Schuylkill Valley Metro
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This article or section contains information about a planned or expected public transportation infrastructure. It may contain information of a speculative nature and the content may change dramatically as the construction and/or completion of the infrastructure approaches, and more information becomes available. |
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The Schuylkill Valley Metro is a proposal for a 62-mile railway system that would link Philadelphia with city of Reading, Pennsylvania in central Berks County, using both sides of the SEPTA R6 system, as well as two current freight-only right-of-ways owned by Norfolk Southern Railroad. The plan, rejected by the Federal Transit Administration, is currently without funding, and the probability that SEPTA will ever construct it is unknown.
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[edit] History
The Schuylkill Valley Metro (SVM) has its roots in the old Philadelphia/Germantown/Norristown railroad in the early 1800's, which later became the Reading Railroad. The line served as a long-distance passenger and freight line between Philadelphia, Reading, and Harrisburg, nearly paralleling the old Philadelphia & Columbia Railroad--later incorporated as the main east-west line of the Pennsylvania Railroad.
Prior to 1976, the SVM line, which was electrified between Reading Terminal and Norristown in 1933, ran parallel to the PRR's Schuylkill Valley Line (which was also electrified to Norristown, in 1930), which connected Philadelphia, via the East-West Mainline, with Norristown, Reading, and Pottsville, Pennsylvania. The City of Philadelphia and suburban counties began providing public funds under contract with PRR and RDG for continuation and improvement of regional rail service. Because the RDG Norristown line was considered the stronger of the two, PRR service was cut back to Manayunk in 1960.
After both the Reading, and Penn Central, the PRR's successor company, filed for bankruptcy, ownership of both lines eventually passed to Conrail in 1976. Thereafter, all freight activity shifted to the SVM line. Commuter service on the former Penn Central line was extended from Manayunk to Ivy Ridge in order to serve a new park-and-ride lot, but was curtailed in 1986 to Cynwyd station in Lower Merion Township. SVM service to Reading, which used electric multiple-unit cars between Reading Terminal and Norristown, and diesel-electric "push-pull" cars from Norristown to Reading, continued in operation until SEPTA ceased funding in 1981, the same year it took over all Philadelphia area commuter rail service.
Since its termination in 1981, the population shifted from Philadelphia itself out to the suburbs, with some residents commuting over 60 miles from Reading and its suburbs to Philadelphia on a daily basis. Although the completion of bypasses for U.S. Highway 422, U.S. Highway 202, and Interstate 76 allows travelers to reach Philadelphia without a traffic-control device, the increased number of automobiles has placed a strain on these three highways. The Delaware Valley Regional Planning Commission, under former PA Governor Mark Schweiker, along with Congressman Jim Gerlach of the state's 6th Congressional district, have placed pressure on the federal government to give funding for the new SVM project. No concrete plans have been approved.
In August 2006, Pennsylvania Governor Edward Rendell announced that funding for the SVM project would not be forthcoming and that it should be considered dead. (Reading Eagle, August 24, 2006.) This has angered people in a Tri-County Chamber of Commerce, and a grassroots campaign apparently led to Rendell softening his "can't-do" stance: currently, he feels that combining public with private funding might contribute to the project or a scaled-down version of it. [1] A key problem, according to Rendell, is that the downsizing of federal transit funds has made meeting the cost/benefit ratios that the Federal government wants for Federally funded projects practically impossible; thus, the need for some private-sector funding.
[edit] Physical Description
The new SVM system, while identical in many ways to the old SVM line from the Reading days, would be completely different in many aspects. First, the line would use both sides of the SEPTA R6 lines; the former PRR Schuylkill Valley Line between Suburban Station and Ivy Ridge, and the former Reading's main line between Market East Station and Norristown, before merging on the old Reading Main Line west of the current Norristown station. A new spur, called the Cross-County Segment, would split off at Port Kennedy (near Valley Forge), and would allow SVM trains to access King of Prussia, Pennsylvania, and the Great Valley Corporate Center in Malvern, Pennsylvania, using the former Trenton Cut-Off used by the former PRR as a freight-only bypass around Philadelphia, although an alternative would be to have the Cross-County segment serve only King of Prussia with SEPTA extending the existing Norristown High-Speed Line to King of Prussia, via the Trenton Cut-Off.
Unlike the old SVM, which used separate electric m.u. coaches and diesel push-pull trains, the new SVM would be entirely electric, with power being supplied by Amtrak, SEPTA, and (between Norristown and Reading) the Exelon Corporation, the successor company to the former Philadelphia Electric Company, later PECO Energy. Existing catenary wires would be used on the old R6 lines, with new high-tension catenary poles, similar to those used in Europe and on Amtrak's Northeast Corridor north of New Haven, Connecticut.
With the electrification of the entire line, the SVM would utilize new electrical multiple-unit (m.u.) cars known as "MetroRail" cars. Identical in appearance and operation to the new "Silverliner V" m.u. coaches SEPTA has just recently ordered from Rotem, MetroRail cars would differ from the current Silverliner coaches in that the entire trainset (with one to four coaches) would be operated by only a motorman (much like that Norristown High Speed Line and the Subway-Surface and Media-Sharon Hill Trolleys), but would allow operations on the heavily-traveled Keystone Corridor (used by both Amtrak and SEPTA for intercity and commuter service) and on the Norfolk Southern-owned freight line between Norristown and Reading in conjunction with NS rolling stock. Also, unlike the new "Silverliner V" order, the SVM MU cars would not have provisions for both high-level and low-level platform operations, mainly due to both ADA regulations and the lack of a train crew; thus requiring SEPTA to rebuild the existing R6 platforms for SVM operations. Because the trains are operated only by a motorman, passengers wishing to board the train would purchase and validate their tickets at the station prior to boarding, a procedure similar to that on the nearby River Line system operated by New Jersey Transit. Enforcement of regulations would be the responsibility of SEPTA Transit Police between Philadelphia and Norristown, and by Pennsylvania State Police between Norristown and Reading.
[edit] Stations
The SVM plans included stations currently used by SEPTA, along with new stations north of Norristown. As the SVM cars would only have motormen, and to allow compliance with the Americans With Disabilities Act, all existing and new stations would be built with high-level platforms. The stations are as follows:
SVM Main Line (Philadelphia-Reading)
- Market East Station
- Suburban Station
- 30th Street Station
- 52nd Street
- Wynnewood
- Bala
- Cynwyd
- Manayunk (upper)
- Ivy Ridge (upper)
- Conshohocken
- Norristown Transportation Center
- Port Kennedy (lower)
- Phoenixville
- Royersford
- Limerick (Township)
- Pottstown
- Exeter (Township)
- Reading
- VF Factory Outlet
- Wyomissing
SVM Cross-County Segment (Philadelphia-Great Valley)
- 30th Street Station
- Suburban Station
- Market East Station
- Temple University
- North Broad Street
- Allegheny
- Manayunk (lower)
- Ivy Ridge (lower)
- Miquon
- Conshohoken
- Norristown Transportation Center
- Port Kennedy (upper)
- King of Prussia (at Court & Plaza mall complexes)
- Cassett Road
- Great Valley (near Great Valley Corporate Center)
- Glenloch (near Exton)
Planners intended to operate trains at 15-minute intervals during peak travel times, Mondays to Fridays, and at 30-minute intervals at all other times. Norfolk Southern trains would have been able to use most of the system at all hours, but would have been restricted to overnight movements at some locations after SVM ceased operations at night between Midnight and 6 a.m.
