Our Philosophy

The following is an excerpt taken from a funding application submitted electronically on Sunday, December 14, 2008, to the Commonwealth of Pennsylvania Department of Transportation's "Pennsylvania Community Transportation Initiative" Program. We believe this excerpt effectively summarizes our position and philosophy regarding future development of the southern Chester County region...

Application Continuation Page for item: “Describe how the project supports the identified Smart Transportation Principles, engages project stakeholders, and will implement local land use actions.”

The Octoraro RR Revitalization Project came about through the identification of the need for a viable Public Transportation Service for the Borough of Oxford, Pennsylvania, its surrounding communities (including those of Northeastern Maryland) and the Southern Chester County region of Southeastern Pennsylvania through the investigation of population trends, traffic flow analysis, and extant infrastructure availability within the area. The only alternative solution which has not, to date, been thoroughly investigated is the re-establishment of Commuter Rail, utilizing the Octoraro Railroad (USRA Line 142), a thirty (30) mile long single track Class III shortline railroad that currently operates between Chadds Ford, PA, and Nottingham (Sylmar), PA. This line connects at Chadds Ford (the eastern-most terminus) to a seventeen (17) mile northward Brandywine Valley RR (BVR) (ex-Reading) branch terminating with a connection to the Norfolk-Southern (NS) mainline in Coatesville, and to a southward BVR (ex-Reading) branch terminating with a connection with CSX in Elsmere, DE. The cost of rehabilitating an existing transportation alternative is substantially less than the cost of creating new roadways, or even widening existing ones. Since most of the communities within our region are considered “bedroom communities”, any increase in population equates to an increased burden to our already challenged physical and transportation infrastructure, schools, and municipal services. By rehabilitating an existing rail line and re-establishing Commuter Rail service, the number of passenger-miles per railcar per gallon of fuel burned is significantly increased over that of traditional bus-carriage or automobile commuter transit, fewer vehicles (automobiles and buses) will congest our roadways, vehicle emissions will be reduced, and current commuters will be presented with a transportation alternative that is non-existent in the region. As an added benefit, improved infrastructure with respect to the Octoraro line equates to faster freight delivery speeds to rail-served businesses.  Better on-time performance is an attractive incentive to bring new, environmentally friendly businesses to the region, which would increase the regional tax base and provide job opportunities, without placing undue burdens on our school districts.

The underlying principle behind this project is to bring enhanced rail service (both freight and passenger) to the region, but without disturbing the bucolic nature of the communities that will be involved.  By definition, and with very few exceptions, the region could be classified, in general terms, as rural; however, the exceptions to this classification (most notably Kennett Square, West Grove, Avondale, and Oxford) fall into the category of suburban centers. These municipalities represent the greatest amount of high-density development within the Southern Chester County region, and are centered on the existing Octoraro RR Right-of-Way (ROW). When viewed “end-to-end” along the ROW, these communities could subsequently be viewed as a suburban corridor, since business and medium-density residential development has continued to follow the same ROW in recent years.  The current width of this corridor extends for approximately one half (0.5) mile to either side of the ROW. 

In light of these characteristics, we propose that, along with the revitalization of enhanced rail service to provide an adjunctive or alternative Regional Arterial fixed guideway system for the region as defined in the 2001 AASHTO Green Book, we work jointly with the municipalities affected by this effort to produce new regulations and ordinances, together with a viable, long-range regional comprehensive plan, to limit high density and industrial/commercial development to existing Brownfield along the ROW (but within the existing one half [0.5] mile development boundary). This would allow for development to occur in a more logical fashion (thus limiting or eliminating sprawl), and also bring much needed revenue to the regional economy in the form of an increased tax base and business/job opportunities, while still maintaining and preserving the agricultural nature of southern Chester County.

Any major transportation project undertaken in today’s economic environment will require a substantial initial investment, whether for new construction or for revitalization/rehabilitation of existing infrastructure.  Although the estimates for this project seem rather high, they are based on “worst-case” scenario parameters: assuming a complete replacement of infrastructure, including three (3) bridges, each estimated at a fifteen million dollar ($15M USD) replacement cost, per each “route” outlined in the project proposal.  However, the initial investment will be considerably offset during the lifespan of the projected service (which we expect to be greater than one hundred [> 100] years) by the decrease of Vehicle Miles Travelled (VMT) of both automobile and long-distance truck traffic. Hence, this, in turn, will dramatically reduce the “wear-and-tear”, and, subsequent repair and/or replacement of the area’s roadways.

As a direct result of reducing the VMT, “Carbon-footprint” mitigation and environmental justice requirements are substantially lessened. As a further benefit, there will be lowered vehicle accident rates. Finally, a new route alternative becomes available for Northeast Corridor and Keystone Corridor rail traffic. These positive benefits result in substantial savings for multiple stakeholders.

The rehabilitation and revitalization of the Octoraro RR line and the re-introduction of enhanced rail service to the region will enhance the local transportation network by redirecting the flow of a majority of commuter traffic and long-distance truck traffic away from the region’s only Regional Arterial highway, thereby reducing congestion, not only on the arterial, but on the secondary roads currently used as alternatives to avoid congestion on US Rte. 1. This has the additional benefit of bringing commuters into a municipality’s “Town Center” for dining and shopping opportunities, since the proposed rail stations will be located at or near these locations. Judiciously placed rail-to-truck transfer locations will enable short-haul truckers to transfer goods and locally grown agricultural products to railcars for transport to distribution centers in nearby cities.

The Octoraro RR Line is an extant, operational, but under-utilized, freight rail line in southern Chester County that appears to be in need of substantial rehabilitation in order for it to become an economic driving force in the region.  What this means, in terms of smart land use practices, is that since the infrastructure and ROW are in an operable state, no new development (Such as acquisition of new land for ROW, design and engineering costs, and construction of new infrastructure, etc.) is required. 

Brownfields and certain Greenfields along the ROW can be “re-used” for the development of residential, commercial, and industrial interests by or for Stakeholders.  Using the rail line for both freight and commuter passenger services promotes new business and job growth while providing an economical, eco-friendly transportation alternative to the residents and “reverse commuters” within and outside the region.  In addition, this alternative not only has the significant potential to reduce automobile traffic on the region’s local highways as well as the Regional Arterials, it has the potential of reducing truck traffic along the previously described Economic Development Corridor as well.  This reduction in overall VMT will result in lowered hydrocarbon emissions and a reduction in sound pollution along the US Rte. 1 corridor, which traverses predominately rural areas (farmland) within the region.

This project involves the interaction of pedestrian and vehicular traffic with mixed (freight and commuter) railroad equipment. In addition to the obvious need of providing adequate separation between vehicular traffic and the railroad at at-grade crossings through the use of electronic signaling and barrier-type protection devices, pedestrian movements through at-grade crossings and stations, as well as other locations along the ROW in populated areas, is of primary concern in order to prevent unauthorized incursions onto railroad property (the “track”) when equipment is in operation.  Pedestrian barriers, including natural and manufactured physical barriers, along with signage, will provide additional protections wherever possible.

In addition to pedestrian safety as it relates to railroad operations, personal safety (e.g., at stations and parking lots) and personnel safety is also of concern.  We propose to provide security in the form of patrols (both on foot and by vehicle) by law enforcement officers and, if budgets allow, by private security services at each station and parking area, including planned satellite parking. We plan to abide by the rules and regulations of: the Federal Railroad Administration (FRA), the AAR, the Occupational Safety and Health Administration (OSHA), and any other regulatory agency responsible for the safety and well-being of personnel.

Finally, we plan to incorporate all measures required by law with respect to the Americans with Disabilities Act (ADA) into every facility and vehicle-for-hire (rail cars and buses) in operation supporting this effort, and to ensure continuing compliance with the ADA throughout the expected lifespan of this service.

While this proposed project emphasizes rail as the predominant transportation modality for the region, getting people and goods to and from this service will require multiple, varied modes of additional conveyances.

In terms of commuter usage, those individuals living near the proposed rail stations (typically within the previously described high-density development areas) could easily walk or use a bicycle to get to and from their community’s point of service.  For those living beyond this area in medium-density developments or farmland, shuttle service (such as the county’s ‘SCCOOT’ bus service) would provide point of service access. Those who wish to use their private autos, adequate parking facilities are anticipated at each station along the ROW. There will also be strategically placed “Park-and-Ride” satellite parking locations with shuttle service to and from each station. This shuttle service can then be expanded at a later time to not only provide conveyance to and from specific transit locations, but can also provide access to “Town Centers” for shopping, dining, and entertainment activities.

Freight service may be handled in two (2) distinct fashions: the first, direct rail service, involves the addition of a spur and/or siding trackage leading directly to businesses and industries which require them; and secondly, by incorporating rail-to-truck transfer facilities (similar to the old “Team Track” facilities once used by the railroads for handling less-than-car-load [LCL] freight trans-shipments), non-industrial commercial users (agricultural businesses, for example) are given the opportunity to have their goods shipped nationwide without the need to rely on long-distance trucking and high shipping fees.

With the addition of spurs and sidings for direct rail service to businesses and industries along the ROW, the opportunity to utilize these track structures for maintaining FRA Shared-Use compliance becomes apparent. Also, the incorporation of connecting additional track structures enables the railroad to take advantage of “Wye” connections (which currently do not exist on the line) to turn trains around so that they may operate in a safe, efficient manner in both directions.

This project is directed at transforming an under-utilized short-line freight railroad into a valued transportation entity that will enhance the economic viability of the Southern Chester County region.  By rehabilitating and revitalizing an existing infrastructure and ROW (one which has been in place since the mid-1860’s) using state-of-the-art technology and equipment, the initial investment of land acquisition for the ROW is preserved. Remaining structures (such as stations, depots, and other facilities) can be rehabilitated and be given the opportunity to revert to their original purpose, and a viable transportation alternative can be put in place for a fraction of the cost required to widen existing, or construct new primary, secondary, and/or tertiary roadways within the region.  Similarly, land values in the area remain the same or even increase in value, extant agricultural areas remain untouched, and municipalities along the ROW benefit from increased non-roadway-borne traffic and from “ease of accessibility” for commuters and visitors from outside the region.

In our response regarding context-sensitive design, we have stated that the entire thirty (30) mile long ROW, which constitutes the first half of Phase I (OATS Route No. 1) of this project, could easily be considered a “Suburban Corridor”, with town centers located at Kennett Square, Avondale, West Grove, and Oxford.  Recent development of medium-density housing and a variety of businesses have “filled-in” some of the space, in a non-uniform manner, between these Town Centers, in a haphazard fashion, without much regard to Smart Land Use Practices.  Unfortunately, remediating the effects of the development already established in these areas is well beyond the scope of this project proposal. 

However, any new development proposed for the Economic Development Core Corridor will strongly be urged to follow the Smart Land Use Principles through the cooperation of the municipalities on or within the corridor (see below). 

As stated previously, we plan to work jointly with the municipalities along the subject Octoraro RR Line ROW (the “Suburban Corridor” AKA the Economic Development Core Corridor), along with the Chester County Planning Commission and the Delaware Valley Regional Planning Commission, to help develop new regulations and ordinances, along with a Regional Comprehensive Plan (RCP), which will promote the development of high-density residential, commercial, and environmentally-friendly industrial areas within the approximate one (1) mile-wide corridor of the RR ROW (one half [0.5] mile to either side of the ROW). This utilizes the existing Brownfields and certain Greenfields within the development boundary that promotes and enhances the economic redevelopment of the region, in addition to providing commuters with a viable transportation alternative.  We hope to accomplish these goals, while maintaining and preserving the bucolic, agricultural nature of the region that is the hallmark of southern Chester County.

With a detailed RCP in place, and with the cooperation of the municipal governments involved, strategies for, and the implementation of, Smart Land Use and Smart Transportation Principles will be more easily achievable and enforceable.

One of the strengths of our program is that all municipalities will be working together and be in a position to share assets and burdens with the potential of cost reductions in operations and the chance to be able to reduce taxes regionally. At the same time, businesses will profit and people will be able to travel easily to conduct business and shop “locally”. In essence, everyone within the region, Southern Chester County, Pennsylvania, Northern Delaware State and Northeastern Maryland (Cecil County)   are the true Stakeholders in this project, since this effort will have long reaching efforts on every farmer, business owner, and resident. These effects, which also include increased business and job opportunities, alternative transportation, and Smart Land Use, will enable everyone to prosper without negatively changing their existing way of life.

Our Program is directed at focusing and maintaining and growing the existing town centers all along the five OATS Routes identified under the Description Section earlier. By doing this we create the 30 Mile Long and 20 mile Long (by one mile wide) “City”. These new “Cities” are made up of all existing Town Centers and at the same time, we are maintaining and protecting our existing Agricultural properties and commerce. By limiting the Zoning and Comprehensive Planning-designated growth areas, regional planning becomes centered in a specific and predictable arena, thereby increasing the likelihood of Smart Land Use implementation.  By implementing this concept, and using this project as a prototype model nationally (where appropriate), we have a unique opportunity to create eco-friendly and economically sound communities that achieve all of the “Smart Principles” without causing major and undue burdens on the people, existing communities or their comfortable environments.

webmaster@oatrains.org

Contact info:    

C. John Stevenson, Chairperson <c.john.stevenson@oatrains.org>;   M. Walter Saranetz, Vice-Chair <m.walter.saranetz@oatrains.org>

Oxford Area Transit Services, 5 Mt. Vernon Street, Oxford Pennsylvania 19363   (610) 932-9670