informis
/
textfiles
1
0
Fork 0
Code Issues Pull Requests Packages Projects Releases Wiki Activity
textfiles/magazines/DELAWARERAIL/dvrp9310.txt

2234 lines
62 KiB
Plaintext
Raw Normal View History

Initial commit
2021-04-15 11:31:59 -07:00
From: AS8250::WINS%"<LISTSERV@CUNYVM.CUNY.EDU>" 5-JAN-1994 17:49:08.22
To: MMITCHELL
CC:
Subj: File: "DVARP 9310"
Return-Path: <@CUNYVM.CUNY.EDU:LISTSERV@CUNYVM.CUNY.EDU>
Received: from CUNYVM.CUNY.EDU by asrr.arsusda.gov with SMTP ;
Wed, 5 Jan 94 16:48:23 EDT
Received: from CUNYVM.CUNY.EDU by CUNYVM.CUNY.EDU (IBM VM SMTP V2R2)
with BSMTP id 0661; Wed, 05 Jan 94 17:44:38 EST
Received: from CUNYVM.CUNY.EDU (NJE origin LISTSERV@CUNYVM) by CUNYVM.CUNY.EDU
(LMail V1.1d/1.7f) with BSMTP id 4912; Wed, 5 Jan 1994 17:39:36 -0500
Date: Wed, 5 Jan 1994 17:39:34 -0500
From: BITNET list server at CUNYVM (1.7f) <LISTSERV@CUNYVM.CUNY.EDU>
Subject: File: "DVARP 9310"
To: Matthew Mitchell <mmitchell@ASRR.ARSUSDA.GOV>
The Delaware Valley Rail Passenger
Electronic Edition
October 1993
Vol. XI, No. 10
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
The Electronic Edition is posted as a service to the net community by DVARP.
Your comments are welcome; send them to the address below. We hope you'll
consider joining DVARP by filling out the coupon below.
For on-line reading convenience, major articles are prefaced by **;
other articles are prefaced by *.
**DVARP Membership Coupon
Yes, I want to support improved passenger train service in our region!
Here are my DVARP membership dues for 1993!
Name
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 at no extra cost.
Inside The Delaware Valley Rail Passenger...
1 Hellertown, Stony Creek branch added to Newtown line privatization
proposal.
2 From the Editor's Seat: SEPTA and Politics
3 On the Railroad Lines: Gremlins in SEPTA schedules, Storms batter
system, Surfacing project disrupts Reading trunk, Paoli trains much
slower.
5 SEPTA leverages big media attention on "Try Transit Day."
6 SEPTA ridership and financial data: end of the decline?
8 Computerized inventory of rail lines, possible trails in
Pennsylvania.
9-10 Bob Clearfield on slow Airport service, John Hay rides the last
RailWorks(R) diesel.
11 South Jersey Update: Transit not an issue in governor's race.
12 Crossing safety: a Conrail engineer's frightening point of view.
13 47 die in Amtrak derailment: must common sense also be a casualty?
14 DVARP offers great volunteer opportunities, Dates of Interest
15 Up and Down the Corridor, DVARP Directory.
DVARP President: Chuck Bode Newsletter Editor: Matthew Mitchell
for other officers and committee chairs, see page 15 Production
Manager: Tom Borawski
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
**Schedule Change Alert: New timetables for Amtrak and many commuter lines
will take effect when daylight time ends on Sunday, October 31.
Numerous minor schedule revisions are in effect on SEPTA Regional Rail
lines: see page 3
**Hellertown, Stony Creek Added to Newtown Privatization Plan by
Matthew Mitchell
The SEPTA Board gave SEPTA management permission to proceed in negotiations
with Rodney Fisk's Newtown Interurban Coalition for private operation of
passenger rail service on lines to Newtown and Quakertown. At the Board
meeting last month, it was revealed that Fisk has reconfigured his plan,
withdrawing from Center City and extending his proposed service to
Hellertown and Norristown.
*Gambaccini, Houstoun Pessimistic on Deal's Financing
But there is a good chance that this proposal may never become reality.
SEPTA GM Lou Gambaccini and Treasurer Feather Houstoun both expressed
doubts to the Board over Fisk's ability to run the trains on a break-even
basis. SEPTA's chief objective in arranging the deal is to insulate itself
from any financial risk in the transaction.
To finance the cost of trains and track repairs, Fisk is counting on a
pass-through of added subsidies SEPTA would receive from the Federal
Transit Agency. Because the money is allotted on a per route-mile basis,
Fisk's operation must cover more than just Fox Chase to Newtown in order to
leverage sufficient money. Newtown Interurban Coalition will issue 30
million dollars worth of 'tax-exempt certificates of participation' to
finance capital costs. The bonds would be guaranteed by Bucks County, and
paid back out of dedicated state grants. The amount of the payments would
be pegged to the incremental Federal subsidy, now estimated at $300
thousand per year. If the financing scheme and Fisk's operating plan can
get put together, service on the new lines could start as soon as next
fall.
Center City Cut Out
Fisk's original plan for Newtown service was to reach Center City via the
Conrail trackage which was used this summer for RailWorks detour trains.
That plan has been dropped for reasons which have not been disclosed.
However, Conrail has been cool to Fisk's proposed ventures in the past and
is known not to care for passenger trains interfering with its freight
operations. Most of the substitute trackage, including all of the Stony
Creek Branch, is owned by SEPTA, even though its use is freight-only.
The extension of Fisk's originally-proposed Quakertown to Hellertown
service adds nine miles to the route and brings it into Northampton County.
Neither the county nor LANTA has not been reported as a participant in the
project. Hellertown is about two miles south of Bethlehem, and may become
a park-and-ride site. Pre-SEPTA trains covered the 29 miles from
Hellertown to Lansdale in about 55 minutes, making intermediate stops at
Centre Valley, Quakertown, Perkasie, Sellersville, Telford, Souderton, and
Hatfield. With reconstruction of highway 309 upcoming, the railroad can
provide vital relief.
The 10-mile Stony Creek branch has not seen regular passenger service in
over 50 years, but several large companies are now located along the line
and may generate ridership, both direct riders from Lansdale and north and
reverse commuters changing trains at Norristown.
Fisk originally proposed to use his railcars for weekend excursions from
Philadelphia to the outlets in Reading. The fate of that service in the
new plan is not known.
MontCo Opposition
Despite the benefits which Montgomery County residents would gain from the
expanded train service, County representatives Stewart Cades and Floriana
Bloss voted against the negotiating go-ahead. Board members Earl Baker
and David Woods also voted no. It is widely speculated that MontCo's
opposition is to protect wealthy landowners along the Newtown right-of-way
from any possible inconvenience caused by trains in their backyards again.
In Board debate, Cades found his arguments quickly shot down. When he
tried to couch his opposition in environmental terms, Karen Martynick of
Chester County replied: "There is no greater conservation measure any of us
can do than to vote for increased mass transit." Shortly after Cades
expressed the County's opposition, Hatfield Borough Manager Mark Kurflin
spoke in favor of the service. Andrew Warren pointedly asked Kurflin where
his Borough is: Montgomery County.
Cades is also concerned about the new service attracting riders who now use
SEPTA's R2 and R3 lines, but that in fact may bring some benefits to
Montgomery County in the form of fewer people driving to MontCo stations:
adding to traffic and taking up limited parking capacity.
Board Demands Conditions
The vote to authorize negotiations came after Houstoun spelled out certain
conditions NIC must satisfy before a contract is finalized. While making
sure SEPTA will not incur any added costs is the foremost concern, the new
venture must also obtain insurance indemnifying SEPTA from any claims
resulting from the new service, show proof of any necessary trackage rights
over other railroads and secure approval by the Federal Railroad
Administration. Should negotiations be successful and Fisk's financial
plan be approved, the Board will take a final vote on awarding the
contract.
**From the Editor's Seat: Politics and SEPTA
At the pressure-packed SEPTA Board meeting where awarding of a contract for
badly-needed new cars for the Market-Frankford El was delayed yet again,
attendees were treated to a 'revival meeting' conducted by Rep. Anthony
Williams. (D-Phila.) Williams packed the audience with his supporters and
delivered an impassioned oration invoking that crowd as the reason new cars
were needed right away. "Amen!"
But there was one little thing which went wrong-Williams voted against
awarding the contract! After the meeting, Williams was buttonholed by
fellow Board member Andy Warren, Chairman (R) of the Bucks County
Commissioners. Listening to Warren's words, one can see veins rising on
his neck.
With embarrassments like the El car procurement and the fight over
lucrative bond counsel fees fresh in our memory, you might think that the
farther we keep politicians away from SEPTA the better. Well, like most
conventional wisdom, that idea's only half right. The Board seems to swing
from excesses of interference with SEPTA's everyday operation to a complete
'hands off' attitude which lets management ignore the needs and concerns of
the riding public.
The SEPTA Board should do two things: 1) set policy for management to
implement, and 2) monitor the performance of management to ensure the
public interest is served.
And the politicians who control SEPTA through the Board and through the
power of the purse also have a twofold role: 1) to communicate the needs
and wishes of their constituents through the Board, and 2) to support
public transit both with dollars and with responsible decisions made at
their level of government.
Andy Warren makes a good model for both the Board and the politicians. On
the Board, Warren isn't afraid to criticize management or strike back at
SEPTA's critics. He refuses to accept hypocrisy lying down.
Back home in Bucks County, Warren demonstrated his commitment to improving
transit from the beginning, when sickened by the Gould-Stead affair, he
appointed himself to the Board to straighten it out. Since then he has
been a vocal advocate for restoring long-suspended rail service, and has
his county back the 211 bus with cash.
His door was open to DVARP; as a result he gained an ally in his fight for
restoration of Newtown train service instead of making an enemy, and we
paid attention to his concerns as much as he did to ours. If every
politician could take public suggestions and ideas as constructively as
Warren does, we citizens all would be a lot better off.
*SEPTA Uses New Slogan: "Better Than Driving"
We're getting there! -MDM
**On the Railroad Lines...
*Schedule Snafu
The September timetable change may have set a record for most typographical
errors and after-publication changes. Flyers notifying passengers of the
errors papered stations. Passengers should check those signs carefully and
mark changes on their timetables. Many of those changes are also listed
below, denoted by a @ symbol.
Incorrect zones were listed for some stations, while other stations were
completely left off. Downtown terminal points of a few trains were changed
as well.
*Weekend Stops Restored
According to a flyer handed out last month, SEPTA intended to abandon
weekend service at at least 5 lightly-used stations. However, to do so
would have violated the law. They are being retained as flag stops, a
reasonable compromise which will keep the trains available to local
residents while speeding service for everyone else.
*Ticket Machines Back?
SEPTA crews have been spotted resupplying and testing the ticket vending
machines which have been out of service nearly two years. Once all the
machines are ready, they will be switched back on at the same time.
*Storm Belts Wires
A strong storm on the 27th brought reports of tornados in Delaware County
and the north suburbs. It knocked out service on the Reading commuter
rail trunk, the R3 Elwyn, and the Media-Sharon Hill trolleys.
*R1: Surfacing Project
SEPTA crews adding ballast and levelling the tracks between Fern Rock and
Glenside have caused a two-hour gap in service to Melrose Park and Elkins
Park and a reduction in evening train frequency at Jenkintown and Glenside.
R1 trains are turning back at Roberts Yard after 9:30 to avoid congesting
the single track in service.
DVARP's request for SEPTA to have R3 and R5 trains protect the Melrose Park
and Elkins Park stops was turned down. All riders to Fern Rock and points
north should expect minor delays; the service disruption is slated to end
in late November.
@Jenkintown riders are enjoying an added morning express train, leaving at
8:05 and arriving Market East at 8:26.
*R2 Evening Shuttle Train
The surfacing project mentioned above has caused an awkward and slow
shuttle-train operation for some night-time Warminster riders. With two
single-track segments and a transfer, the situation is a nightmare for
planners and passengers alike.
Riders on the 9:38 from Warminster must wait over 30 minutes for the
connecting R3 train to Center City; those leaving Suburban Station at 10:19
wait 16 minutes.
*R3 Construction Update
Trains will run on the Elwyn line on Thanksgiving weekend, November 25-28.
The big reconstruction project will be temporarily suspended for the
holiday. SEPTA was criticized last year for a catenary project which
closed the line down on Black Friday. SEPTA also delayed this year's work
to avoid interference with the Labor Day holiday.
Bus Stop Moved
@The 30th Street Station shuttle bus stop has been moved closer to the
station. Catch the bus on the 30th Street side of the station, under the
commuter train tracks at the door below stairway B.
Early-Peak Train Cut
The replacement of the former 3:37 and 4:05 pm departures from Suburban
Station with a 3:55 train has inconvenienced passengers who end work at
4:00. We had incorrectly reported that peak-hour R3 service was unchanged
last month.
@Elwyn express #7365 now serves Market East, departing there at 5:15 pm.
Minor delays were reported on the West Trenton line during the evening rush
of September 13 and 15. The former was reported to be due to downed wires;
the latter due to Conrail problems.
*R5 Track Shift-Slower Trains
As SEPTA proceeds with construction of the new Overbrook Shop, tracks
between Zoo and Overbrook have been reconfigured. R5 trains no longer use
the flyover near 52nd St. they run on track 2 which had been used only by
Amtrak trains.
Almost all outbound trains on the Paoli line are four minutes slower
between 30th St. and Paoli; this may be linked to the track shift and shop
construction.
Downingtown Service Added
Off-peak and evening service to Downingtown which was slashed last fall has
been restored in the September timetable. Other changes besides the
outbound slowdown, were minimal.
@Bryn Mawr local #7001 was incorrectly listed in the timetable: it does not
stop at Temple or Market East
@Doylestown express #6595 now stops at Jenkintown at 8:05 am.
"Electrical problems" caused the annulment of several Paoli line trains the
afternoon of September 14.
Let's Do Doylestown!
SEPTA and the Bucks Co. Tourist Commission have teamed up to offer a
"Destination Doylestown" train ticket/museum pass combination to vistors.
While other commuter lines frequently offer such packages, this is a first
for SEPTA.
*R6 Cynwyd Line Bridge Worry
As R5 trains have been relocated to a ground-level track (see above), R6
trains are now the only ones using the flyover and switch known as
'Valley.' The limited use of the structure will tempt Amtrak to defer
maintenance on it, which could imperil the future of Cynwyd service.
Conshohocken One: Can SEPTA raise the sign at Conshohocken Station so it
is visible from the highway as one exits I-76 or I-476? At present the
sign is below eye level.
Conshohocken Two: A new office tower will be built in Conshohocken and
will house the American Society for Testing and Materials (ASTM). Commuter
rail was a key requirement for ASTM in choosing a site, the Philadelphia
Business Journal reports.
@Weekend trains will stop at Shawmont, which is not shown on the timetable.
Dangerous holes in the concrete platform at Allegheny Station have been
repaired.
Conrail asks for Stony Creek Extension
The Inquirer reports that Conrail asked for an extension of the deadline
for installation of crossing gates on the Stony Creek line to December
31st. The one accident which has occurred thus far was at a crossing with
working warning lights (but no gate) at Hancock Street in Lansdale.
*R7 Parking Upgrade
SEPTA has closed the outbound parking lot at Cornwells Heights for repaving
and remarking, but capacity is being maintained because the temporary SEPTA
lot used for RailWorks is still open.
NYC Ticket Machine? Not Yet
The NJ Transit ticket vending machine selling Northeast Corridor tickets to
R7 riders at 30th Street Station has been in place for two months, but
still says that the convenience it adds is "coming soon."
@R7 weekend stops at Fishers and Wissinoming have been retained.
*R8 North Philly Connection?
Passengers are complaining about SEPTA's decision to have about half its
peak hour Chestnut Hill West trains skip North Philadelphia station. New
York-bound commuters save a lot of time by transferring at North
Philadelphia instead of 30th Street.
Restoring the stops on a discharge-only basis would meet the passengers'
needs while still allowing SEPTA to move its trains right onto the Corridor
and avoid Amtrak-caused delays.
A shutdown of the Chestnut Hill West line due to a fire in the vicinity of
Queen Lane was reported on September 10th. The effects of the fire were
felt on the line for the remainder of the evening.
The Fox Chase line was down the morning of Sept. 12th due to a accident at
Newtown Ave., reported to be a pedestrian being hit. No shuttle buses were
provided, passengers were told to use the Route 24 bus.
@Weekend trains will stop at Westmoreland and North Philadelphia, contrary
to printed timetable information.
*Accident Clarification
SEPTA reports its Systems Safety Department has not completed its
investigation of an incident on the Paoli line (see August DVRP) which
killed an engineer. Spokesman Richard DiLullo added that nothing in the
investigation so far indicates that a passing Amtrak train forced the SEPTA
doors open.
*RailWorks P.R. vs. SEPTA P.R.
The Railworks public relations contract totals $3.3 million over three
years-mostly paid for by the Federal capital grants. SEPTA's own Public
Relations Department budget is only $0.209 million for this year and is
funded by SEPTA's Operating Budget.
*100 New Schedule Delayed
New Norristown High-Speed Line schedules continue to be on hold pending
completion of N5 car testing.
*Suburban Notes: New schedules will take effect October 31 on many SEPTA
suburban bus and trolley routes.
SEPTA has added a new information kiosk at Montgomery Mall in
Montgomeryville, which is served by the 94 and 96 bus routes.
*CTD NY Senator Raises Stakes
Philadelphia Business Journal reports that New York State Senator John R.
Kuhl Jr. warned western Pennsylvania legislators that he had sponsored a
bill that would exclude all Pennsylvania businesses from New York State
contracts "if SEPTA doesn't give ABB the [Market-Frankford] contract."
*13th Street: Warning Continues
DVARP's Transit Committee continues to recommend that Market-Frankford and
Subway-Surface passengers keep away from the eastbound (to Frankford) side
of 13th Street Station at all times. The encampment of homeless people in
the concourse outside the station has grown, and is a health and safety
risk to both passengers and SEPTA employees.
*211 Trouble Continues
Reliability problems on the 211 bus from Warminster to Ivyland have gotten
worse, despite complaints by DVARP and individual riders. Trips have often
been missed and one driver has been observed sleeping in his bus.
*CTD SEPTA Moves on 'Transit First'
The long-awaited 'transit-first' demonstration on Route 48 is finally
underway, with added bus frequency and other improvements.
SEPTA Route 22 will no longer run as an express during off-peak hours,
adding to travel time on the Olney-Willow Grove-Warminster route.
*City Transit Notes: Revised timetables are in effect on routes L and 61.
Make sure your schedule is marked with a *.
*Trolley Vandalism Threat
The PCC cars stored at Midvale have been vandalized and ought to be moved
to a more secure location before more costly damage is done.
**SEPTA, KYW Lead Try Transit Day
For the first time in years, (see June 92 DVRP) SEPTA took part in the
nationwide Try Transit Day promotion. The participation of the region's
biggest transit operator made the day into a major event, leveraging
support and publicity worth thousands of dollars if SEPTA had to pay for it
itself.
KYW radio was the hero of the day, devoting countless minutes of coverage
to transit topics and taking the bold step of suspending its usual traffic
reports in favor of "transit reports." The all-news radio station (which
gets a huge audience of auto drivers) also prepared a week-long series of
Regional Affairs Council reports highlighting the problems our
overdependence on cars causes and showing how some companies are solving
them by finding alternative ways to get people to the workplace.
SEPTA offered discount fares, $1.00 on the transit divisions and $2.00 on
the RRD. For the convenience of people trying the system for the first
time, and to avoid antagonizing them, the normal penalty on fares paid on
the train was waived.
PATCO (as usual) did SEPTA one better; all rides were free! NJ Transit
offered $1.00 rides between Lindenwold and Philadelphia.
SEPTA reported mixed results, citing a 10,000 passenger (2%) increase
overall, but not the swarm of new riders which other cities have seen on
"Try Transit Day." An increase of 4.6 percent was reported for the RRD,
where SEPTA has lost the most to the private auto. PATCO parking lots were
close to capacity. All three systems observed that mid-day ridership
increased more than at rush hour: car commuters' habits are quite firmly
entrenched.
As for the long-term results, readers may recall DVARP's "Operation
Conshohocken" promotion. We never reported on the results because it would
cost as much to determine the effectiveness of the program as the program
cost itself.
Riders got a good impression of the transit systems, thanks to a day of
reliable service. SEPTA claimed a morning RRD on-time performance of 98.8
percent. KYW's "transit reports" were-well boring. Listeners were treated
to the sounds of a snafu-free transit day.
Permanent Gain in Visibility
While the transit-only report idea had to yield to a head-on collision
snarling the Ben Franklin Bridge, KYW's bold step raised consciousness
right there at the station. KYW is has now permanently converted its
traffic center to a "traffic and transit center" so listeners will
routinely hear the words, "SEPTA, PATCO, and New Jersey Transit are running
on or close to schedule." Knowing that the majority of Center City
commuters arrive by rail, DVARP had sought for years to have transit get
equal time.
Try Transit Day was a success because SEPTA leveraged the support of
outsiders like KYW. Signs are that that strategy is gaining support among
SEPTA managers. This trend has to continue, not only in marketing the
service, but in every other aspect of SEPTA's function. Radio and TV
exposure is good, but the real persuasive force which must be unleashed to
get more people onto SEPTA is made up of advocates like DVARP and the
riders who can tell their neighbors and co-workers that they should be
riding too. But to get those people to do SEPTA's work, they must see
their stake in SEPTA and see consistent improvement in the quality of
service.-MDM, TB
*News compiled by Matthew Mitchell and correspondents: Chuck Bode, Tom
Borawski, Doug Bowen, Bob Clearfield, Lucia Esther, John Hay, Bob Machler,
Don Nigro, John Pawson,Steve Spitzmiller.
Special thanks to Tom Collins, Rich DiLullo, John McGee,and Harry Garforth
of SEPTA
Additional news from BITNET, KYW, Newark Star-Ledger, New York Times,
Philadelphia Business Journal, Philadelphia Inquirer, USENET.
**SEPTA Ridership Report
In its final Revenue and Passenger Analysis for the fiscal year, SEPTA
reported a stemming of its ridership losses. Annualized CTD ridership was
virtually level over the course of the year but down 1.2% over fiscal 1992.
Suburban Transit ridership actually was up for the year, by 1.0%.
SEPTA's fare revenue totals on all divisions were influenced by passengers'
shift from passes to single-trip tokens and tickets. On the transit
divisions, this has the effect of lowering the average fare and total
revenue, while on the railroad, it increases fare revenue.
SEPTA Ridership FY 93 FY 92 change
Subway-Elevated 53.8M 54.7M -1.7%
Surface (Bus) 120.4M 122.2M -1.5%
Light Rail 3.6M 3.2M +14.0%
City Transit Total 177.8M 180.1M -1.2%
Red Arrow 13.0M 12.9M +0.5%
Frontier 2.2M 2.1M +3.8%
Suburban Transit Total 15.2M 15.1M +1.0%
Regional Rail Total 19.2M 21.1M -9.2%
GRAND TOTAL 212.2M 216.3M -1.9%
On the commuter rail lines, the RailWorks(R) megaproject caused an overall
ridership loss of 9.2% and sharper declines on the affected lines, but the
bad trend did flatten out late in the year.
RRD Ridership FY 93 FY 92 change
R1 Airport 636,892 691,945 -8.0%
R2 Wilmington 1,714,150 1,867,868 -8.2%
R3 Elwyn 2,125,859 2,224,652 -4.4%
R5 Paoli 5,532,916 5,761,236 -4.0%
R6 Cynwyd 76,611 105,029 -27.1%
R7 Trenton 2,581,813 2,541,876 +1.6%
R8 Chestnut Hill 1,580,570 1,282,075 +23.3%
PRR-Side Total 14,248,811 14,474,681 -1.6%
R2 Warminster 1,033,846 1,283,008 -19.4%
R3 West Trenton 1,358,472 1,730,656 -21.5%
R5 Doylestown 2,211,791 2,620,635 -15.6%
R6 Norristown 427,407 774,798 -44.8%
R7 Chestnut Hill 602,621 1,081,829 -44.3%
R8 Fox Chase 442,155 835,123 -47.1%
Reading-Side Total 6,076,292 8,326,049 -27.0%
RRD TOTAL 20,325,103 22,800,650 -10.9%
Next to its nearby peers, SEPTA does not look good. Only Maryland MTA
(Baltimore city and suburban transit) showed worse ridership performance in
the last two years. NJ Transit and Metro-North were the best performers,
gaining 1.5% this year.
SEPTA's projections for 1994 cite the crucial need to win back passengers
from other modes of travel. Economic conditions are not favorable for job
growth in central Philadelphia, so the market will not expand.
**SEPTA Financial Report:
Federal Subsidies Increase
According to official financial reports released at the SEPTA Board
meeting, the multi-million dollar revenue loss caused by RailWorks is being
made up with increased Federal operating subsidies allocated to the
Railroad Division. As seen in the graph, the 1993 grants are more than
double previous years' levels. That strong support will have to continue
in the coming years.
The financial tables below cover the first 11 months of the fiscal year and
are the latest available. SEPTA is not releasing full-year data until it
is complete and verified.
-----Total all divisions: Amounts in thousands-----
Operating Revenues FY '92 FY '93
Full Fares 227,391 219,892
School Fares 12,955 13,169
Senior Citizen 53,523 52,736
Interest Income 3,235 3,367
Other Income 6,043 5,987
TOTAL REVENUE 303,147 295,151
Operating Expenses FY '92 FY '93
Labor/Fringe Costs 397,021 395,339
Material/Services 92,058 90,441
Injuries/Damages 46,109 36,916
Propulsion Power 25,704 23,396
Fixed Rent 10,602 10,502
Fuel 8,908 8,788
Depreciation 4,155 3,925
TOTAL EXPENSES 584,557 569,307
DEFICIT BEFORE SUBSIDIES 281,410 274,156
Operating Subsidies FY '92 FY '93
Federal** 24,711 39,253
State 154,303 150,708
Local 51,435 51,037
Asset Maintenance 38,213 26,391
Other 249 206
TOTAL SUBSIDIES 268,911 267,595
DEFICIT AFTER SUBSIDIES 12,499* 6,561
*FY '92 figures do not show the effect of a
$7.8 million June '92 state subsidy payment
** Increase amounts to +58.8%
*Consent Controversy
The intercounty dispute over the Newtown line spilled over into procedural
matters, as Board members questioned the Board's use of a 'consent
calendar' parliamentary technique which lumps an entire meeting's agenda
items into a single vote after contentious issues are worked out away from
the public spotlight.
SEPTA General Counsel James Kilcur was asked to rule on the propriety of
votes to vote on specific agenda items separately. [If that last sentence
confused you, you weren't alone!] No clear resolution of that question was
to be had.
While separate, on-the-record votes on routine contracts and change orders
can be tedious for the Board and for members of the public, the consent
calendar alternative does not appear to be an improvement and ought to be
discarded.-MDM
**Rails to Trails Inventory Nears Completion
The Pennsylvania Department of Environmental Affairs (DER) and its
consultant, Wilbur Smith Associates, held seven public meetings across the
state last month, to present their work to date on inventorying the state's
active and abandoned rail lines. The September 20 meeting in Philadelphia
lasted five hours, in which the formal public presentation was given three
times to accommodate people's differing schedules-a thoughtful idea. About
ten persons attended each presentation, mostly representing bicyclists but
including at least two planners and four DVARP members.
The inventory is required by recent legislation, which as usual did not
provide funding to cover the cost. DER and the Bureau of Parks worked to
put together a coalition of interests and agencies to share the cost and
presumably share the results. That coalition included DER, PennDOT, the US
Environmental Protection Agency, Industrial Heritage Project, Pa.
Department of Community Affairs, and the National Park Service. The
project showed foresight by including active rail lines too. If any of
them are abandoned, adding them to the list of trail candidates will be
simple.
The data was assembled with a computerized geographic information system
(GIS) which includes both tables of data and computer-generated maps. The
GIS allows information to be kept current more quickly and cheaply than in
a paper map-based system. More significantly, many types of analysis can
be performed with the GIS. The data can be cross-referenced to census data
or transferred to other computer systems for other uses. This is where the
project becomes interesting to passenger train advocates. The consultant
demonstrated how one could select a rail line and in only seconds determine
the population living within five miles of the line. DVARP volunteers have
had to spend hours on that task in the past.
The consultants are expected to spend another two months refining the data
before turning it and the computer system over to the Bureau of Parks. The
consultants used a multitude of maps and documents as sources, but still
admit to a few gaps in the data. At the meetings, people with detailed
knowledge of specific areas identified other corrections. The Bureau is
committed to update the abandoned segment list from ICC records, and census
data can be easily updated. An agency and funding still need to be found
to keep the other info up to date. Despite these minor faults, the system
is a major accomplishment in railroad information. George Burns of the
Bureau of Parks, and Don Matzzie, William Metzger, and Naveen Lamba of
Wilbur Smith Associates deserve credit for a job well-done.
The Bureau of Parks offered to make printed information available to groups
working on specific projects, and to make the entire database available to
agencies and groups with the necessary resources (a large-capacity PC and
the commercial software). This inventory will be useful to trail projects,
rail projects, and many other projects that use geographic data in the
planning process.-CB
**Revival for CAC
The Citizen Advisory Committee, official ombudsmen for SEPTA passengers,
spoke at its meeting last month of plans to increase its activity in 1993-
94. Though CAC is established by the state law which created SEPTA and has
the responsibility to report to the General Manager on budgets, fares and
service, it had been disappointingly silent in recent years.
Pat O'Brien has been elected to chair the Committee, which is made up of
riders from all five SEPTA counties. The entire executive and subcommittee
structure of the CAC is being revised, as will be its by-laws.
At last month's meeting, the Committee reiterated its stand that
accomodating homeless people in subway entrances and concourses is not
acceptable; providing a safe, non-threatening environment for the general
public must take priority. The statement added that transit facilities are
not the proper place for people to live. The statement is to be
communicated to the Rendell Admnnistration and to City Council.
Most CAC members are appointed by the elected leaders of their home
counties, five are appointed by the General Manager. Vacancies on the
Committee ocurr often; DVARP will report on them here next month and tell
you how to apply for a CAC seat.
*Coming next month:
Complete Trolleyfest Coverage
in The Delaware Valley Rail Passenger
**Airport - Express(?) by Bob Clearfield
When I needed to fly to Atlanta a couple of weeks ago, it seemed like the
perfect opportunity to ride SEPTA to the airport. Just think, a two seat
trip to Atlanta. It had possibilities!
I was expecting a high speed ride from Elkins Park to Terminal B, but the
schedule brought me back to earth. Driving to the airport takes between 35
and 40 minutes. SEPTA can get me there in only 50 minutes. What the heck!
Support public transit! I took the train anyway.
The trip into center city was uneventful, and I had a birds-eye-view as I
stood behind the cab looking through the front windows. All of the new
trackwork, bridges and catenary suggested to me that this train should be
able to operate at speeds greater than 45 mph. Unfortunately, 45 was the
highest speed we saw, except for the short run from 60th Street to 90th
Street where we reached the enviable speed of 60 mph! When we reached the
airport approach bridge, we slowed to a crawl once again. Finally, we
reached Terminal B, on time!
The next day, I flew back to Philly International and headed back home the
same way I came. This train was much more crowded, since the conductor
elected to close off the lead car. I guess there were too many stations
between the airport and 30th Street for one conductor to handle. NOT!
Some people might say I'm making my point the hard way. Maybe, but let's
look at the facts. The airport run from 30th Street is virtually a
dedicated right of way just for airport trains. The line is less than 10
years old. The equipment can run much faster than 45 mph. Except for
reducing trainset requirements, (or on-time statistics) what is the purpose
of maintaining such a slow schedule?
*Dancing in the Station
The Philadelphia Dance Alliance, a coalition of perfoming groups, put on
its second free festival of dance in SEPTA stations last week. The slogan
"Watch Out!" reflected the Alliance's effort to suprise people by bringing
its art to unexpected places.
While most commuters continued passively to work, a few of them found
themselves unwitting participants in the performances, making their peers
see the artistic potential of their everyday movements.
The festival is a savvy marketing tool; rail commuters are used to coming
to Center City and may be convinced to stay in town to attend arts
performances. The Pennsylvania Ballet has been especially active in
targetting rail passengers, building an entire performance program on a
train theme earlier this year.-MDM
**On the Last Detour Train by John Hay
It's 4:45 p.m. I leave the office-destination Amtrak Station 30th St.-to
board the final run of the last remaining RailWorks diesel train (R3 West
Trenton) on Friday, September 3, 1993. Rush, rush, rush. Pant, pant, pant.
Why am I running? Well, I did one day happen to see the train leaving about
15 minutes early, while standing on the upper level. But even my fast pace
could be futile-if SEPTA decides to forget about the last run, as they did
with the R5 diesel two weeks ago (and as they once did with Reading,
Bethlehem, Newtown, West Chester, Ivy Ridge, and those numbers like 6, 47,
50, 53 and 60).
I enter the heavenly portals of 30th, and look around Stairway 10 for signs
of life (I know better than to look at Amtrak's Solari board). Seeing none,
I head upstairs to the info desk. A SEPTA station employee is talking to a
customer. Suddenly, the former produces the cardboard sign "R3 Diesel Train
to West Trenton" and gives it to the "customer." The treasure hunt has
begun!
I wait by Stairway 10, joined by the R3 regulars and irregulars. At 5:10
the rope gate parts, and the customers converge on the stairway with an
insanely pleasant stroll down to their train on track 9. It's the usual
consist-NJ Transit U34CH 4158, still in silver and disco stripes, plus four
of our Bombardier push-pull coaches. I catch up with Mr. Sign-Off and
congratulate him, and he wastes no time getting the signatures of the
conductor and the head end on the inside of the sign.
On the platform, I say to the conductor, "Last run, huh?" He replies, "Yep.
We won't see any more diesels here in the city, unless they reopen the line
to Newtown." (Even if they do, I'm sure it will just run to Fox Chase, not
downtown.) He continues, "These (diesels) will go back to NJ Transit after
today." I add: "Maybe they'll head for the scrapyard instead. They're
getting rid of them." "I can see why, too," he says. So can I. The one they
painted blue gave out, and they all smoke it up like Alcos. No wonder we
got them for a buck a day!
At 5:20, we're on the move. I chat with the sign purloiner as we creep
through the Penn Coach Yard. Much to see on the train, so I proceed to walk
the four cars back to the rear. As I pass through, the head count comes to-
get ready... 50. More than the "15 lonely people" Steve Goodman referred to on
that IC streamliner, [ed. note: in the song "City of New Orleans"] but far
short of something like LIRR's diesel expresses. Quite a few customers have
cameras, but where are all the buffs who filled the last runs of RERs,
MP54s, and PCCs in the past?
By the way, there's quite a party going on in the last car, too-NOT! Hey, I
know SEPTA didn't exactly lure crowds onto this and the other train, but
how about a little appreciation for running them at all? Of course, it is
Labor Day weekend, people are vacationing, and some far wilder parties no
doubt await all of us riders who remain. As for the railfans, perhaps
they've already ridden the train ad nauseam. Besides, this is only a
temporary train, with a definite end planned from the beginning; it's not
the Century or the Crusader.
I take a position in the rear cab, next to a railfan who's going to Fern
Rock just for the ride. He has a camera, and as we pass through Zoo, I
suggest a shot of the soon-to-vanish double-slip switches, which he takes.
We continue winding steadily through Fairmount Park, past Belmont Junction,
past a freight in the siding carrying cars filled with non-hazardous waste,
past two railfans with cameras (the only ones I saw trackside!), over the
Schuylkill bridge, and after CP-Laurel Hill we start the long pull upgrade.
Now we slog under the R6, past Tasty Baking, Budd, and my RailWorks line,
the R8 (R for Rough, 8 for SEPTA behind Amtrak's NEC 8-ball). As we enter
CP-Nice, the train starts snaking through the crossovers. It's up the Blue
Line on this blue day. Actually, it's more like the Green Line now-pretty
much like an old interurban in the summertime.
The U-boat and Bomb cars go under the Roberts Yard lead, and struggle
upgrade to the 9th St. Branch. Everything looks ready, including the ultra-
modern 20 mph double-slip switches to the Chestnut Hill East line. In the
distance, a test train pulls through CP-Hunt into Roberts. Surprise-no
orders at Wayne! Our top speed has been 30 thus far, and we're doing just
that through Newtown Junction. The conductor has joined us in the cab; I
remark aloud that they're still doing trackwork here, and he says it's
because 18 cars of a CR freight derailed two days ago.
We pull into Fern Rock, and the subway crowd-albeit much smaller than
usual-gets on. I would guess about another 50-60 customers boarded. The
head end gets "two to go," and we're on the move again. We hit 65 passing
Elkins Park, hurtling downgrade into Jenkintown. As I move to the forward
vestibule to debark, neither merrymaking nor cameras are in evidence.
I step off, bid farewell to the conductor, and watch it scoot off to the
right, past old KI Tower, and out of sight. No railfans here-just a father
and son tossing a tennis ball. About five minutes later, I hear the --o-
for Rydal Rd., and that's all. What happened on the rest of the trip I
cannot say, but I rather doubt that a Lowenbrau oompah band boarded at
Bethayres, or that the cars were decorated a la the Christmastime Wall
Street and Crusader.
That's it, then. No Auld Lang Syne, no munchies, no champagne, not even
DVARP bagels. There was water on board-but only in the form of crocodile
tears. It is unfortunate that the diesel trains not only went out with a
whimper, but started out with one. Three simple words SEPTA never said
about these trains were: "Ride these trains!" The diesel trains were more
of a sop than pollution and agoraphobia beaters. (Amtrak was hardly
helpful, either. When was it ever announced on the PA or the Solari board
at 30th?)
SEPTA management may be waxing euphoric about the successes of RailWorks,
but even if all of the lost rail ridership can be recaptured, the diesel
trains will likely be a forgotten, and forgettable, part of the project. I
only hope that the first train back to Newtown-be it Silverliner, diesel,
hi-rail, or tunnelling mole-gets a more substantial send-off from SEPTA.
*DVARP Members Run for Local Office
At least three DVARP members are running in municipal elections in the
Pennsylvania suburbs next month. Ann Goren is running for council in
Newtown, Bucks County; one plank of her platform is restoration of good
commuter rail service to Newtown. Further down that line, Regina Litman of
Huntington Valley is running for Abington Township Council. Litman hopes
to reverse Montgomery County's opposition to Newtown rail service.
Longtime transit supporter and SEPTA-watcher Al Ackert seeks an at-large
seat on Upper Darby Township Council. To find out more about these
campaigns, call DVARP.
*Be Sure to Vote-Wherever You Are
While local governments do not have much control over transit service, the
decisions they make on land use planning can have big effects on transit
use and convenience. Therefore, you should take a few moments to find out
where candidates stand, and make sure you vote November 2!
**Transit Not at Issue in NJ Race
The question of support for NJ Transit is on the back burner in the
governor's race in New Jersey, as Jim Florio and Christine Todd Whitman
spar over taxes. Doug Bowen of New Jersey ARP informs us that whoever the
winner is, the fate of NJ Transit will be primarily in the hands of the
State Legislature. Whitman says she would slash state spending, but will
not tell what will be cut. Support for mass transit has often been a
budget-cutting target. Meanwhile, Florio has not voiced support for NJT in
his reelection campaign.
*NJT Rep to Speak on Burlington-Gloucester Corridor Assessment
This month's DVARP General Meeting (at the Collingswood Library October 16)
will feature a presentation from New Jersey Transit on its study of
restoring rail services to Burlington and Gloucester Counties.
DVARP's South Jersey Committee has been in frequent communication with NJT
planning staff, making sure that low-cost rail alternatives are considered
and asking for service over the full Mount Holly line.
See the DVRP stories from June, August, and September for the details.
*Commission to Pick NJ Museum Site
On July 30th, Governor Florio signed into law an act creating a 16 member
panel that will study different aspects in the creation of a state
transportation museum. A previous commission chose a golf driving range in
Flemington; however, a Phillipsburg rail yard may now be considered.
**Reader's Advisory: The descriptions in the following article are explicit
and may be disturbing to some people, but the message is important.-MDM
Crossing Safety: A View From the Cab
by Denise Goodman, Conrail locomotive engineer
reprinted from On the (Bi)Level by permission of Metra
"I've worked in Conrail locomotives for 14 years and I've been driving them
for six years now, sometimes right through your towns. I'm writing this
because I know lots of you are angry about whistle-blowing and don't
believe we only blow in emergencies. You don't know how many emergencies
there are every day. You don't know how scary it is to be driving a train
and think you're going to hit someone running around the gates. You don't
know what it feels like to see someone lock eyes with you for an instant,
and then die.
I've been involved in six crossing accidents in my career. Four people
aren't alive anymore because of them. The first one happened two weeks
after I started working...the last one happened this past February in
Monroe, Michigan. That one almost killed me.
I knew I was going to hit her when she came up to the crossing and I didn't
see any brake lights. I blew my whistle. I hung on that whistle so long and
so hard my conductor told me later he thought I was going to pull it off
the wall. I was still blowing it after we hit her, after we shoved her a
half mile down the tracks, and the front of her car blew 30 feet in the
air.
She was 31 years old and she was dead. People don't look normal when a
train hits them. It hits so hard that their blood vessels explode and they
just sort of turn to mush. She was wadded up in a ball and there was blood
all over the place. And her four year old baby was hanging out the back
window, screaming. It was 17 below zero.
The baby's leg was broken...and her nose and her pelvis...and she was
hysterical. I knew she was in a lot of pain, but it was so cold, I was
afraid she would die before the ambulance got there. My conductor and I
somehow got her up in the engine and I wrapped her in my coat and I held
her and talked to her and I tried to make it all right. I had that little
girl for 20 minutes, I told her about my own kids and I told her we'd pray
for her mommy. She calmed down a little and I was calm when I had her to
take care of. They say she's going to be OK.
Right after they took her away, a man ran up to help. Then he looked at the
wreck and screamed "Oh my God, that's my car... That's my car!" It turned
out to be that woman's husband.
I know there was nothing I could've done, but you blame yourself anyway. It
tears your heart out, thinking 'what if, what if, what if.' I came home and
looked at my three kids and thought, I don't ever want this to happen to
you. I grabbed them with everything I had. I couldn't sleep. Every time I'd
close my eyes, I'd see the car coming and feel the impact and wake up
screaming. I didn't eat or talk for four days. It tore me up mentally,
physically, emotionally. Some people think we don't care, but they're
wrong. We grieve, we mourn like it was own family. I'll remember that day
the rest of my life.
I went to the counseling Conrail offered me and it helped a lot. I know I
didn't kill this woman. I know it was beyond my control. I still have
nightmares, but they're not so bad now. I'm back on my feet and back on the
job. But it's been a long, hard road.
Folks-we're not blowing our whistles to make you miserable. We're blowing
our whistle cause we're scared to death we're going to hit you and kill
you. Sometimes I yell at you when it's a close call. I say, Oh God, I'm
just so glad you made it. And then I get so mad you weren't more careful.
Don't drive around those gates. Don't walk on the tracks. Don't risk your
life to get someplace a minute earlier. It just isn't worth it."
DVARP thanks Dan Dawdy for relaying this article to us via BITNET.
**Amtrak Operating Funds Saved
The Inquirer reports that an amendment which would have eliminated all of
Amtrak's $331 million Federal operating funding was rejected 337-84 in the
House. Had the amendment passed, nearly all of Amtrak's service would be
shut down, and commuter rail operators would also face problems.
Of local members, only Robert Walker (R-Lancaster) voted in favor of
defunding Amtrak. If you have comments for Rep. Walker, phone him at 202-
225-2411 or 717-393-0666 or fax 202-225-2484.
*Welcome Nebraska ARP!
The Nebraska Association of Railroad Passengers has been formed by 40 rail
advocates in the Cornhusker State. Dan Lutz, a retired college professor
and NARP Region 10 Director is leading the new group. NeARP will be
working to increase Amtrak service through Nebraska; presently, the only
train there is the California Zephyr, which passes through the state in the
pre-dawn hours. NeARP can be reached at 3915 Apple St., Lincoln NE 68503.
*Why Not A Pampered Passenger?
The Philadelphia Gateway Parking Garage at 15th & Vine holds a monthly
drawing; the winner receives a free month of parking in "the best spot in
the garage" decorated with potted palms, red carpet and set off with a
velvet rope and "Pampered Parker" banners.
A "Pampered Passenger" response is in order. It couldn't take place on
board the train, but perhaps a special waiting area could be set aside at
the rider's Center City station. A Pampered El Rider should be added to
the program for Market-Frankford riders as a reward for enduring another
summer in the Sweat Machines.-TB
**Alabama Crash Kills 47
The worst accident in Amtrak's history ended 47 lives in an Alabama bayou.
The death toll of the Sunset Limited's Sept. 22 derailment exceeds the
total number of passengers killed in all Amtrak's previous accidents in 23
years.
It is now nearly certain that the accident was caused when a barge pushed
by a river tug got into the wrong waterway and struck the railroad trestle.
But what happened on board the MV Mauvilla is still unclear. Fearing
lawsuits, neither tug captain Andrew Stabler nor owner Warrior & Gulf
Navigation Co. has made a public explanation. Drug and alcohol testing of
the boat crew may be worthless, since nine hours elapsed between the
accident and the tests.
The issue of rail safety got great attention in the media following the
derailment, precisely because fatal train accidents are so rare. People
accept serious risks they face everyday, most notably riding in a car, but
are very afraid of the least common threats. And regrettably, news reports
were full of hysterical reactions which would be funny if not for the
seriousness of the accident. One TV reporter suggested Amtrak trains
should carry life preservers for all on board!
A more effective way to improve the safety of our nation's transportation
system would be to give Amtrak the money it needs to buy more trains and
get more passengers out of their cars and onto the rails. Decades of
statistics have proven that private automobiles are ten times more
dangerous than passenger trains or commercial airliners.
Another misunderstanding pertained to reported safety devices on the
bridge. The system which automatically turns signals red if a bridge
collapses is the ordinary track circuit, in use for a century. If a rail
is broken, the small electrical current passing through it is cut off, and
'fail-safe' signals turn red. But the barge collision shifted the track
and didn't break it. Special hazard detection wires are used in places
where the risks are greater, such as rockslide or avalanche areas, but
there was not supposed to be any boat traffic under this trestle, and the
cost of equipping every one of the nation's thousands and thousands of rail
bridges with collision detectors should be much better spent on more
effective safety measures.-MDM
*Train Show Volunteers Wanted
DVARP is planning to have information tables at several upcoming train
shows, in Abington, Cherry Hill, and other locations, to remind members of
the public who like trains that they can do quite a lot to support
passenger rail service in their community.
If you'd like to spend some time talking with your neighbors at one of
these shows, call DVARP's Volunteer Coordinator: Betsey Clark, at 215-222-
3373, message box 4.
*Volunteer Opportunity: Bicycle Liason
The needs of rail passengers often coincide with the needs of bicyclists.
Local cyclists have an effective advocate in the Delaware Valley Bicycle
Coalition; we'd like to better coordinate our bike-transit projects with
the Coalition. If you are a bicyclist who also wants improved rail
transit, why not volunteer to serve as our Bicycling Liason? Call our
volunteer hotline.
*Volunteer Opportunity: Newsletter Distribution
DVARP is planning a project to seek out new distribution points for this
newsletter in 1994. Volunteers from all parts of our region are wanted for
the task of identifying possible distribution sites and dropping off
newsletters at them. This isn't very time-consuming, so if you've been
looking for an easy way to get involved with DVARP, don't wait-call Betsey
Clarke at DVARP Voice-mail, 215-222-3373, message box 4.
*DVARP Tours High-tech Control Center
Almost thirty DVARP members and friends saw Amtrak's Centralized
Electrification and Traffic Control Center (CETC) on a special tour last
month. After answering questions about the recent renovations to 30th
Street Station, Amtrak guide Tom Kane took the visitors to a conference
room high atop the station. There, the DVARP people looked though picture
windows into CETC while Kane explained how the computerized dispatching
center worked.
Thanks to Amtrak for giving us this glimpse of its operation, and to Sharon
Shneyer for arranging the tour.
*DVARP Nears Membership Record
DVARP President Chuck Bode informed the General Meeting that DVARP is close
to an all-time record number of dues-paying members. He asked for a little
extra push to recruit new members and set a record. Members discussed ways
of carrying out that effort; a new brochure will be prepared for 1994 and
we will be going out to more community events to spread our message. You
can do your part by telling friends, neighbors, and colleagues at work
about the need for better passenger train service.
**Dates of Interest
SEPTA on Site (RRD): Thursday mornings: 7:30 to 9:00 am, at Suburban
Station or Market East Station.
New Jersey ARP Annual Meeting: Sat., Oct. 9, 10:00 at Nassau Inn,
Princeton. See details above.
Philadelphia Trolley Coalition: Thu., Oct. 14, 7:00 pm, at Roy Rogers
restaurant, Germantown Ave. below Mermaid Loop. Call Joel Spivak, 755-7717
for more information.
DVARP South Jersey Committee: Sat., Oct. 16, 10:30 to 12:00 at 104 Edison
Ave., Collingswood, NJ.
DVARP General Meeting: Sat., Oct. 16, 1:00 to 4:00 at Collingswood Public
Library, 771 Haddon Ave., Collingswood, NJ. Guest speaker from NJ Transit.
DVARP Transit Committee: Tue., Oct. 19, 5:00 to 5:45 at Market East
Station, Section A waiting area.
SEPTA Citizen Advisory Committee: Tues., Oct. 19, 5:45 pm at SEPTA Board
Room, 714 Market St.
SEPTA on Site (Suburban Transit): Wed., Oct. 20, 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
SEPTA Board Meeting: Thu., Oct. 28, 3:00 at SEPTA Board Room, 714 Market
St., 3rd Floor, Philadelphia
Deadline for November newsletter material: Fri. Oct. 29 to Matthew
Mitchell or in DVARP mailbox.
Amtrak and commuter rail schedules change Sun., Oct. 31.
Election Day: Tue., Nov. 2. Be sure to vote!
Delmarva Rail Passenger Association: Thu., Nov. 4, 7:00 pm at State Senate
Chambers, Legislative Hall, Dover. info: Doug Andrews, 302-995-6419.
DVARP Commuter Rail Committee: Sat., Nov. 13, 12:00 at Chestnut Gourmet,
1121 Chestnut St., Phila.
DVARP General Meeting: Sat., Nov. 20, 12:00 to 3:00 pm at Lansdale Public
Library.
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.
**Up and Down the Corridor
News of other Northeastern commuter rail and rail transit services
*Arrests Made in Metro-North Robbery
Five hoodlums boarded a Hudson line train while it was stopped at Glenwood
station in Yonkers the evening of Sept. 16 and robbed a half-dozen
passengers at gunpoint. Excellent detective work by MTA police led to the
arrest of two suspects. The police used ticket records to find a passenger
who got off the train at the scene of the crime. That witness saw the
criminals before they put on their masks, and was able to identify them.
*NJT "Bike Aboard" Expands
NJ Transit has expanded its "Bike Aboard" program to its Main Line/Bergen
County Line trains out of Hoboken. Cyclists must obtain a free NJT bike
permit. NJT specifies that riders must carry two elastic bungee cords at
least 24 inches long for the bikes to be strapped down. Bicycles are
permitted during off-peak and weekend hours only. The Star Ledger reports
that passes issued for the two lines previously cleared for bikes (North
Jersey Coast and Raritan Valley) total 800. To obtain a permit or for more
information call 1-800-772-3606.
*"Clean Your Commute Day"
New Jersey will join states from Virginia to Maine participating in a
"Clean Your Commute Day," according to the Inquirer. The day is sponsored
by the Ozone Transport Commission, a Northeast environmental group.
**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
5 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
8 Don Nigro, South Jersey Committee 609-869-0020
Media Hotline (digital beeper) 215-552-4198
Computer e-mail address (internet) iekp898@tjuvm.tju.edu
**Computer Corner: Seattle Metro On-line
As more and more people find out its value, they get their employers to
take advantage of the internet. Now the King County Metro of Seattle can be
reached by e-mail: at the address bob.white@metrokc.gov
This could be the beginning of a new era of public participation in
transportation planning. Computer networking can let transit agencies and
government publicize reports and information with ease, and field direct
responses from citizens.
Upcoming DVARP Meetings:
Saturday, October 16, 1:00 to 4:00 Collingswood Public Library
771 Haddon Ave., Collingswood, NJ
Special presentation by NJ Transit on Burlington-Gloucester Corridor
Assessment
PATCO trains leave 16th & Locust every 11 minutes, including 12:31 pm
From Collingswood Station, walk one block to Haddon Ave., turn left
(towards Camden)
walk three blocks to library on right.
Saturday, November 20, 12:00 to 3:00 Lansdale Public Library
Saturday, December 18, 1:00 to 4:00 Jenkintown-Wyncote
Agenda for the October meeting:
1:00 Presentation on NJ Transit Burlington-Gloucester Study
2:00 Introductions, agenda, minutes
2:05 Issues requiring immediate action:
Newtown, Bethlehem Line service
2:30 Other issues
South Jersey Committee:
Burlington-Gloucester Corridor
Commuter Rail Committee:
Airport Line
SEPTA cost reductions
Administration:
1994 dues
1994 meeting sites
General:
DVARP brochure
Outreach and membership building
Committee Meetings:
South Jersey Committee: Sat., Oct. 16, 11:00 at 104 Edison Ave.,
Collingswood, NJ
Transit Committee: Tues., Oct. 19, 5:00-5:45 at Market East Station,
section A waiting area
agenda: City and Suburban transit fares and fare collection
Commuter Rail Committee: Sat., Nov. 13, 12:00 at Chestnut Gourmet, 1121
Chestnut St.
*** End ***