The Planning Process

Overview

PA-TEC proposes that a coordinated study between the various planning agencies conduct a feasibility study and alternatives analysis as the first step in determining the locally preferred alternative for restored commuter rail service on SEPTA's Newtown line. A pending appropriations request with the federal government will cover the cost of conducting these studies.

The agencies involved should include: The Delaware Valley Regional Planning Commission, SEPTA, Bucks County Planning Commission, Montgomery County Planning Commission and PennDOT.

A regional task force to monitor and assist with administering this project should be setup and include one representative from local municipalities:

  • Newtown Borough
  • Newtown Township
  • Northampton Township
  • Upper Makefield Township
  • Wrightstown Township
  • Upper Southampton Township
  • Upper Moreland Township
  • Lower Moreland Township
  • Abington Township
  • Rockledge Borough
  • City of Philadelphia
    • Each municipal representative would be responsible for addressing local citizen concerns, local planning such as station location, environmental concerns, and act as a liazon between the project administrator and the local community.

    PA-TEC recommends that constuction or expansion of any SEPTA parking facilities be suspended until accurate ridership studies on the R8 corridor be completed. R8 ridership models will likely have a impact on current parking demand at currently constrained facilities.

    Possible Service Alternatives

    Following the completion of the Newtown line feasibility study, the administering planning agency will conduct a alternatives analysis to determine options for operating rail service on the Newtown corridor. Possible alternatives include (electric service only):
  • Newtown to Center City via Fox Chase (R8)
  • Newtown to Center City via Bethayers/Jenkintown (R4)
  • No build
    • Because SEPTA is not equipped to maintain or operate diesel trains, limitations of operating diesel train service, and reduced ridership if a diesel shuttle were reinstituted, all alternatives should only include electrified and 100% integrated service on the Newtown line.

    Past Studies and a word about FTA Ridership Projections


    Bucks/Monto Joint Study 2005 - NEWTOWN BUS RAPID TRANSIT AND PEDESTRIAN TRAIL CONCEPT STUDY PHASE I AND PHASE II

    1995 DVRPC Study on resumption of train service
    The study conducted by DVRPC in 1995 looked at several alternatives for restoring train service on the Newtown line using a number of different service modes and routes. Looking at the study today, DVRPC has been proven wrong in their analysis of the travel demand for the Newtown line.

    DVRPC's 1995 study called the Newtown corridor mature, with "little room for growth" (pg9). This analysis turned out to be incorrect. Ridership in the captive ridership area on SEPTA's other commuter lines has risen 400% since 1990. Their trend analysis forecasted declining population in the Warminster area and a small reverse commute market.

    FTA and other planning agencies often lowball ridership projections on rail projects such as the Newtown line. Underestimated ridership projections cause forward thinking projects such as the Newtown line to be labeled "unfeasible".

    As of January 2010, FTA funding requirements for projects such as the Newtown line have been changed to include envrionmental benefits and economic development. Under the old model, project funding was based primarily on cost and ridership. The new rules as proposed by the Obama Administration will make federal funding for the Newtown project much easier. FTA Press Release