. 
• Cynwyd to Ivy Ridge (2.3 miles): Owned by SEPTA, this is a portion of the R6 Cynwyd Line that is currently not in service. It is a double track ROW with the tracks removed, but the catenary structures are in place. It includes a major bridge over the Schuylkill River. 
• Ivy Ridge to R6 Connection (0.3 miles): This short segment involves a new connection over private property between SEPTA's out-of-service R6 Cynwyd Line and the in-service R6 Norristown Line. 
• Center City Philadelphia (16^th St. and JFK Blvd) to 52^nd Street (5.2 miles): This segment involves a variety or ROW types including downtown city streets, the vacant City Branch ROW owned by SEPTA (located in a retained cut and tunnel, currently with no tracks but with room for up to four), a short stretch of ROW owned and operated by CSX (currently one track but with room for up to four), Girard Avenue (containing two trolley tracks undergoing renovation for restoration of operation), and a section of ROW owned by NS (containing one currently inactive track but with room for two or more) parallel to Amtrak's Harrisburg Line ROW. 
• Center City Philadelphia (Surburban Station) to North Broad (3.4 miles): This segment is part of SEPTA's Regional Rail trunk line, carrying heavy commuter rail traffic. It consists of four electrified tracks, includes both a tunnel and lengthy viaduct segment, and includes an underground station (Market East) and an elevated station (Temple). 
• North Broad to Norristown (14.3 miles): This segment consists of SEPTA's R6 Regional Rail Line. It is double track and electrified, and includes a viaduct section in Manayunk. There is night lighting at the stations. 
• Norristown to Perkiomen Junction (8.3 miles): Mostly consisting of Norfolk Southern's Harrisburg Line, this segment consists of mostly two tracks in a ROW with room for four. It crosses the Schuylkill River on two bridges near Norristown. The segment carries heavy freight traffic (up to 30 trains per day) and includes a large active freight yard. 
• Perkiomen Junction to Phoenixville (4.2 miles): This is Norfolk Southern's Phoenixville Industrial Track, a single track on a ROW with room for two tracks in most places. Traffic currently averages less than one local freight train per day in each direction. The line crosses the Schuylkill River at Perkiomen Junction and again at Phoenixville. 
• Phoenixville to Cromby (2.4 miles): This is a largely abandoned ROW that previously had a single track in most of the segment. The last mile near Cromby is still used to serve a power plant. The segment includes an abandoned tunnel near Phoenixville and a bridge over the Schuylkill River at Cromby. 
• Cromby to Klapperthal Junction (Titus) (26 miles): This is Norfolk Southern's Harrisburg line carrying up to 30 freight trains per day. There are currently two tracks located in a ROW with room for three or four in many, but not all, locations. 
• Klapperthal Junction to Wyomissing (4.5 miles): This is a part of Norfolk Southern's Harrisburg Line that carries significantly less traffic than the other segments. It consists partially of a single track in a ROW with room for two in all but one location and partially of double track in a ROW with room for 3 or 4 in all but a few locations. There is a severely constricted single-track segment in downtown Reading and a bridge over the Schuylkill River near Wyomissing. 
• Port Kennedy to King of Prussia (1.9 miles): This segment partially follows the ROW of Norfolk Southern's currently out-of-service North Abrams Industrial Track, a single track in a single track ROW. The remainder of the segment involves private property, including portions of a mall parking lot. 
• King of Prussia to South Gulph Road (0.5 miles): This segment primarily involves private property (including portions of a mall parking lot) and public property (highway interchange). 
• South Gulph Road to Hughes Park (2.2 miles): This segment primarily follows Norfolk Southern's Dale Secondary Track, a single track on a double track ROW, formerly electrified, but with catenary structures still in place. Freight traffic is light. A small portion of the segment involves a connection to SEPTA's Route 100 Norristown High Speed Line, a double track, third rail electrified, suburban light rail line. 

• Virtually all of alignment between Ivy Ridge and Klapperthal Junction are in the bottom of the Schuylkill River Valley and as a consequence can rarely be seen from regional highways and most developed areas and is not a part of most large-scale regional vistas. An exception is at Schuylkill River bridge crossings and where the alignment is immediately adjacent to the river. 
• Most of the alignment has been active rail line for almost 150 years. For the most part, the surrounding communities have developed in conjunction with the rail line. The human-made environment bordering the alignment was largely shaped with the rail line in place. 
• The passage of commuter trains or freight trains along the active portion of the alignment is, for the most part, a frequent, daily occurrence. 
• High mast electric transmission towers and wood electric transmission poles are within the right-of-way along most of the alignment.

• Wyomissing Station - Proposed station building is part of a former factory power plant complex and is highly visible from the VF Outlet complex. 
• Schuylkill River Bridge between Wyomissing and Reading - Bridge, currently in use, is highly visible from nearby highways and other vantage points. 
• Downtown Reading - Alignment crosses through the central business district street and new convention center, crossing several streets at grade. 
• Schuylkill River gorge southeast of Reading - Alignment is visible along a heavily wooded hillside. 
• Douglassville - Alignment is adjacent to Old Morlatton Village, which includes restored early 18^th century buildings. 
• Pottstown - Alignment crosses Hanover Street, a main street highly visible from the central business district and a 20^th century station building planned to be used for SVM. 
• Alignment east of Linfield - Alignment is very close to and visible from one of the most attractive sections of the Schuylkill River. 
• Schuylkill River crossing at Cromby - Bridge is within an attractive vista as seen from the river. 
• Phoenixville Station - The station area is adjacent to a planned 100 acre office and residential complex and a renovated foundry building serving as the gateway to historical sites and trails. 
• Schuylkill River bridge between Phoenixville and Mont Clare stone trestle - Bridge and trestle are within a highly visible vista, cross above a restored canal and traverse a small, densely developed neighborhood. 
• Perkiomen Junction Station - A proposed flyover (bridge) structure and the station area will be visible from an adjacent residential development. 
• Valley Forge National Historic Park - The alignment is highly visible from the heavily visited Washington's Headquarters portion of the park and from the lightly visited area on the north bank of the Schuylkill River. The alignment through the remaining portion of the park is screened from nearly all visitors. 
• Port Kennedy Station - The proposed station and parking lot area is largely within an old field meadow that has developed on the graded soil cap of a closed industrial waste landfill. The capping and grading were performed in the late-1980s for construction of a paved parking lot that was never completed. The area is visible from the high-rise Valley Forge Towers condominium and apartment complex. 
• Port Kennedy to King of Prussia - The proposed alignment will be on an elevated structure through an industrial and commercial area from Valley Forge Road (south of Port Kennedy Station) to the King of Prussia Station at the Malls at King of Prussia. Immediately north of Valley Forge Road the elevated section will be visible to a residence and a commercial child care center. 
• Turnpike Crossing - A flyover (bridge) is planned in a commercial area to carry the SVM alignment over the Pennsylvania Turnpike in King of Prussia. The flyover will be highly visible from the Turnpike and a nearby hotel. 
• Norristown, Conshohocken and points east on SEPTA's R6 lines - Existing station areas will be used. There are attractive river vistas (particularly during winter months) east of Norristown and near Miquon. 
• Manayunk Bridge - The Manayunk Bridge over Green Lane, Main Street and the Schuylkill River is a prominent vista. The bridge carries what is now an inactive portion of SEPTA's R6 Cynwyd line. 
• Belt Line (an existing freight line on the west side of Reading requiring improvements in conjunction with SVM access to ROW in downtown Reading) -Widening of two rail bridges would be within view of the Thun Trail, the Stonecliffe Recreation Area, and motorists using US Route 422. 
• The rear portions of 20-30 homes in Cynwyd face the inactive portion of the R6 Cynwyd alignment. 
• The existing alignment is fully or partially visible from individual residences and residential clusters in virtually every municipality traversed by the alignment. In nearly all cases, the alignment runs behind the residences.

5.4.4 ENVIRONMENTAL CONSEQUENCES

5.4.4.1 No-Build Alternative

5.4.4.2 TSM Alternative

Norristown to Port Kennedy (3.7 miles) - Adding track and catenary to existing freight right-of-way and Abrams Yard is consistent with the built environment and is an insignificant visual impact.

Port Kennedy - Construction of facilities will eliminate the old field vista that can be seen from parts of the Valley Forge Towers residential development. Until recently, the vista included a closed factory and bare, fill material. The elimination of the old field is a significant visual impact for some residents of the residential development. 

Cynwyd to Ivy Ridge (2.3 miles) - For the residents of several homes having unobstructed views of the inactive rail bed, passing trains will be a significant visual impact.

Bus park-and-ride facilities - Park-and-ride facilities would be located in areas with existing buildings (e.g., Douglassville) or adjacent to existing highway development. Due to consistency of these facilities with highway environment, the visual impacts are not significant.

5.4.4.3 Build Alternatives

Right-of-Way Width and Scale

Ninety-five percent of the project alignment uses existing active or inactive railroad right-of-way. Construction of up to two additional tracks will, in places, require the rail bed to be widened and cut and fill grading (mostly cut). Construction grading activities along the steep hillside in Cumru Township will be noticeable from US Route 422 and other viewing points. This visible impact will diminish following completion of construction. The only right-of-way widening east of Norristown would occur at Ivy Ridge where a new connection passing through some private property between the parallel R6 Norristown Line and currently out-of-service R6 Cynwyd Line would be required for Alternatives 2D, 5E, 5ET, and 6. 

The widening west of Norristown will largely be along the Norfolk Southern's main line right-of-way, which once accommodated more tracks than are present today. Cut and fill operations will result in temporary visual impacts during construction. Width and scale changes will not be significant visual impacts.

Track and Catenary Structures 

Track is present throughout 95 percent of the alignment. Addition of new track will not be a significant visual impact. Catenary structures will be constructed as part of 1E, 5E, 5ET, and 6 from Norristown to Wyomissing. Poles are expected to be between 24 and 28 feet high. The freight railroad operates with diesel locomotives and has no catenary systems. This will be a visual change that will make the alignment more visible from some areas. The most visible areas will be at Schuylkill River bridge crossings. Confined to the existing rail environment, addition of catenary is not a significant visual impact.

Catenary structures in Center City Philadelphia streets (Alternatives 1D, 1E, and 5E) would be a significant negative impact. Addition of catenary structures at the Washington's Headquarters' portion of Valley Forge National Historical Park will be an additional intrusion to the 18^th century landscape (as is the existing railroad and early 20th century station) and an intrusion to the appearance of the early 20^th century station and poses a negative visual impact. 

Road Crossings and Elevated Structures

The project will use existing overpass and underpass structures and current grade crossings. The build alternatives include the following new bridge/elevated structures:

• Flyover structure in Limerick Township - limited viewshed area, minor impact 
• Flyover structure at Perkiomen Junction , near municipal wastewater treatment plant- will be visible from several homes, minor impact 
• Elevated track on pillars between the north side of Valley Forge Road (Route 23) and King of Prussia station, including a bridge over the Pennsylvania Turnpike. One residence and a private child care center north of Valley Forge Road will incur significant, negative visual impacts. Visual impact to industrial/commercial area south of Valley Forge Road will be minor, with the possible exception of a hotel near First Avenue. 

Construction activities, including right-of-way widening will thin or eliminate existing natural and planted landscaping barriers and may result in the removal of walls and fences between the rear portions of residential properties and the alignment. For the residents of many of affected homes, this will be a significant impact.

Signage

Signage for directions to stations and station identification will be in the built environment and will not be a significant impact.

Rail Vehicles

Passenger rail vehicles will be an addition to the freight trains between Wyomissing and Norristown and will not pose a significant visual impact. Reactivation of service between Cynwyd and Ivy Ridge will cause visual impacts for several residences in Cynwyd. Alternatives 1D, 1E, 5E, and 5ET include street running on Girard Avenue and Center City streets (Alternatives 1D, 1E, and 5E). The presence of rail vehicles in these highly trafficked areas would not be a negative visual impact.

Construction

Construction activities will produce temporary negative visual impacts throughout the alignment and at station locations.

Stations and Parking Areas 

Station locations will utilize existing SEPTA station buildings and renovation of former station buildings or other buildings where possible. Other new stations locations will be limited to passenger platforms and shelters. No significant negative impacts are anticipated. Alternative 6 will require modifications at existing stations and platforms to accommodate high platform operations at stations east of Norristown. Station appearances may be impaired if alterations are poorly designed. A multi-level parking structure is planned for the commercial area east of the Bala Station to accommodate rail customers. The parking structure would be within the current parking area of the Bala Cynwyd Shopping Plaza. Although there are multilevel office buildings nearby, the addition of a parking structure would be a significant visual impact. 

New station locations have been placed in built environments, generally in commercial or industrial areas not adjacent to residential areas. The Phoenixville station platform will be visible from homes along the north side of Vanderslice Street, however the parking area will be within the former industrial site not easily seen from the homes. The Perkiomen Junction station site will be visible from several newly built homes. The station area most visible to nearby residents will be at Port Kennedy, where it can be seen from the Valley Forge Towers condominium/apartment complex. Construction of this station will result in a negative visual impact. 

Characterization of visual impacts at other station locations is presented in Exhibit 5.4-2 Visual Inventory/Impact Analysis Summary [PDF].

5.4.5 MITIGATION

Coordination with local governments will be required during the preliminary and final design processes for all new stations and station modifications. All designs must be consistent with municipal subdivision and building code requirements and local government approvals of station facility designs are required. 

There are no means to avoid the visual impact at Valley Forge National Historical Park associated the catenary element of Alternatives 1E, 5E, 5ET, or 6 

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