SCB2525 wrote:I understand why Belgrade and Thompson is a bad idea but why Aramingo? Besides the light at York. It's the major artery through that immediate area and seems to have much more utility as a transit route.
OK, comparing Richmond and Aramingo between Girard and Lehigh Aves, I'll agree that Aramingo could appear to be a better route at first glance; especially considering that Richmond St in this area was moved further away from anything civilized making it more "remote". To reroute the 15 down Aramingo to Lehigh, then down Lehigh back to Richmond St may appear good on paper, but the reality makes it impossible; at least for now, or more importantly, to be implemented during construction. The reason is not really because it's Philadelpia or SEPTA. It's actually a lot more complex.
For one, the Girard Interchange (GR)rebuild program consists of six phase GR0 through GR5. GR0 was a preliminary phase that modified the southbound off ramp and the Girard-Aramingo-on ramp work that was rumored to be done for the casino - which was not - that work was planned even before gambling was a gleam in the states eye. GR2 is the1000' section south of Palmer St. that is rebuilding the the north and south lanes and the northbound off ramp. GR5 will be south of this work and consist of the Vine St exp. So, GR1, GR3, and GR4 are the phase that directly affect the Rt 15. Other then the relocation of Richmond st to make way for the 95 rebuild and expansion, GR1 is one big utility relocation to include Conrail infrastructure. Some of the scope of work for the utility improvements are not just for the relocations under Richmond St, but connection improvements that included work on Thompson Ann, Cumberland, Lehigh, Somerset, Cambria, Edgmont, and Tilton Sts. A big mess and a lot of local disruption. GR3 is the rebuilding, Lane expansion, and new interchange ramps for 95 northbound between Palmer and Ann Sts. GR4 will mirror GR3 for the southbound lanes - to include major work on Aramingo - most notably the intersection of Aramingo and York.
GR0 had to be completed before any other phase began. Once finished, GR1 and GR2 could commence and GR3 could begin once GR1 reached a certain milestone - the project is about a year past this point. GR4 cannot proceed until GR3 is complete. GR5 can proceed on its own but wont most likely for another ten years. To review, GR0 worked on the area of Girard- Aramingo-on ramps. GR1 is relocating Richmond St to include tearing up more local streets for utility work. GR3 is mostly 95 work but causing havoc in the local area. GR4 will do the same but move towards ruining the area around Aramingo and York (but at this time, the new Richmond will provide the detour and overflow relief). It's important to note that the GR1 milestone that had to be met before GR3 could proceed was not just having Richmond moved and the old demolished, but to have the utility work complete on certain local streets because they needed to be used for detours and overflow.
I mentioned all of this to point out that with all the construction going on for GR1,3 & 4, to realign the Rt 15 tracks down Aramingo, the tracks would not be ready for trolleys until at least 2022. There no ther way of doing it. The line was cut to trolleys in 2011 so to do the realignment would plan for a ten year absence. Now, after saying that, and the fact that trolleys might not see this area until 2020, you are most likely thinking what's another two more years? Again, as per original plan, the trolleys were to be returned by late 2015 but unforeseen circumstances pushed it back another five. No way in hell would SEPTA nor the Feds allow a ten year absence during preliminary planning.
Also, for all fed highway projects that consist of multiple phases like this one, each phase has to be designed and built as if the next phases get cancelled - hence, why it's common to see brand new components built to high standards only to be demolished two years later leading to public cries of pork and waste. So, to realign the Rt 15 to Aramimgo, the work would span three phases, a big no no. The tracks would be torn up and most rebuilt during GR1. But, as I mentioned above, the section through Aramingo would have to wait until phase GR4 and be built along with the new interchange and intersections. Now, what if during the construction of GR1, GR3 and GR4 were cancelled? You see the problem? We would have a severed trolley line with no initial plan to connect. This is why big projects are planned and built this way.
For utilization, would the Aramingo alignment be better for the line? Area? On this point, I can only ads my opinion and the answer is no. My opinion is based not only on my experience as a transportation professional, but as a former daily Rt 15 rider and resident of the neighborhood. There are a lot of options for riders in this area. Along with the 15, you have the 25, 39, 43, 54, and 89. Majority of the riders in this area use all these lines as feeders to the MFL. The second largest group of riders are school kids during the season and after that, rides going shopping locally (Port Richmond Village and stores along Aramino north of Westmorland to include the centers along Castor east of Aramingo). The route 89 fills in the role for the Aramingo shopoers - as does the 25 north from Lehigh and aramingo.
lastly, it's never just PennDOT's dime. Any highway work that affects SEPTA does not necessarily make SEPTA 100% free and clear of contributing. In most cases, SEPTA does have to chip in and even if the percentage is in the single digits, it is enough for them to not to push anything past the scope (or minimum required) for the project. In this case you can use the excuse "Because it's SEPTA".
