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The Delaware Valley Rail Passenger
Electronic Edition
December 1993
Vol. XI, No. 12
Published by the Delaware Valley Association of Railroad Passengers in
the interest of continued, improved, and expanded rail service for the
present and potential railroad and rail transit passengers of
southeastern Pennsylvania, southern New Jersey, and nearby areas.
For more information about DVARP and good rail service, please contact us:
P.O. Box 7505,
Philadelphia, PA 19101
215-222-3373
<73243.1224@compuserve.com> <---NEW E-MAIL ADDRESS
The Electronic Edition is published as a service to the net community
by DVARP. Please send your comments to <mmitchell@asrr.arsusda.gov>.
Archives are maintained at <listserv@cunyvm.cuny.edu>. To obtain a
newsletter file from January 1992 to the present, send an e-mail message
to the listserv saying GET DVARP 9201 RAILNEWS (substitute the year and
month you want for 9201). This newsletter can also be obtained by FTP
to hipp.etsu.edu, directory pub/railroad/dvarp. DVARP thanks archivists
Geert K. Marien and Dr. Robert Wier for providing these archive sites.
Time to Renew Your DVARP Membership!
use the coupon on page 15
No Dues Increase in 1994--details page 14
Inside The Delaware Valley Rail Passenger.
1 Broadway Limited farce demonstrates serious problems with Amtrak
management
3 Riders win! Feds increase capital funding, concourse vagrants
have new home, El car deal done.
4 On the Railroad Lines: Cynwyd line threatened by bridge closing,
SEPTA people make merry.
7 South Jersey Update: Ridership up, but NJT not resting on its
laurels
8 Harrisburg Line: John Pawson explains why SEPTA should have
control of it.
10 Europeans, Americans teaming up to bid on high-speed trains for
Amtrak.
11 Federal hearing on intermodal planning and implementation:
different views of progress made.
13 PA, NJ, NY seek Phoebe Snow's return.
14-15 Dates of Interest, Up and Down the Corridor, DVARP Directory
DVARP President: Chuck Bode
Newsletter Editor: Matthew Mitchell
Production Manager: Tom Borawski
for other officers and committee chairs, see page 15
entire contents copyright c 1993 DVARP,
except photos c 1993 credited photographers
Opinions expressed in The Delaware Valley Rail Passenger are not
necessarily those of DVARP or its members.
We welcome your comments: call 215-222-3373
A "Broadway" Farce in Two Acts by Chuck Bode
Act I--The Westbound Broadway Limited, October 17th: A Hot Train
The trip begins normally--the Broadway Limited leaving Philadelphia
17 minutes late. Numerous package cars, about five coaches, a snack
car, a dinner, and two sleepers in that order form today's train.
Despite reports of sold out trains, this one is only about 50% full--
which will shortly be fortunate. Out on the mainline all seems well:
the crew collects tickets and fills out reports of who is to get off at
which station.
The crew assures a concerned passenger that the train will make up
delay time and arrive on time. Another passenger across the aisle is
going to Huntingdon. She is also concerned about being late. She had to
arrange to be met. Seems Huntingdon does not have even one taxi and she
is too old to walk home. She hopes her ride will wait the 20 extra
minutes because there is no way for him to know where the train is. The
passenger next to her is less help. She rides the Broadway almost once a
month and says it is never on time and is often hours late. Her husband
is to meet her at Pittsburgh. As the saying goes--watch this space.
Over the PA an announcement is made that there will be three seatings
for dinner--5:30, and two later about 7 and 8:30. A member of the
dining car staff comes through the train taking dinner reservations.
Decisions, decisions. One of our party is hungry so we settle on 5:30.
A stop to pick up passengers at Paoli is normal. A few hundred feet
west of Malvern Station the train comes to a stop. Why would the
Broadway stop in the middle of nowhere?
Now about 5:35 our party heads to the diner, easier to walk in a
motionless train. Entering the diner one sharp nose asks about an odd
burning smell? This is a "hot car"--whatever that is supposed to mean--
seems to be the explanation. We are seated and our order taken. We
remain in the curve west of Malvern--studying the superelevation with
our water glasses. We notice that the crew begins telling arriving
diners that the car is closed? A PA announcement is made for crew
members--to come to the diner for dinner?
There seem to be a few attempts to back the train and the crew is on
the ground. About 6:15 our waiter tells us that passengers whose meals
have been started can remain and finish, but that desert will not be
served because the diner is to be removed from the train.
Logical places to remove the car would seem to be Paoli or Thorndale
which have switches and side tracks to store the car. With a diesel
engine there should be no problem running around the train to remove the
car--just takes time. Maybe Amtrak is sending a switch engine from 30th
Street to make the project easier--it ought to be here by now. We
finish eating and return to our coach. Frustrated passengers are being
told the snack-lounge car is closed but not why. Therein is the nub of
the problem--passengers not informed for hours. Some passengers would
not be told what was going on until after 9.
About 7--well over an hour motionless--an announcement is made for
crew to assist moving food to the snack car. An announcement is made for
help moving sleeping car passengers and their luggage forward.
The train has now blocked one track for an extended time at peak
commuter time. Beside it is a second track. For some strange reason
only a couple eastbound trains go by. Wonder why none of the trains use
the other track? Must be a lot of mad commuters by now. At 7:20 one
Harrisburg train used the other track so we know it could be done.
At 7:23 the Broadway moves--minus a diner and two sleepers. Finally
underway, an announcement is made that some cars have been left behind.
Otherwise, all that the passengers are being told is to stay in their
seats and not move about--might as well be on an airplane with the seat
belt sign lit. Oh yes, that passenger for Huntingdon is by now extremely
concerned--but she has decided to try to find a place to call the
police--her only hope for not spending the night outdoors at a deserted
station.
Recalling stories of how railroads strove to recover lost time, we
hope Amtrak can uphold the tradition. Now three cars shorter the train
should go faster. Time passes and a parade of passengers with much
luggage moves forward through the coaches. We get later--Lancaster is 1
hour 58 minutes late, Harrisburg 2 hours 10 minutes. More time, maybe
9:30, and our coach is told there is free food in the snack car.
We stop for Huntingdon at 11:04: 2 hours and 11 minutes late. The
passenger's ride waited for her! She hadn't been on a train for many
years. I suspect we won't ever see her again.
Let's analyze act one. The train broke down. It took only minutes
to determine the problem and apparently the crew knew then that the car
could not be moved. Why did it take over an hour and a half to uncouple
the cars? Passengers and their luggage could have been removed in much
less time. A pizza place with delivery truck could have stocked the
snack car along the way.
We are left to conclude that the onboard crew eventually made a good
series of decisions under difficult circumstances. They relocated the
affected passengers and the food. They fed the sleeping car passengers
first, then worked one coach at a time proceeding away from the snack
car feeding the other passengers. They made food free, but that was
probably as much to simplify logistics as for goodwill.
We are also left to conclude that "management infrastructure" is
weak. Some distant place must have had to authorize leaving the cars--as
we will see in act two, there was no choice. Lack of training is a
management failure, which is the only cause of the total lack of timely
and useful announcements. There is no reason passengers should not have
been told that a breakdown occurred, that the snack car was closed
because it was being used as a diner or that limited facilities made it
necessary to feed passengers one car at a time.
Act II--Who Minds the Store?
After the trip we began to inquire about what happened. Railfans seem
to have information sources everywhere--a second CIA. What they report
makes the management failure after the train stopped seem minor.the
Broadway was on fire.
The Broadway starts in New York City. From there to Philadelphia it
passed numerous other trains--NJ Transit, SEPTA, and Amtrak. At least as
far back as Croydon, SEPTA trains were reporting that the Broadway had a
serious problem.
Who decided not to investigate the situation then? Surely there are
people to inspect at 30th Street Station. This is the last major Amtrak
facility until Chicago. Why wasn't a through inspection made to
determine why passing trains would report fire under the Broadway? Such
a report from a bystander ought to be checked. Surely reports from
experienced train crews would be taken seriously? Not by Amtrak.
Additional reports of trouble were made by SEPTA trains between 30th
Street Station and Paoli. There are even SEPTA mechanical staff at
Paoli. They may not be familiar with details of Amtrak cars, but they
could probably observe a major problem.
How major was the problem? When the train finally stopped a wheel
was flat--a flat 6 inches long! It required repairs so serious that the
car sat at Paoli for days. How close was the Broadway to derailing
before someone did something?
Amtrak may cry lack of money, but the immediate problem seems to be
lack of management. A secondary problem seems to be splitting the
railroad into multiple pieces and removing many of the facilities. When
it was one PRR, crew worked up from years of experience in freight
service. That meant passenger crews were thoroughly qualified in
dealing with mechanical operations and problems. There was also a pool
of other employees to assist during problems--everybody worked for one
boss rather than Amtrak, Conrail and SEPTA.
The one boss, one railroad concept also meant assistance from the
closest location during problems--PRR had engines at Paoli and
Thorndale. But Amtrak banished Conrail and its freight from the line.
Must have also banished SEPTA that evening.
The issue affects every railroad user, passenger and freight. Is it
in their best interest to continue discarding facilities and balkanizing
the facilities? Or will it eventually lead to no facilities and no
trains despite the illusory financial success in cutting costs by
stripping off assets?
From the Editor's Seat:
No Free Ride!
Are suburban employers justified in crying that trip reduction
regulations are an unfair burden? I say no.
The people who are crying have been getting a free ride for years,
but it's over now. The government's subsidy of automotive
transportation is so all-pervasive that people see it as some kind of
basic right. For the good of all of us who live and work in the
suburbs, that attitude has to change.
Frantic development of the remaining open space in the suburbs has
been hastened by policies which give away infrastructure improvements to
businesses which locate on previously undeveloped sites. They buy the
land cheap, and new roads, sewers, and other improvements subsidized by
your tax dollars inflate the value of the property. The cheaper cost of
relocation to rural areas is also being subsidized by the employees,
with the time and money they spend driving to the out-of-the-way site.
County and local governments have started to recoup through
development fees at least part of the costs they incur, but the
developers refuse to pay the entire cost. Meanwhile, many sites which
already have been developed lie fallow, a blight on their communities.
Those employers made their bed, relying on the automobile for all
their transportation needs and imposing a burden on the community. Now
let them lie in it.
No free ride for drivers, either.
Given that most businesses aren't going to pick up stakes and move,
it's clear the solution is carpools and mass transit. Is paying for new
mass transit routes an unfair burden on employers? Is subsidizing
transit commuters an unfair burden? Let's look at the question the
other way: how many billions of dollars do businesses spend on subsidies
(yes, they certainly are subsidies!) paid to employees who drive alone
to work? Redirect those subsidies to transportation services that are
less hostile to the community, and the net cost is zero. That's right,
zero! The law calls for a reduction in car use of only 25 percent. If
three drivers start paying $30 a month for parking instead of being
subsidized, the employer gets 90 dollars to spend on a transit pass for
the fourth. Net cost: zero. There is a cost for the paperwork showing
compliance with the regulations, but if the employers had done the right
thing in the first place; things never would hav gotten to where the
state had to step in.
Happy Holidays!
When you wish a safe journey to frineds and family who are traveling
this holiday season, remind them the safest and most pleasant way to go
is the train!--MDM
Board Awards El Car Contract
The SEPTA Board awarded the $285 million contract for 220 Market-
Frankford cars to ABB Traction, after a third study found the New York
firm to be a responsible bidder. Local subcontractors hoping for a
piece of the ABB deal added to the tumult of job creation claims and
threats of reprisal which had been building up for months. With FTA
Administrator Gordon Linton in the audience, the Board voted 13-1 in
favor of ABB. With such an overwhelming majority one would think that
not much was said during the Board meeting; however, that is not our
Board's way.
At one point (after Andrew Warren asked for the vote to be taken), a
plea by Board Member Jettie Newkirk to stop "political posturing"
yielded an additional ten minutes of political posturing. Board members
pledge eternal vigilance over ABB. After reading Steve Masters' story on
the N5 in last month's DVRP, surveillance from Constantinople-on-Market
may be wise.
Concourse Cleared of Homeless Persons
The City and SEPTA started cleaning the concourse on the 13th of
November after removing homeless people who had been encamped there over
a year. The Inquirer reported that David Cohen, the Mayor's chief of
staff, said that no one who wanted a bed at the city's facilities had
been turned away. To discourage further encampments, exits from the
eastbound side of 13th St. Station are being closed at 8:00 pm. The
South Concourse is now locked down after the last subway train passes
each night. With the health and safety hazard to passengers and SEPTA
employees alleviated, DVARP has lifted its warning to avoid 13th Street
eastbound.
Fed Budget Brings Boost to Transit
While Federal funding of mass transit is significantly increased over
FY 1993's budget, the full funding levels authorized by the ISTEA law
still have not been achieved. When the House and Senate got through
with President Clinton's proposed budget, the riders and capital
planners of the nation's mass transit systems were winners. Programs
allocating capital funds to transit agencies based on fixed criteria
like number of miles of service operated were sharply increased.
Transit operators and supporters are still worried about the cost of
compliance with Federal mandates like the Clean Air Act, Americans With
Disabilities Act, and Railroad Retirement taxes, for which Congress has
set aside no money.
On the capital grant front, Congress shifted its funding preference
from building new rail systems and lines to rebuilding older systems
like SEPTA's. Federal operating funds allocated to SEPTA should stay
about the same, an outcome pretty much expected. It's likely that
legislators were influenced by transit's promise that increased funding
would result in increased jobs in America's cities. APTA's breakdown of
the Federal transit budget appears below:
FY 93 ISTEA FY94 Change
Section 3: Capital Grants Authorized
New Starts/Extensions 721.8 820.0 667.9 -7.5%
Rail Modernization 666.3 820.0 760.1 +14.1%
Bus 336.9 410.0 357.0 +6.0%
Formula Funding:
Sec. 9 Urban 1560.5 2642.6 2226.6 +42.7%
operating portion 802.3 1059.3 802.3 0.0%
Sec. 18 Rural 90.8 153.8 129.6 +42.7%
Sec 16b Elderly 48.6 68.7 58.7 +20.8%
Interstate Transfer 75.0 --- 45.0 -40.0%
Planning/Research 91.0 160.7 98.3 +8.0%
TOTAL FTA@ 3799.6 5325.0 4582.6 +20.6%
@includes administration, Washington Metro
Computer Corner:
Internet SEPTA Schedules a Success
Hundreds of people have checked out the SEPTA commuter rail schedules
available on the PennInfo computer system. You don't have to be a Penn
student to use them: anyone with an internet connected computer can
enter the command telnet penninfo. upenn.edu to access the system.
SEPTA's latest printed schedules now also show how.
Subway Info On-line
Pierre David of Versailles, France has created an on-line direction-
finder for several subway systems including New York and Paris. For
details, e-mail to Pierre.David@ masi.uvsq.fr
DVARP Newsletter Disks Available
Once again, you can obtain a full year of the Delaware Valley Rail
Passenger on floppy disk. Send $4.00 to DVARP for disk and postage, and
specify IBM or Macintosh format: 5.25 or 3.5 inch.
On the Railroad Lines.
Engineer and Conductor Unions Consider Merger
UTU News reports that informal discussions are underway between
officers of the United Transportation Union (which represents SEPTA's
conductors) and the Brotherhood of Locomotive Engineers (which
represents the engineers) to determine if a merger of the two unions can
be achieved.
The News quotes UTU President G. Thomas DuBose, "I want to emphasize
that, at this time, neither union has agreed to any merger plan or
conditions, but both sides do agree that further talks are necessary,
and that a merger would serve the long-term interest of both
memberships."
R1 Surfacing Complete
The track maintenance project which disrupted weeknight service to
Elkins Park, Jenkintown, and Warminster is now done and schedules are
back to normal.
Wire Pulled Down
The Reading trunk suffered hour-long delays October 28 due to downed
wires just north of Jenkintown. The trunk suffered 30 minute delays
during the morning rush November 10 due to a "Conrail equipment
problem," reportedly a derailment.
R2 Delaware Deal Done
Delaware Transportation Authority (DTA) and SEPTA have amended the
operating agreement for service to Wilmington. The agreement will
"permit SEPTA to capture its incremental costs" while DTA will be
"credited for revenues attributable to passengers originating in
Wilmington."
Sharon Hill Station Benefit
Looking for a conversation starter for your desk or living room? A
holiday gift for a model railroading friend? Sharon Hill Historical
Society is selling HO scale "save our station" boxcar kits as a
fundraising effort for restoration of the Sharon Hill train station at
$10.98 each, including postage, from SHHS, c/o John A. Nawn, 144 Laurel
Rd., Sharon Hill, Pa. 19079-1322. --CB
R3 SEPTA Girds for I-95 Project
As PennDOT prepares to rebuild the Delaware Expressway, parking lots
at SEPTA Regional Rail stations will be expanded at Yardley, Woodbourne,
Langhorne, Neshaminy Falls, Trevose, and Philmont in 1994.
The West Trenton line had 15 minute delays during the morning rush
November 11th due to "late track work."
R5 North Wales Safety Talks
Representatives from SEPTA, PennDOT and the Public Utilities
Commission met with North Wales Borough and Upper Gwynedd Township
officials to discuss crossing safety. The Inquirer reports that the
meeting was arranged by State Senator Holl after the September 30th
accident which killed a North Wales child.
Lansdale Station an Historic Dump
State Senator Edwin Holl has written to SEPTA GM Gambaccini asking
that SEPTA renovate the Lansdale Station according to the Reporter. The
station was built in 1902.
R6 New Warning Sign, But Crews Still Flagging
At Markley Street in Norristown a new electric "no right turn" sign
has been installed which lights up when the crossing gates are
activated. Crews are still hand flagging the railroad crossing at Main
Street.
52nd Street Jumpover to be Phased Out
(photo of structure)
DVARP has learned that the structure which connects the R6 Cynwyd
line to the Amtrak main line will be phased out in approximately one
year. The current alternative is to use the track 1 tunnel which has in
the past proven to be unworkable (because of the requirement to travel
against the usual flow of traffic). A new Cynwyd line connection must
be made now before the bridge is history.
Bala Station: From Lease to Easement
Leases which allowed commuters access to Bala Station through private
property have been converted to perpetual easement.
Kazoo-Toting SEPTA Volunteers Bring Christmas Cheer
The Paoli, Chestnut Hill West, Frankford, and Broad-Ridge lines
hosted Santa specials on 'Black Friday'this year. Upon the train's
arrival, the 'circumferentially-challenged' man in red lead a parade of
Mummers and kids to the musical tree at center court. Sixty SEPTA
volunteers started musical careers by handing out free kazoos to the
kids. DVARP Volunteer Coordinator Betsy Clark reports that the R8
Chestnut Hill West run was packed. Thank you SEPTA volunteers and Happy
Holidays to you all!

CTD Track Upgrade
New welded rail was installed Sunday November 21 on the southbound
local track between Erie and Girard. Trains operated on the express
track while shuttle buses served the local stations.
@Weekend service disruptions on the Frankford El are suspended until
January.
@Market-Frankford cashier Harold Murray earned a Star Award for
assisting a SEPTA Police Officer in the apprehension of a thief.

STD
@KYW reported that Route 100 was offering only "limited service" on
Saturday Nov. 20. No reason for the disruption was given.
@The latest Route 125a schedule offers through buses from Center City to
Collegeville and Upper Providence. Six round-trips are now offered for
those working at the MontCo companies sponsoring the service, three for
suburban residents who work in Philadelphia.
Such A Deal: 8<> a Token
Ever wonder how much tokens cost SEPTA? The Board recently awarded a
$170,000 contract to buy 2 million tokens. That works out to 8<> per
token.
New Bus Microphones for Handicapped Will Help Everyone
SEPTA awarded a $242,000 contract to Neoplan, the manufacturer of
SEPTA's bus fleet, for lapel microphones to be added to bus PA systems.
The mikes are required by the Americans with Disabilities Act (ADA) but
will help everybody, as long as the operators actually use them.
SEPTA rules require drivers to announce all Center City stops, and
other points which are marked with little 'megaphone' stickers on the
transit stop sign.
Eye on the Infrastructure: Route 13 Work Expanded
The Board approved an $73,000 increase in the contract price for the
Chester Avenue Track and Roadway Improvements Project. The total
contract value stands at $683,000.
National Post Ends for Gambaccini
SEPTA GM Louis Gambaccini's term as Chairman of the American Public
Transportation Association ended in October as he was replaced by Rod
Dirdon of Santa Clara County (San Jose), California.
Section 9 Subsidy Update
The Federal formula subsidy for rail operations, on which Newtown
privatization plans rest (see cover story: October DVRP) is $21,000 per
year per mile, according to SEPTA CFO Feather Houstoun.
SEPTA Joins Trip Reduction Team
SEPTA finally accepted its role as provider of transportation
solutions to employers faced with state manates to reduce the number of
cars employees drive to work. A SEPTA brochure outlines several
employer-oriented SEPTA programs, like COMPASS, the corporate pass sales
program, and the employer-supported services like Route 125a.
Meanwhile, WCAU-TV jumped on the media support of transit bandwagon by
sponsoring a brochure touting the DVRPC's TransitChek commuter benefit
program.
In its brochure, SEPTA promises two new services: customized transit
itineraries for new employees, and a 'guaranteed ride home' for
employees in areas with limited transit service who have to leave work
early or late. The latter program has been successful in several other
systems.
The Market Development Office at SEPTA is responsible for serving the
employers: if your employer isn't 'on-board' with SEPTA yet, do your
fellow employees a favor and get the boss to call 580-7963.
News compiled by Matthew Mitchell and correspondents: Chuck Bode,
Howard Bender, Tom Borawski, Betsey Clark, Regina Litman, James Lutz,
Don Nigro, John Pawson, Dan Radack, William Ritzler, Lee Winson.
Additional news from BITNET, ESPA Express, Highway Builder,
Jenkintown Times-Chronicle, KYW, Lansdale Reporter, NMRA Bulletin,
Newark Star-Ledger, Norristown Times-Herald, Passenger Transport,
Philadelphia Inquirer, Surface Transportation Policy Project,
USENET, UTU News Online.
Montco to SEPTA: Take Our Money
The Times Herald reports that Montco Commission Chairman Mario Mele
told SEPTA officials, "Transportation is an area where I'd like to spend
more..it will be cheaper for the taxpayers in the long run.We can't have
more cars on the roads and we can't build more roads."
Route X Extension Mulled
Route X, one of SEPTA's least-known and least-used routes, may
undergo a metamorphosis into a longer, stronger Route 77. The current
Chestnut Hill-Glenside-Jenkintown service would be extended to Northeast
Philadelphia via Township Line Rd. and Cottman Av., making the first
circumferential SEPTA route in the north suburbs. Transit supporters in
Montgomery County have been asking for the extension for years, but have
not been able to find the funding SEPTA needs to extend the route.
Now the County Commissioners are considering providing that support.
But another obstacle to the extension may be opposition from Jenkintown
residents living along the route, but there is likely to be plenty of
support from other residents who would be able to access shopping,
medical services, and jobs with the new bus service.
422 Corridor Transit Plan Dropped
An effort to regulate suburban sprawl and bring back the railroad
village has been officially dropped by the Montgomery County Planning
Commission, according to the Inquirer. The villages would have been
called "Transit Activity Centers." The clustering of development was an
effort to preserve open space, reduce traffic congestion, and save
millions in infrastructure costs: water, sewage and electricity.
The plan was killed by local municipalities intent on maintaining
control of the planning process. Some residents appear to favor sprawl
since the proposed villages resembled the city they were escaping from.
There were fears that the land designated as "open space" would be
reduced in value.
Auto Subsidy = 10 x Transit's
A study released by Professor John Pucher of Rutgers shows that the
subsidy provided to motorists is ten times that of the average transit
user. He has calculated that the price of gasoline would have to rise
to between $6 and $8 a gallon to cover the full social costs and
economic costs of driving.
BARTA Celebrates 20 Years
BARTA, serving Berks County and Reading, celebrated its 20th birthday
Oct 8 by serving coffee and cake to the passengers. BARTA also
published a 16 page area transit guide as a newspaper supplement paid
for by advertisements in the supplement.
Red Rose Captures Design Award
Red Rose Transit Authority (Lancaster) won the 1992 PennDOT
Excellence in Transportation Design/Construction Award. This award had
once been limited to highway and bridge projects; 1992 was the first
year it was expanded to include transit & airport projects.
The winning project was renovation of the Lancaster Information
Center during fall 1991. Renovations included addition of a change
machine, telephone, schedule rack, snack area, and seating. DVARP
congratulates RRTA for this achievement.
November was the 18th year RRTA participated in the Toys for Tots
program. RRTA accepted donation of a toy as the base fare from November
1 through 21.
Cyclists Aggressive in Anti-Car Protests
A group called Bicycle Action Movement held several demonstrations
recently, to call attention to the dangerous conditions cyclists face on
Philadelphia streets. State and City officials have been very slow to
recognize cycling as a useful transportation alternative, and to
implement sections of the ISTEA law which mandate planning for bicycle
routes as part of the overall intermodal transportation planning
process.
One recent example of the car-only attitude was the Walnut Street
Bridge reconstruction, which failed to include a bike lane or shoulder
for safe biking. Cyclists held a "die-in" there when the bridge opened:
the first such protest here. More recent demonstrations have blocked
car traffic around City Hall and at other locations in Center City. The
protests acheived their goal of publicizing cyclists' problems, but
there is a long way to go before drivers and PennDOT share the road.
While the Delaware Valley Bicycle Coalition was not affiliated with
the demonstrations; it is sympathetic with the protestors' objective.
DVBC President Noel Weyrich said he would "support any activity that
underlines to City officials that they are not doing nearly enough for
bicyclists."
NJT Ridership Up 4%
The Newark Star-Ledger reports that ridership on NJ Transit's buses
and trains has grown almost 4 percent over the last 6 months. Rail
ridership increased 3.5% for the period. NJT Executive Director Shirley
DeLibero attributes the increase to employment gains in the region,
improved service, television advertising and the steady fares. NJT
registered a 1.7% increase last year. The numbers for specific lines
are as follows:
(April-June '93 Vs. April-June '92)
Northeast Corridor +3.5%
N. Jersey Coast Line +7.8%
Raritan Valley Line +6.9%
Morris & Essex Line +2.4%
Main-Bergen Line +1.4%
Boonton Line +0.5%
Pascack Valley Line -7.0%
Atlantic City Line +1.4%
TOTAL +3.5%
NEC Station to serve Newark Airport
NJT has hired architects to begin design of a new Northeast Corridor
station which will serve Newark International Airport according to the
Star-Ledger. The paper said that current plans call for trains to make
stops at the new station every 15 minutes. The station will be linked
to the airport via a one mile extension of the airport monorail system
now under construction. The paper said the new station and monorail
extension are expected to cost about $157 million.
SEPTA Sleeps, New Jersey Acts
The Star-Ledger reports that New Jersey Transit unveiled a $7 million
experimental program to add 41 bus and rail services for suburban office
parks, malls and industrial parks not now well served by transit. In
addition new park and ride facilities will be constructed in Woodbury-
Avondale area and at the Vince Lombardi Service area in the NJ Turnpike.
Also routes would add evening and weekend service and "reverse commute"
service will be expanded in certain bus routes.
DVARP Hits West Trenton Study
A DVARP response to an NJ Transit study claiming that restoration of
West Trenton-Bound Brook-Newark service would not be viable identified
several benefits missed in the NJT document. While the original study
said that riders would be diverted from the Northeast Corridor line, the
new service was not credited for NJT cost savings or reduced traffic
gridlock which would result.
The study also assumed a very inefficient operation, with as much
deadhead as revenue mileage. If DVARP's proposal to run the trains into
Pennsylvania were adopted, the trains would pick up more passengers who
would pay more money to ride. Jenkintown alone boarded 39 percent of
the passengers of the old Crusader.
Garden State Notes
@New Jersey Transit continues to try to make its train schedules more
user-friendly. New-look schedules were published for some of the
Hoboken Division lines.
@Phila. Extension Brings AC Rider Boost
Ridership on the NJ Transit Atlantic City Rail line was up over 20
percent recently, thanks to the extension of service to 30th Street.
Fare revenue increased even more.
@NJT revised some South Jersey bus schedules November 6.
A Bad Idea is Catching
Once transit managers in other parts of North America saw SEPTA
steamroll its customers with the RailWorksr service shutdown, they got
the idea they could do likewise in their own cities. The latest to
consider carrying out all-important construction projects without the
needless bother of serving customers is the Chicago Transit Authority,
which would close the entire Lake-Englewood-Jackson Park El for two
years.
1994 TIP Process Underway
The DVRPC is about to begin developing the FY95-2000 TIP. As part of
the preparation process DVRPC is soliciting comments on last year's TIP
development process and the types of projects selected for inclusion in
the TIP. Copies of last year's TIP have been distributed to 22 libraries
for public review. Written comments will be accepted through January 15,
1994.
DVRPC Seeks Comments on Process
For evaluation of the development process of the regionwide
Transportation Improvement Program, the Delaware Valley Regional
Planning Commission is requesting your views on the planning process.
Did you think your voice was effectively heard? Did the projects DVRPC
recommended fulfill the goals of furthering economic and community
growth while reducing negative impacts like air pollution and traffic
congestion? Send your suggestions to DVRPC, The Bourse, 21 South 5th
St., Philadelphia, 19106-2582.
FTA & FHWA Workshops
The Federal Transit Administration and Federal Highway Administration
will hold a series of regional outreach meetings/workshops on
metropolitan planning, statewide planning regulations, management
systems, and CAA air quality conformity regulations.
Staff from the Federal agencies will brief meeting attendees about
the new regulations and answer questions on their implementation. While
members of metropolitan planning organizations are the target audience,
the public is welcome to participate.
This is an opportunity for you to learn about and perhaps shape the
planning process. Workshops will be held in New Brunswick and
Washington: see page 14 for dates. Information is available from the
National Transit Institute at 908-932-1706.
**Harrisburg Service Reprised and Boosted by John Pawson
At a fortuitous time, Amtrak decided to bring its New York-Pittsburgh
train, the Pennsylvanian, out of the 403(b) funding category and into
its regular system. Because the Commonwealth of Pennsylvania no longer
must make up half the train's operating losses, the state allocation of
$500,000 was switched to support until June 30, 1994 the 600-series
trains on the Philadelphia-Harrisburg run which Amtrak had wanted to
discontinue.
The newly available money will support--temporarily--both of these
trains and the new trains which will fill service gaps which have
existed for a decade or more. As a result, the number of weekly trains
has risen from 78 to 90 instead of falling to 70. A few of the trains
are running through between Harrisburg and New York, although there is a
20 minute layover at 30th Street Station in Philadelphia. The changes
came too late to be included in the recent crop of Amtrak timetables; so
a special table was published.
By no means is the long-term future of all the 600-series trains
secure. After next June 30, the full-year requirement to support the
trains will likely be $750,000 or more.
The political impact also is important. The Pennsylvanian enjoys a
large ridership in total, but its average passenger load falls
considerably the farther the trains gets from New York City. The
state's subsidy for the train is viewed as a needed addition to sparse
public transportation in central and western Pennsylvania. Obviously,
these areas will not long welcome what they are apt to see as money
intended for themselves being spent to support the commuters between
Harrisburg and Philadelphia. Consequently, we can expect political
jockeying over the state's fixed resources during the next few months.
Paoli-Parkesburg commuters delayed by Amtrak interference
For every rider which Amtrak carries somewhere on the Philadelphia-
Harrisburg route, SEPTA's Railroad Division carries about 12.
Nevertheless, the route's two dispatchers favor the trains of the
company which pays their salaries, Amtrak. This situation is seen as
unjust by many R5 commuters. Indeed, now that many of SEPTA's
infrastructure problems are at least partially resolved, what is called
"Amtrak interference" has become the chief cause of RRD train delays.
In fact, the systemwide percentage of all delays attributed to Amtrak
has reached 72%.
For example, a few Monday mornings ago, an inbound SEPTA Parkesburg
Limited was not crossed to the express track on leaving Paoli station.
Instead, this train was kept on the local track; and by following the
local trains, it is said to have arrived in Center City 15 minutes late.
The reported reason: Amtrak kept the express track open for its own
late-running commuter train.
Duplication is costly to the taxpayers
Not only are the SEPTA R5 trains subject to delays caused by late-
running Amtrak trains, but their basic operating patterns are in
numerous ways severely restricted.
1. There are only two station platforms at Paoli. Frequently, a
late-running Amtrak train occupies one of them during peak commuter
periods. Fortunately, the problem has eased somewhat since the
westbound Broadway was rescheduled outside the afternoon commuter peak.
2. RRD Paoli trains cannot run directly to or from the SEPTA yard at
Frazer. Reportedly, Amtrak will not permit construction of a direct
entrance switch on its main track east of the yard. The only yard
entrance is at its west end, and that connection is a poor one. This
situation requires RRD trains going to and from the yard to travel 11
miles further west to a crossover. The entire Paoli-Frazer movement
takes 40 minutes despite the fact that the two locations are only four
miles apart!
3. Similarly, getting Parkesburg trains to and from the Frazer yard
requires a run 13 miles west to Leaman Place, where the next crossover
is found. We understand Amtrak won't allow the use of an existing out-
of-service interlocking just east of Parkesburg because its policy is
that all short-turn trains must pass beyond their last station before
turning. Consequently, an hour and a half is required to get the
Parkesburg Limiteds into and out of service. By contrast, it takes only
about an hour to move a train between Parkesburg and Harrisburg. Time
is money!
An alternative to duplicative service
In view of the added expense and delays caused by operation of two
commuter services over the same tracks, one may ask: does Amtrak really
want to run the 600-series trains? The answer is no. In a 1989 letter
to a state representative, an Amtrak official wrote:
In general, we agree that with the exception of the Valley Forge
[NYC-Harrisburg], Broadway [NYC-Chicago], and Pennsylvanian [NYC-
Pittsburgh], this route is essentially a local one. We. agree that it
would make sense to transfer it to either SEPTA or the state, and have
suggested this proposition to the Commonwealth in the past
It is interesting that in the past, Amtrak has run a true intercity
train for the Philadelphia-Harrisburg market. The Keystone Executive was
scheduled for just three stops between Suburban Station and Harrisburg,
and was one of the fastest trains ever to run on the line. However, its
patronage could not justify continued operation, and the round trip was
discontinued. This incident is another indication of the predominant
nature of the line as back-to-back commuter markets.
In view of all these facts, the $500,000 eight-month subsidy paid to
Amtrak should be seen as a good stopgap, but not as an appropriate long-
term solution.
Unfortunately, SEPTA is still a favored 'whipping boy' in the
transportation industry. Its image outside this area is still one of
grafitti-covered buses and stinking subways. The present reality of
SEPTA's Railroad Division is certainly not perfection, but a decade of
gradual improvement. Is anyone or any organization perfect? Note, too,
that RRD's passengers have acknowledged that the service has been better
year by year. PennDOT, the other operating agency suggested by Amtrak,
has no operating experience, no trains, and no passengers who could
demonstrate its qualification.
On this corridor, PennDOT's position over the last five years has
been unclear. Early in 1988, it requested proposals for an "Intercity
Rail Passenger Study." Apparently that study was cancelled; and another
one "Philadelphia-Harrisburg Rail Study," was issued in January 1992.
Although "intercity" does not appear in the title, a reading of it
suggests a slant that way. The study very effectively evaluates the
infrastructure and operation of the line as an intercity service.
However, it has little to say about the line's obsolescence for
efficient operation of commuter trains, even though they are the most
important traffic. Apparently, PennDOT got in 1992 what it asked for in
1988: a square peg to fit a round hole.
What's in a word?
Why do these two words "intercity" and "commuter" seems so deftly to
influence the passenger rail planning process? Simply because if the
"intercity" tag is applied to a service or a line instead of "commuter,"
there is the potential for much additional money to shower down from the
Federal taxpayers. If Amtrak can be persuaded to operate a train or own
a line as part of its regular intercity system, all of the operating
subsidy will come from Washington as part of Amtrak's annual funding
process. If Amtrak will run a train under its 403(b) program, one-half
the subsidy is forthcoming from Washington. However, if it's a commuter
train or a commuter line, the state and local people better be prepared
to support most of the losses themselves.
Of course, in the long run, economic realism prevails over such
gimmickry. Numerous examples exist of state and local people gathering
their courage and passing up the Federal bounty in order to stay in
control of a situation and to solve their problems in a satisfactory and
cost-effective manner. But it does take courage and long-term thinking.
The key to the future lies in the past
We seem to have forgotten that what Amtrak calls its Keystone Service
was created locally from scratch in late 1965. A few Silverliners were
detailed to run a fast service which ran express between Suburban
Station and Paoli, but local from there to Harrisburg. The concept drew
skepticism from a number of sources, including the Pennsylvania RR.
Newly-organized SEPTA helped to oversee the operations. Local control
and nurturing built the traffic to a peak in 1980. Before that time,
however, Amtrak had taken over the operation, and local influence
naturally declined. Today the traffic remains well below the 1980 level.
It was a young Amtrak, too, which asked the Interstate Commerce
Commission to give it control of the Harrisburg line. Eventually, the
ICC decided it was a commuter service in nature; and Amtrak went to
court. In a still-controversial decision, the court appears to have
been persuaded by a bankrupt Penn Central that Amtrak would be the best
suitor to own the line and run its services in order to wipe them off
PC's list of liabilities, a short-sighted criterion at best.
Now, Amtrak's initial ardor long has cooled, as the letter shows.
Amtrak would prefer to follow its legislative charge to operate true
intercity trains which for it are more renumerative. Still waiting in
the wings is SEPTA. The railroad to Paoli and beyond is such a major
part of the RRD system that RRD is not financially viable without the
Paoli Line and its 20,000 daily passengers. Takeover by SEPTA seems only
proper.
The Harrisburg trains are saved through the first half of 1994. It's
time for PennDOT to consider the immediate and long-term operating
alternatives. When they do, we believe that the cost of all the present
inefficiencies and service duplications, and the $750,000-plus that
Amtrak will ask for will be greater than what would be needed to engage
SEPTA to run the trains and stations in attractive fashion. The state
may even be able to persuade Lancaster and Dauphin Counties to provide
their proper local share for the service and its physical support, just
as Philadelphia, Bucks, Chester, Delaware, and Montgomery Counties have
been doing for decades.
Next they should decide what to do about ownership of the line and
how to deal with its technological obsolescence: matters for future
articles here.
State Police Don't Work for Free
According to Highway Builder, Pennsylvania State Police billed
PennDOT $275 million for "highway patrol services." More of your tax
dollars subsidizing automobile and truck transportation.
Golfing with the Pols.
Two legislative golf tournaments were sponsored this summer by
Pennsylvania's road contractor trade group, the Associated Pennsylvania
Constructors (APC). One was held at the Centre Valley Golf course and
the other at Hidden Valley Golf course.
Highway Builder carried a photo of State Senator J. Doyle Corman--
wine glass in hand--hobnobbing with contractors at the Summer APC Board
Meeting/Golf Tournament. Corman is also Minority Chairman of the State
Transportation Commission.
Six Teams Seek High-Speed Contract
Several magazines have reported that Amtrak has pre-qualified six
consortiums to bid on the 26 high speed trains to be ordered in the 3rd
quarter of 1994.
Each of the potential bidders is a partnership between European and
US firms; the new trains are expected to be built in the USA, using
European and American technology.
Lead companies, their countries, and the trains they might offer
include: ABB Traction (Sweden-X2000), AEG Transportation (Germany-ICE),
Bombardier (Canada-TMST)/GEC Alsthom (France-TGV), Breda (Italy),
Morrison-Knudsen (USA)/Fiat Ferroviara (Italy-ETR500), and Talgo
(Spain). US locomotive makers General Electric and General Motors
Electro-Motive Division are partners in several of the consortia.
Italy has developed a tilting train, Pendolino, which fits all the
equipment in the truck and body bolster. An Amfleet car is now testing
Pendolino equipment. This concept offers the potential to save millions
of dollars by reusing most of the components of the existing cars. Could
all the Amfleet and Horizon cars be modified this way for the cost of 26
completely new trains? If so, much of the country could benefit, not
just one route.
Bigfoot on the Highways
UTU News reports that a group of shippers is pushing for nationwide
approval of 57-foot (or longer) highway trailers--over opposition from
railroads, the driving public, and truckers themselves. The fight for
monster trucks is shifting to the state level. The 57 foot trailers also
are incompatible with present rail intermodal equipment.
Individuals concerned about rail competitiveness and highway safety
should let their state lawmakers know they oppose higher truck weights
or longer lengths.
Federal Research Lab Working for BART
The Sandia Technology Bulletin reports that Sandia National Labs--
better known as a nuclear weapons research facility--is doing research
for Bay Area Rapid Transit on quieting its older railcars. The article
did not mention who is funding the research. Perhaps Sandia can figure
out a way to keep the N5 cars from slipping or how to operate single car
consists on the Pennsy side.
US DOT Comes to Philadelphia by Chuck Bode
Top officials of the Department of Transportation are making a ten
stop tour of the country to hear directly from local officials.
Attending a hearing in Philadephia November 18 were Deputy Secretary
Mortimer Downey, FTA Administrator Gordon Linton, FHWA Administrator
Rodney Slater, Sally Cooper of FRA; and John Horsley, Deputy Assistant
Secretary for Governmental Affairs. The day was divided into three
parts, each with a panel of officials who testified and a period for
questions from the audience.
The three panels covered transportation issues, planning under the
ISTEA legislation, and funding projects under ISTEA. Much of the panel
testimony was favorable to public transportation. Of course, each person
presented the best side of his or her organization--sometimes much
different from the side seen by public transit advocates.
Defenders of the status quo said that the air is not as bad as
regulations claim, that more funds and more time is needed for pollution
to be abated, and that increasing use of public transportation will not
reduce air pollution. (It was claimed that as much as 90% of pollution
is generated when a car is started, so driving a short distance to a
transit station is nearly as harmful as driving the entire trip.) Rural
interests were adamantly against public transportation; they demanded
more superhighways.
John Coscia of DVRPC stated that there are not enough funds for both
mobility and clean air--mobility will have to be restricted. Anne Canby
of DelDOT explained the bureaucratic difficulties with small
transportation improvement projects and the issue of state legislators
being cut out of the process. Andrew Warren made an interesting point:
the biggest travel days are Saturday and Sunday--a four day workweek may
actually increase vehicle miles traveled.
PennDOT's Howard Yerusalim claimed that Pennsylvania could meet the
initial Clean Air Act standards without any transportation control
measures. Thus, he explains, Federal transit funding is not being used
now, but being saved for application in later years on further pollution
reductions. He again stated that transit was needed only for poor
people. Significantly, he is concerned that new highways will end at
state borders--rail and bus passengers already experience that; maybe he
should ride a train or bus some time.
Frank Mascara of Washington County, PA, said it was difficult for him
to believe Federal agencies lacked the will to expand the highway
system. He saw a strong relationship between highways and economic
development., and led a delegation to Washington to lobby for more
highway dollars. He concluded that the marriage to the auto is strong
and healthy.
Gerry Williams described Conrail's problems dealing with 90 different
planning bodies. Conrail tries to avoid public funding for the logical
reason that they do not want the strings attached. Conrail is terrified
of ISTEA because it creates more transportation options and those
options involve crossings with, or use of, Conrail track. Expanding
passenger rail service is also a complication because Conrail has
downsized so much. This problem seems solvable with enough outside
funding and over one billion dollars of liability insurance.
There were about 75 in the audience, coming from as far away as the
Carolinas. Most of the audience was from the industry: transit operator,
planning agency, government official or supplier/contractor. The
contractors' representatives could be heard complaining about the pro-
transit tone of the testimony--they were there to monitor the meeting
for highway contractors, not to seek out new markets for their clients.
Throughout the day this writer noticed one omission. While there was
much talk of public participation resulting from ISTEA and CAA, it was
ironic that at this meeting there weren't many members of the public.
More impressive would be US DOT attending the hearing for a large fare
increase--when the real public appears.
Forum on Land Use Upcoming
The Center for Greater Philadelphia's "Region at the Crossroads"
forum series will conclude with a session on land use and growth
management Jan. 14 in Morrisville and a wrap-up session called "Building
the Regional Network" Feb. 16 in Center City. For information about the
series, contact the center at 215-898-8713.
Phoebe Snow to Ride Again?
Empire State Passenger Association is proposing restoration of
passenger train service to Binghamton or Elmira, using either former
Erie (via Port Jervis) or former DL&W (via Scranton) right-of-way. New
Jersey is interested in extending service to the western reaches of the
state near Delaware Water Gap, whose New York-bound commuter population
is straining Garden State highways. Congressman Joseph McDade (R-
Scranton) wants Amtrak service to his district. Could the three
conicidental interests turn into results? McDade has obtained a
$200,000 Federal study of the Scranton service, and that service may be
supported by Pennsylvania.
Meanwhile, New York DOT's analysis of the Southern Tier service is
not optimistic; the train might lose $1.8 million per year. But if the
Lackawanna route, which serves Pennsylvania and New Jersey riders, is
chosen, the losses may be smaller and sources of support broader. The
biggest obstacle to this service is the fact that a track segment in New
Jersey called the Lackawanna Cutoff was abandoned by Conrail in 1984.
NJ-ARP and local rail supporters have gotten the state to start the
process of buying back the line, so while trains to Scranton may still
be far in the future, Phoebe Snow (longtime mascot of the DL&W) has a
smile on her face.--MDM
More Balance in Ohio Plan
Ohio ARP reports that Ohio DOT's new statewide transportation plan is
bringing needed balance to the planning process. The "Access Ohio" plan
proposes expanded service between Pittsburgh, Youngstown, and Cleveland
as well as a rail alternative in the important 3-C Corridor (Cleveland-
Columbus-Cincinnati). It also proposes over $5 billion in highway
projects, a figure OARP and others hope to whittle down by challenging
in court those projects which would increase pollution or otherwise have
harmful effects on the citizens of Ohio. OARP is generally pleased,
though, as the plan is a breakthrough in recognizing that transportation
is more than just cars and trucks.
One feature of the planning process which may have led to the more
balanced result is the open-door approach Ohio DOT took in drafting the
plan. Over 3,500 citizens testified in public hearings, providing a
needed counterweight to the lobbyists who won't rest until every square
foot of the state is paved over. The lesson is there for Pennsylvania,
New Jersey, and Delaware: try getting state officials to open up to the
public.
DVARP Holds the Line on Dues
After extended discussion, the members attending the November General
Meeting unanimously voted to not raise membership dues in 1994. It was
instead agreed to try to increase membership and to urge members able to
afford higher dues to renew at the higher rates or contribute to DVARP
projects such as "Eye on the Infrastructure."
Your early renewal will help the volunteers who process memberships
and reduce the cost of collecting dues. Please put your membership
number (top right corner of the mailing label) on your check so the
volunteers will not have to look it up.
Your efforts to recruit new DVARP members will strengthen DVARP
financially and in influence. One easy activity is to talk about DVARP
at group events (community meetings, church, etc.) We will try to get a
supply of newsletters to members who would like to distribute them at
such meetings or at locations where passengers could pick them up: just
call us. --CB
Thanks to Abington Volunteers!
Matt Mitchell and Bill Polk staffed a DVARP table at the Abington
Train Show last month, handing out new SEPTA schedules and maps, DVARP
brochures, and information about how good rail service adds to the
quality of life.
Thanks also to Marge Sullivan, Rich DiLullo, and Harry Garforth of
SEPTA for providing the schedules and maps.
Delmarva Announces 1994 Meetings
Our colleagues in Delaware will continue their regular meeting
schedule into 1994. The meeting date is the first Thursday of each
month. Most meetings will be held at the Wilmington Amtrak Stationat
6:30 pm, while every third meeting (including February) will be held in
the State Senate Chambers in Dover at 7:00. For more information,
contact DRPA President Ken Berg at 410-648-4405.
Dates of Interest
SEPTA on Site (RRD): Thursday mornings: 7:30 to 9:00 am, at Suburban
Station or Market East Station.
DVARP Commuter Rail Committee: Sat., Dec. 11, 12:00 at Chestnut Gourmet,
1121 Chestnut St., Phila.
SEPTA Public Hearing on annual update of ADA Paratransit plan: Mon.,
Dec. 13th, 10:00 am at 714 Market St, 1st floor.
FTA/FHWA Workshop on Transportation and Planning Regulations: Dec. 14-
16 at Hyatt Regency Hotel, New Brunswick, NJ.
SEPTA on Site (Suburban Transit): Wed., Dec. 15, 7:30 to 9:30 am and
3:30 to 5:30 pm at 69th St. Terminal, 7:30 to 9:30 am at Norristown
Transportation Center.
Philadelphia Trolley Coalition 101st birthday party for Philadelphia's
streetcars: Wed, Dec. 15, 6:30 pm at Spaghetti Warehouse, 1026 Spring
Garden St. Cost $15.00. Reservations required: call Joel Spivak 215-755-
7717.
DVARP South Jersey Committee: Sat., Dec. 18, 10:00 to 11:30 at 104
Edison Ave., Collingswood, NJ.
DVARP General Meeting: Sat., Dec. 18, 1:00 to 4:00 at 10 South Ave.,
Jenkintown-Wyncote.
SEPTA Citizen Advisory Committee: Tues., Dec. 21, 5:45 pm at SEPTA
Board Room, 714 Market St.
Deadline for January newsletter material: Wed., Dec. 29, to Matthew
Mitchell or in DVARP mailbox.
Delmarva Rail Passenger Association: Thu., Jan. 6., 6:30 pm, in
Stationmaster's Office, Amtrak Wilmington Station. Call Doug Andrews,
302-995-6419, for more information.
DVARP Commuter Rail Committee: Sat., Jan. 8, 12:00 at Chestnut Gourmet,
1121 Chestnut St., Phila.
Transportation Research Board Annual Meeting: Jan. 9-13, Washington, DC.
for information contact Angela Arrington, 202-334-2934.
IEEE Vehicular Technology Society: Wed. Jan. 12, luncheon meeting at
Philadelphia Electric Co., 2300 Market St., Philadelphia. Topic:
"Static Frequency Converters for Richmond."
FTA/FHWA Workshop on Transportation & Planning Regulations: Jan. 13-14
at Sheraton Hotel, Washington
Center for Greater Philadelphia "Region at the Crossroads" Forum on Land
Use and Growth Management: Thurs. Jan. 13, 8:00 to 10:00 am at
Pennsbury Manor, 400 Pennsbury Memorial Rd., Morrisville, PA.
Information: Ted Hershberg, 215-898-8713.
DVARP General Meeting: Sat., Jan. 15, 1:15 to 4:15 at Mary Campbell
Library, Post Road, Marcus Hook.
Philadelphia Trolley Coalition: Sun Jan. 23, 2:00 pm at the Blue Bell,
Woodland and Island Avenue. Bring your own brown bag lunch, beverage and
dessert provided. Meeting includes tour of Elmwood depot.
Listings based on information provided to DVARP. Contact sponsor to
confirm time & place.
Call 215-222-3373, message box 3, to add your event to this calendar.
DVARP Membership/Renewal Coupon
Yes, I want to support improved passenger train service in our region!
Here are my DVARP membership dues for 1994! 12/93
Name Membership Number
Address
City, State, Zip
Please choose a membership category below, enclose check and mail to:
DVARP, PO Box 7505, Philadelphia, PA 19101
( ) Regular: $15.00 ( ) Family: $20.00 ( ) Supporting: $25.00
( ) Sustaining: $50.00 ( ) Patron: $75.00 ( ) Benefactor: $100.00
New members joining DVARP between October 1 and December 31 will be
enrolled for 1994.
Up and Down the Corridor
News of other Northeastern commuter rail and rail transit services
MARC Considers Gallery Cars
A bi-level commuter car was placed on late-summer public display at
Washington Union Station so that MARC could get its customers' opinions
about it. The car is the latest iteration of the 'gallery car' design
used in Chicago and San Francisco. The car entrance is in the center;
the entrance level has 2+2 seating while there are single seats and
aisles on both sides of the upper level. The lower-level aisle extends
up into the upper level to allow conductors to see and collect tickets
from upper-level passengers--hence the 'gallery' name. These cars offer
over 140 seats, compared to the 110-120 seats (in crowded 3+2 layout) in
single-level commuter cars.
MARC to Boost Camden Line
Commuters using the former B&O line between Baltimore and Washington
will benefitt from increased service when schedules change next month.
Kudos to MNCR
Metro-North won an APTA Achievement Award for increasing its
ridership in the face of the recession which hit New York especially
hard. Improvements in customer service, effective marketing, and
maintaining good train performance contributed to the positive results.
Ski Train for Maine?
Sunday River Ski Resort in Bethel, Maine plans to start ski train
service from Portland as soon as December 26. St. Lawrence and Atlantic
is to run the train, using equipment from the defunct Hoosierland Dinner
Train.. When Amtrak service to Portland is introduced next year, a
direct connection is proposed.
About This Month's DVRP
Because the flood of holiday mail causes delays to third-class mail,
this month's newsletter is being mailed first-class. The one-time
change limits this issue to only 16 pages; several stories have been
held over to January '94. The mails may not be back up to speed in
January; we hope your next DVRP arrives on time, and apologize in
advance if it doesn't--MDM
DVARP Phone & Voice-mail Directory
DVARP main number (voice mail line) 215-222-3373
1 Chuck Bode, President 215-222-3373
5 Tom Borawski, VP-Transportation 215-552-4198
6 Robert H. Machler, VP-Administration 215-222-3373
6 Sharon Shneyer, VP-Public Relations 215-386-2644
3 Matthew Mitchell, Newsletter Editor 215-885-7448
4 Betsey Clark, Volunteer Coordinator 215-222-3373
8 Treasurer 215-222-3373
2 John Pawson, Commuter RR Comm. 215-659-7736
(6 to 9 pm please)
3 Transit Committee 215-222-3373
7 Don Nigro, South Jersey Committee 609-869-0020
1 Dan Radack, Bicycle Coordinator 215-232-6303
Media Hotline (digital beeper) 215-552-4198
Computer e-mail (internet) 73243.1224@compuserve.com
Upcoming DVARP Meetings:
Saturday, December 18, 1:00 to 4:00
10 South Av., Jenkintown-Wyncote
cross to inbound platform, walk north (past Stazi Milano) through
parking lot, and over foot bridge in park, turn left at first street to
#10 on right.
Saturday, January 15, 1994, 1:15 to 4:15
Mary Campbell Library, Marcus Hook
Saturday, February 19, 1994, 1:00 to 4:00
Temple University Center City
Agenda for the January meeting:
1:00 Introductions, agenda, minutes
1:05 Issues requiring immediate action
2:00 Other issues
Commuter Rail Committee:
Harrisburg Line
South Jersey Committee:
West Trenton service
Administration:
Incorporation
Goals for 1994
General:
DVRPC Transport. Improvement Plan
DVARP brochure
Outreach and membership building
Committee Meetings:
South Jersey Committee: Sat., Dec. 18, 10:00 at 104 Edison Ave.,
Collingswood, NJ
Commuter Rail Committee: Sat., Jan. 8, 12:00 at Chestnut Gourmet, 1121
Chestnut St.
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