FREQUENTLY ASKED QUESTIONS
1. What is the R6 Norristown Line Service Extension Study ?
The purpose of the R6 Norristown Line Service Extension Study was to determine the viability of restoring lower cost passenger rail service between communities along the US Route 422 corridor in Montgomery, Chester and Berks counties and Center City Philadelphia. The study included a simplified service plan from the previous studies done by SEPTA and the Governor’s Task Force, and looked to determine if some method of tolling the US 422 Expressway could help to finance the rail capital costs. The objectives of the project are as follows:
• Provide another transportation option in the congested US 422 corridor . Commuter rail service would provide another transportation option for residents commuting to Philadelphia and help reduce traffic in this rapidly developing region in Pennsylvania.
• Contribute to downtown revitalization efforts in the corridor . Towns along the US 422 corridor wish to use the reinstitution of commuter rail service to act as a catalyst for development and redevelopment.
• Explore funding mechanisms to improve local transportation infrastructure . Innovative funding sources and financing techniques should be identified that could pay for rail service and perhaps other needed transportation projects in the US 422 corridor.
2. What are the limits of the R6 study area?
The study includes the Norfolk Southern rail corridor located between the Norristown Transportation Center in Norristown, Montgomery County and Wyomissing in Berks County. Spanning Montgomery, Chester and Berks counties, the corridor is approximately 44 miles long.
3. Which agencies / organizations are involved with the study?
The Montgomery County Planning Commission (MCPC) initiated the R6 Norristown Line Service Extension Study in cooperation with the Delaware Valley Regional Planning Commission (DVRPC). MCPC and DVRPC were assisted by a Study Technical Advisory Committee for the project comprised of representatives from the Berks County Planning Commission, Chester County Planning Commission, Office of US Senator Arlen Specter, Office of Congressman Jim Gerlach, Norfolk Southern Railroad, Southeastern Pennsylvania Transportation Authority (SEPTA), Pennsylvania Department of Transportation (PennDOT), Berks Area Reading Transportation Authority (BARTA), Greater Valley Forge Transportation Management Association and Select Greater Philadelphia/CEO Council for Growth.
4. How were the study alternatives determined?
Financial and economic criteria were employed to determine the cost of building and operating each alternative. Alternatives were then assessed on the basis of impacts to transportation and mobility in the region. With extensive input from the Montgomery County Planning Commission
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and the Study Technical Advisory Committee, seven rail alternatives were identified and analyzed:
• Alternative 1 − Extension of existing R6 electrified service from Norristown to Valley Forge at a site in Port Kennedy. • Alternative 2 − Diesel service west of Norristown utilizing stations at Valley Forge, Phoenixville, Royersford, Pottstown, Monocacy, Reading and Wyomissing with a transfer at the Norristown Transportation Center. This would be combined with an extension of R6 Norristown line electrified service (Alternative 1, extension of electrified service to Valley Forge). Service between Norristown and Center City Philadelphia would be via existing SEPTA R6 service. • Alternative 3 − Diesel service west of Norristown utilizing stations at Valley Forge, Phoenixville, Royersford, Pottstown, Monocacy, Reading and Wyomissing with a transfer at the Norristown Transportation Center. This would not include an extension of R6 Norristown line electrified service. Service between Norristown and Center City Philadelphia would be via existing SEPTA R6 service. • Alternative 4 − Diesel service between Wyomissing and Conshohocken with service terminating in Conshohocken and a required transfer at Conshohocken. Service between Conshohocken and Center City would be via existing R6 service. • Alternative 5 − Potential dual power locomotive service from stations west of Norristown to Center City Philadelphia using the existing R6 Norristown Line. Dual power service would run as diesel service into Norristown and then would run via overhead catenary into Philadelphia 30th Street Station. • Alternative 6 − Electrified service between Wyomissing and Philadelphia 30th Street Station. Service would run express east of Norristown except for station stops at Conshohocken and Temple University. • Alternative 7 − Optimized service on the existing R6 Norristown Line. Alternative 7 would include changes to existing R6 service or the addition of at least one train to provide an express overlay on existing all-stop service.
Upon completion of this evaluation, the Study Technical Advisory Committee determined that only three of the alternatives listed above should be advanced for financial planning and analysis purposes:
• Alternative 1 − Extension of existing R6 electrified service from Norristown to Valley Forge at a site in Port Kennedy; • Alternative 3 − Diesel service west of Norristown with a transfer to the R6 at Norristown; and • Alternative 6 − Electrified service from Wyomissing to Philadelphia.
Although this study carried forward the three alternatives that appear to be most feasible, a future Alternatives Analysis will analyze all options plus non-rail modes in far greater detail. The Alternatives Analysis process is focused on identifying the best methods for addressing transportation issues in the corridor.
5. How would the R6 Extension be funded?
There are several funding and financing options available to implement both highway improvements along the US 422 Expressway and the R6 Norristown Line service extension project. The R6 study recommended a detailed feasibility study of tolling the US 422 Expressway that would generate the funding needed to make critical improvements to the US 422 Expressway but also support passenger rail service in the corridor.
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6. How would the US 422 Expressway be tolled?
Three tolling options were considered:
Option 1: Express Toll Lanes in the existing median of the US 422 Expressway . Preliminary analysis shows this option is physically and economically unsuitable for the selected portion of US 422. The estimated cost of the Express Lanes west of the Schuylkill River at Valley Forge was $174.5 million, consuming most of the potential debt capacity. In addition, constructing lanes east of the Schuylkill River is infeasible without acquiring additional right-of-way, due to the narrow median. Thus, this option was dismissed from further consideration in the study.
Option 2: US 422 Schuylkill River Bridge at Valley Forge Toll . Proceeds from 40-year toll revenue bonds secured by a single toll at the Schuylkill River crossing could provide some money needed to fully fund the capital costs of the River Crossing Project and contribute to the capital costs of the rail project. This option assumed an average toll of $2.00 on all westbound vehicles utilizing the improved River Crossing Project at Valley Forge.
Option 3: General Tolling . General Tolling offers greater potential for revenue generation and geographical equity. Regardless of where motorists enter or exit the US 422 Expressway, tolls would be charged on a per mile basis similar to the Pennsylvania Turnpike. This applies a uniform pricing strategy for all motorists traveling the US 422 Expressway. For an average vehicle traveling the full length of the 25-mile expressway corridor – in either direction – the toll analysis assumed a $2 charge, or eight cents per mile.
7. How much will it cost to use the US 422 Expressway?
Under the General Tolling scenario, the study’s tolling structure assumed a total cost of $2 to travel the 25-mile corridor. The limited analysis indicated that a general tolling to raise the needed funds might be financially feasible. The next steps include a more detailed feasibility study to verify the financial capacity of tolling to both improve the US 422 Expressway and pay for capital costs associated with the R6 Extension to Wyomissing.
8. Will the tolling of the US 422 Expressway require reconfiguration of the existing interchanges or the construction of toll booths?
Unlike the existing toll roads, US 422 Expressway will not be run as a “closed system” with physical tollbooths at each interchange. The options in the study assumed the use of Open Road Tolling (ORT), which allows the collection of tolls at highway speeds, without toll plazas, using electronic (EZ-Pass) transponders supplemented by license plate photography. ORT eliminates the additional right-of-way requirements, increased congestion, and environmental impacts associated with toll plazas.
9. How were the R6 Extension rail stations identified?
In its goal to simplify service and start-up costs, the study limited the number of stations to be analyzed. If the tolling alternative proves to be a successful way to finance the R6 Extension, then the rail operating plan will determine the list of stations that can initially be built. As part of the study station planning, meetings were held with local officials in Upper Merion Township, Borough of Phoenixville, Borough of Royersford, Borough of Pottstown, Amity Township, City of Reading and Borough of Wyomissing to update information and to verify or identify appropriate
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station locations. These meetings were also used to determine development and transportation opportunities and constraints within the immediate area that would influence its location and potential ridership.
10. Won’t traffic use local roads to avoid paying the tolls?
As part of the next step of the US 422 Expressway Tolling Feasibility Study, the team will conduct a traffic and revenue study that will focus in part on potential diversion of traffic from the US 422 Expressway to local roads. Applying a uniform pricing strategy will minimize the traffic diversion. Study results will be shared with the public and used to help make decisions on the tolling feasibility.
11. Will the level of maintenance on the US 422 Expressway change?
The Study Team looked to build on PennDOT plans for additional investment in maintenance and operations over the next decade. The US 422 Expressway will undergo major reconstruction of the Schuylkill River Bridge at Valley Forge and adjacent interchanges in the next few years, and major rehabilitation and reconstruction of the portions of the highway near Pottstown are programmed for the next decade.
The options analyzed have the potential to provide substantial funding support for the rail extension project. Using locally-generated tolls for funding both highway improvements on the US 422 Expressway and the R6 Extension project offers an integrated, multi-modal strategy for enhancing mobility along the Schuylkill River corridor.
12. Will highway improvements and construction of the R6 Extension have to wait until sufficient toll revenue is generated?
Future years’ anticipated toll revenues can be monetized (i.e.: converted into immediately available resources), through the issuance of tax-exempt toll revenue bonds. After annual operating costs and debt service have been paid, these annual residuals can be used to fund additional costs related to the rail project, or can be applied for other purposes. Alternatively, residual toll revenues could be monetized as well. Although a formal determination would be necessary from the Federal Highway Administration, it appears that toll revenue bonds could finance both improvements to the US 422 Expressway and the rail service extension project capital costs.
13. Are there other sources of public funding available?
In addition to traditional funding sources, the project explored innovative financing techniques, such as public-private partnerships, that could support the implementation of rail service. One source of public funding for which the R6 extension project could be eligible is the Federal Transit Administration’s (FTA) Section 5309 New Starts and the larger Small Starts grants programs. The FTA evaluates the proposed project at each step of the project development process, and uses a framework that is based upon a set of criteria that are used to determine the likely success and overall cost-effectiveness of the project. These criteria were used in the R6 extension study as an initial screen to determine if federal New Starts/Small Starts funding should be pursued. The initial forecast shows that a potential segment − the R6 extension to Valley Forge − is potentially eligible to participate in the New Starts/Small Starts program, although additional analyses must be conducted.
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14. Won’t tolls hurt local businesses and the local economy?
Once the R6 Extension is constructed, many of the station sites contain opportunities for transit-oriented development. Generally speaking, the station sites identified appear to be viable for rail extension service and the local municipal managers welcome the opportunity to host rail service. In addition, being able to address in a timely manner and fully fund the reconstruction, safety, and congestion issues on the US 422 Expressway is a pro-active way to make sure the expressway works and that cars and trucks don’t waste countless hours each day sitting in 10-mile long back-ups. A strong transportation system is a critical component to economic growth and having a working expressway and a viable parallel, commuter rail alternative allows the corridor counties and the municipalities to better control their destinies.
15. What’s next?
The next step in project development will be conducting a Detailed Feasibility Study of tolling the US 422 Expressway. The Detailed Feasibility Study will include four components:
1. Traffic and Revenue Analysis of the Expressway which would identify tolling scenarios, develop revenue forecasts, identify corridor transportation improvements, and minimize and mitigate potential traffic diversion off of the US 422 Expressway; 2. Assessing the Capital Needs of the US 422 Expressway and R6 Extension in sufficient detail and engineering to have confidence in the costs; 3. Public Outreach and Comment Period , including opportunities for public and agency involvement in the decision-making process; and 4. Development of an Operating Plan and Cost Estimate for R6 service.
Where do I go for more information?
Citizens are encouraged to participate in the tolling study process. An informed and engaged public is a critical element of the Detailed Feasibility Study and important to the stakeholders: Montgomery County Planning Commission, Chester County Planning Commission, Berks County Planning Commission, PennDOT, Norfolk Southern, DVRPC, SEPTA, BARTA, and the corridor elected officials. The stakeholders will obtain input from the community about the Feasibility Study through its website and public meetings. Future meeting dates, locations, and times will be posted online and advertised in local newspapers.
Learn more about the R6 Norristown Line Service Extension Study and the future Detailed Feasibility Study at www.r6extension.com. Or contact Leo D. Bagley , Project Manager at the Montgomery County Planning Commission , at [email protected] or (610) 278- 3746.
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