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83 KiB
Plaintext
1459 lines
83 KiB
Plaintext
The Delaware Valley Rail Passenger
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Electronic Edition
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February 1994
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Vol. XII, No. 2
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ISSN 1073-6859
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Published by the Delaware Valley Association of Railroad Passengers in the
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interest of continued, improved, and expanded rail service for the present
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and potential railroad and rail transit passengers of southeastern
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Pennsylvania, southern New Jersey, and nearby areas.
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For more information about DVARP and good rail service, please contact us:
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P.O. Box 7505, Philadelphia, PA 19101
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215-222-3373 <mmitchell@asrr.arsusda.gov>
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The Electronic Edition is published by DVARP as a service to the net community.
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*Back issues from January 1992 to present are archived on listserv@cunyvm.
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cuny.edu (BITNET: listserv@cunyvm) send the message GET DVARP 9201 to
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have a newsletter mailed to you (substitute desired year and month for 9201).
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and on hipp.etsu.edu (anonymous FTP to directory pub/railroad/dvarp).
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*An index file for 1992 is available, the 1993 index will be available soon.
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*Thanks to Geert K. Marien and Dr. Bob Wier for maintaining these archives.
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*Disk copies of each entire year are available from DVARP, send $4.00 check
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or MO to the above address, and specify which disk format you need.
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We hope you'll consider supporting our efforts to improve and expand public
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tranasportation by becoming a DVARP member. Members reveive a printed copy
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of this newsletter as well as other benefits. Membership rates start at $15.00.
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Use the coupon below at ##PP.
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Schedule change alert: SEPTA trains will run on a weekday schedule
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Presidents' Day.
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New R5 Paoli and SEPTA City Transit schedules in effect this month.
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Time to Renew Your DVARP Membership! use the coupon on page 19--##PP
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Ice Storms, Cold Batter Transportation Network
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Three ice storms struck the Delaware Valley and most of the mid-Atlantic
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region last month, bringing virtually every mode of transportation to a
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standstill at one time or another. All in all, and as expected,
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trains fared better than other vehicles in getting through and recovering
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from the storms.
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Train service to and from South Jersey was shut down when the Delair Bridge
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froze. photo in hard copy edition: Don Nigro
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Full story at ##E
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Contents: use ## flags to find an article;
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articles in "On the Railroad Lines" are flagged by route
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(e.g. ##R1 or ##CTD)
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##A Clinton Threatens Transit Budget Slash
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##B From the Editor's Seat: Memo to Mr. Downs
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##C APTA Gets It!
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##D SEPTA Fares: Is No News Good News?
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##E Ice Storms, Cold Batter Transportation Network
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##F On the Railroad Lines...
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RRD Collapses from Power Failure
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Two Apparent Suicides
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R2--LumberWorks II
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R5--Bryn Mawr Tower Burns: to Cause Many Delays
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--SEPTA and North Wales Create Crossing Safety Plan
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--Lansdale: Strictly Coincidental
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R6--County to Study Extension
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R8--New Rails for C.H.W.
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BLE Says 'Let's Go Steady First'
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STD--N-5 Update, Red Arrow notes
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MFSE--Smoking Club Opened? Burst Pipe shuts El.
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LRD--Eye on the Infrastructure: Old Track Driving Neighbors Mad
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--Green Line Tunnel Derailment
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--Route 50 Rails Removed: Contractor Wins PennDOT Award !
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##G Minor SEPTA Route Changes
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##H ##MFSE Will El Operators Say Yo! or G'Day?
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##I Quotable
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##J Rail Keeps LA Moving
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##K A New Kind of Call-a-Ride
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##L French Ticket Line Solution
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##M Cross-County Study Agrees With DVARP Projection:
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Expected Ridership Low, Will SEPTA Rethink The Project?
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##N DVRPC Citizens Reject Plan: Too Highway-Oriented
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##O Do As They Say, Not As They Do!
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##P Keystone Corridor: It's Intercity As Well As Commuter
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##Q Does SEPTA Still Sell Tickets?
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##R What is "Commuter Rail"?
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##S What is "Regional Rail"?
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##T Day Care at Stations?
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##U RailReading--All About Pantographs
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##V ##NJT NJT Welcomes DVARP Suggestion
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##W NJT Extends to Hackettstown... But Problems in Pascack
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##X Use the NJT Ticket Machine
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##NJT New Jersey News
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##Y ##DEL Small Wonder--Delaware Does it Again!
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##DEL Diamond State Notes
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##Z ##ATK Seniors Save on Amtrak
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##AA ##ATK Amtrak Notes
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##BB British Privatization Clears Fractious Parliament
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##CC 'Chunnel' Opening Soon!
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##DD Europe Makes New Year's Revolutions
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##EE Computer Corner: Where to Get Your DVRP
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##FF ##ATK Book Summer Trips Now!
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##GG Too Much of a Good Thing?
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##HH Transit's Own TV Program
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##II Oh, Canada! (Film Show)
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##JJ Renewal Reminder
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##KK Trolley Coalition Meetings
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##LL NARP Regional Meetings
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##MM Dates of Interest
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##NN Up and Down the Corridor
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--M-I-C-K-E-Y V-R-E?
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--MARC Upgrade
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--GM Go-Round in Washington
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--NYCTA Metrocard on Sale
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--Timetables Reach the Big Apple
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--More Metro-North
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##OO DVARP Phone, E-mail, & Voice-mail Directory
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##PP DVARP Membership/Renewal Coupon
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##QQ Upcoming DVARP Meetings:
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##RR Agenda for the February meeting:
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##SS Committee Meetings:
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DVARP President: Chuck Bode Newsletter Editor: Matthew Mitchell
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Production Manager: Tom Borawski
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for other officers and committee chairs, see page 19 --##OO
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entire contents copyright (C) 1994 DVARP,
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except photos (C) 1994 credited photographers
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Opinions expressed in The Delaware Valley Rail Passenger are not necessarily
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those of DVARP or its members. We welcome your comments: call 215-222-3373
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##A Clinton Threatens Transit Budget Slash
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Preliminary versions of the Federal Budget for Fiscal 1995 show a plan by
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the Clinton Administration to eliminate federal operating support of public
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transit systems over the next three years. Intended as a deficit reduction
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measure to save $800 million, this proposal would have drastic impacts on
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public transportation.
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While transit agencies like SEPTA have reduced their reliance on FTA
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operating subsidies (they make up less than 10% of SEPTA's budget) transit
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passengers face either major cuts in service or a significant fare increase
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if this source of funds dries up. Smaller transit agencies often count
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more on federal support, so this proposal may hit small city and rural
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systems even worse.
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DVARP members are well aware of the benefits of public transit: more
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personal income available for non-transportation purchases, cleaner air,
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reduced oil imports and a lower trade deficit, reduced health care costs
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because of fewer traffic accidents, less time lost in traffic jams, et
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cetera. So...
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All members are urged to write or phone Clinton and their Federal
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legislators immediately, to make sure they understand how these cuts will
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affect the economic well-being of our community. Address letters to
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Representative _____, House of Representatives, Washington, DC 20515;
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Senator _____, US Senate, Washington, DC 20510; President Bill Clinton,
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White House, 1600 Pennsylvania Ave NW, Washington DC 20500. See the blue
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pages of your local phone directory for telephone numbers.
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##B From the Editor's Seat:
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Memo to Mr. Downs
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To overwork the pun: welcome aboard. I can't help but compare your
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situation to that facing Lou Gambaccini when he took charge of SEPTA. Like
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SEPTA in 1988, Amtrak today has suffered from insufficient capital
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investment, operating budget problems, uncertainty about funding, and a
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slipping reputation for customer service.
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It's because shoring up Amtrak's government support is so important right
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now that I think it was wise to bring in someone with your kind of
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experience. And it's because things are not all right with Amtrak's
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operation that I think it was appropriate to bring in someone from outside.
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Allow me to make some suggestions for building a secure future for
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intercity passenger rail in a country which has ignored rail's benefits for
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so long.
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First, appoint two vice-presidents (preferably from within) for corridor
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and long-distance operations. Like a college president, you really are not
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going to be involved in the day-to-day running of the railroad, nor are
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your talents best used there. These appointments will make someone visibly
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accountable for the quality of Amtrak's main product.
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Next, go to Congress with a realistic plan for future growth of the system
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and a grass-roots demand for dedicated Federal funding for capital
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investment in intercity rail. Don't mince words about the billions in
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subsidies your competitors get without even a bat of the eye from Congress.
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Please get advice from Lou Gambaccini, and enlist the thousands of
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volunteers belonging to local ARPs as soldiers in your campaign.
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Amtrak will enter critical negotiations with the freight railroads over
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trackage rights beginning 1996. Because of mergers and downsizing, most of
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the railroads Amtrak operates over are in a monopoly position. If they
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don't demand a steep increase in fees, they'll demand millions of dollars
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worth of spending for track upgrades, seeing the deep pockets of Uncle Sam
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behind you. It may be smart to go in to the negotiations armed with some
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kind of Federal legislation or legal ruling allowing you to use eminent
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domain powers in cases where the railroads won't negotiate a reasonable
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deal. In turn, Amtrak should be a better landlord for the commuter
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railroads like SEPTA who run on its tracks.
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Amtrak must also do a better job in labor relations. The present system
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has made many employees disgruntled while inexcusable lapses in passenger
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service go uncorrected. Treat the people who have to deliver the goods
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every day with respect, and give them the power to improve the quality of
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the jobs they do. But also demand a higher standard of performance, and
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let it be known that those who aren't willing to meet that standard have no
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future at Amtrak.
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The railroad turned over to you is in remarkable shape despite being
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shortchanged on capital funds almost since day one. That's testimony to
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the inherent efficiency of the rail mode. Creative financing in the last
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years of the Claytor era found new ways to get the equipment Amtrak needs
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desperately. New locomotives have alleviated your power shortage; now
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there's no excuse not to reduce the breakdown rate. New Superliners are
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arriving now, allowing you to increase capacity on the Western routes which
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have performed so well. When the Viewliners arrive, the horror stories
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caused by dilapidated equipment on your Eastern trains should end. And
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your crown jewel, American high-speed trains and the improved Northeast
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Corridor, will be ready before the end of the decade. That's a bright
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future; now go out and sell that vision to Congress and the people.--MDM
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##C APTA Gets It!
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Rod Dierdon, Chairman of the American Public Transit Association, has
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announced that after victories in securing the passage of the ISTEA
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legislation and building both local and nationwide pro-transit coalitions,
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APTA will undertake a nationwide campaign to increase transit ridership.
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The National Transit Ridership Initiative (NTRI) will be a marketing-led
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movement to position mass transit as the solution to many of our nation's
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problems, including air pollution, economic stagnation, and traffic
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congestion. Local coalitions and members of the transit supply industry
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will also be enlisted in the campaign.
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A welcome aspect is that industry members will examine their customer
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service practices and hopefully fix what's driving people off of trains,
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trolleys, and buses and into the private car. DVARP would welcome the
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opportunity to participate both in the discussion of service quality and in
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the effort to spread good news about transit.
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##D SEPTA Fares: Is No News Good News?
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Talk of a fare increase around 714 Market St. has died down significantly,
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sources say. Finally cognizant of the fragility of its ridership base,
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SEPTA may try to get through the rest of the fiscal year without increasing
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fares. Increased support from local, state, and Federal governments may be
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needed, though, to balance SEPTA's current budget. Signals are confused,
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and a fare increase this spring may not yet be ruled out. DVARP requests
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for input into the fare adjustment process have gone unanswered to date.
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Meanwhile, SEPTA General Manager Lou Gambaccini issued a Message to Riders
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in December, his first in several years. Language in it stressing that
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fares had not increased in over three years (which is not exactly true)
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could be read as 'softening the riders up' for a forthcoming fare increase.
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The possible cut in Federal operating funding (see page 1) will not affect
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this year's budget, though. If an increase is to be postponed until Fiscal
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1995, hearings on fares would likely be held in conjunction with budget
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hearings usually held in May or June. As every year, DVARP is gearing up
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for the budget season and ready to scrutinize any proposed increase in
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spending or fares.--MDM
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##E Ice Storm '94 compiled from staff reports
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Rail experts often say ice is worse than snow in disrupting train service.
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Freezing rain slips into switches and freezes them in place. Ice causes
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tree limbs to fall onto power and signal lines: bringing them down. Ice on
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roads makes it difficult for repair crews to get to work sites. Take those
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problems and multiply by three. That's what East Coast railroads faced
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last month, plus a cold snap not seen here in over a decade.
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Amtrak's Northeast Corridor trains got to their destinations reliably
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nearly the whole month, with occasional delays. Diesel locomotives were
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used to get trains around downed power lines. An air line failure snarled
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the Washington Terminal area, causing several trains to be annulled.
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Metroliner Service was suspended during the height of cold-induced electric
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crisis Jan. 19, and Metroliner passengers were asked to take conventional
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trains, to reduce power use in the most critical hours. Give Amtrak and
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its passengers a medal for citizenship.
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Amtrak had huge problems with its long-distance trains. The very old
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coaches and sleepers used on many trains literally froze and were unusable.
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Fuel in diesel locomotives turned to jelly and engines quit during the
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freeze. As a result, most trains were annulled: on a couple nights, only
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the Broadway Limited made it between the East and Chicago. Snow and ice
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closed some of the freight lines used by Amtrak, causing many delays and
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detours throughout the month.
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SEPTA's performance in the second and third storms was an improvement over
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the first, when railroad service collapsed. All service was shut down
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Friday evening the 7th; very few trains ran the 8th, and full service
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wasn't restored until the 9th. SEPTA apparently did not run 'pilot trains'
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during this ice storm, or add extra cars to consists for extra pantographs
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to act as ice-breakers.
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Lack of preparedness was the story in a lot of cases, such as the weak
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reaction to shifts in passenger demand caused by early business closings.
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Several passengers complained of being passed up by overcrowded trains,
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especially at 30th Street. Other commuter railroads have learned to put
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extra cars onto early-afternoon trains on wintry days. Metra even goes so
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far as to aim marketing efforts at these 'snow-bird' customers, and get
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them on the trains on nice days too.
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One good RRD move was to arrange for Amtrak trains to pick up Coatesville
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and Parkesburg passengers. (SEPTA tickets were accepted during the storm)
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This let Amtrak not have to worry about the switches at which SEPTA's
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Parkesburg trains turn.
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SEPTA's bus service was the target of scores of storm-related complaints.
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Dozens of routes were suspended several days, and many more routes were
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detoured off of the iciest streets. While cancellations were duly reported
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in KYW transit reports, passengers were not told of the detours. [Don't we
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long for the days when PTC had a fleet of over 100 snow sweepers, plus salt
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and sand cars, all motorized--and the streetcars ran whatever the weather?]
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In an interview with the Daily News's Phantom Rider, CTD Surface Chief
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George T. Hague said he was frustrated by this problem. Maybe he should
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look in the back of the street supervisors' "T-Cars." He'll find cardboard
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signs for temporary detours there. The least he could do would be to make
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the supervisors fill in the signs and put them up at bus stops instead of
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having them gather dust in the cars.
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Another way to inform customers of weather-related detours would be to set
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up a standard package like Maryland MTA's "Snow Motion." Each MTA route
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has two contingency plans red and blue, described in the schedule. When a
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storm hits and MTA announces "Snow Motion Red," passengers know just where
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to go to catch their bus, or if their bus is cancelled. The drawback of
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this approach, though, is that it doesn't adapt to diverse conditions.
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The root of the bus problem was roads covered with hard-packed ice, and not
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enough salt or warm temperatures to melt it. Since "Transit First" is
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supposed to be City of Philadelphia policy, SEPTA and the City ought to get
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together and determine which streets are most important to keep basic
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transit service moving, then concentrate road clearing efforts on those
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core routes.
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SEPTA's subway and elevated lines were reliable workhorses, though one
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night's El service was halted to inspect a possible crack in the elevated
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structure. The biggest problem for Subway-Surface trolleys was stuck
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automobiles blocking the tracks, though overcrowding ran a close second.
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Suburban Transit Division trolleys suffered some storm-related disruptions;
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many bus lines were simply shut down.
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New Jersey Transit faced the same kind of problems with its bus routes. A
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total shutdown early in the first storm was shortly replaced by highly-
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sporadic service. The Atlantic City Line ran well, except for the time
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when the Delair Bridge got stuck.
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And of course, PATCO just kept on running! Their work coping with the
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storm was so successful that an Inquirer letter-writer expressed regret
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that she couldn't just once come in to work late and blame PATCO.
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What is it that makes PATCO the exception to so many stories about poor
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service in trying times? We don't hear PATCO managers whining and making
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excuses. Is it attitude? Can they bottle and sell it to SEPTA?
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##F On the Railroad Lines...
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RRD Collapses from Power Failure
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A problem with power dispatching made a shambles of SEPTA's commuter rail
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lines much of the afternoon and evening Friday, January 28. Details are
|
||
unconfirmed at press time, but its was reported that the initial failure
|
||
was in Amtrak's switchgear. Amtrak supplies power to all of SEPTA's ex-PRR
|
||
lines, and to the Center City Tunnel.
|
||
Both Amtrak and SEPTA lost power for several hours, but the problems
|
||
persisted on SEPTA, even after Amtrak was back running.
|
||
|
||
Two Apparent Suicides
|
||
A 73 year-old Trenton man was killed instantly when he jumped in front of a
|
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outbound train January 11th at the Yardley Station The incident delayed
|
||
train service for at least 2 hours.
|
||
The next day, a Villanova University professor was struck and killed by an
|
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Amtrak Harrisburg Line train. The man stepped out into the path of the
|
||
oncoming train a few hundred feet west of the Bryn Mawr station.
|
||
|
||
Moving On Up...
|
||
The platform C escalator at 30th St Station is in service again.
|
||
|
||
##R2--LumberWorks II
|
||
SEPTA has again taken the easy way out and is shutting down portions of the
|
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Warminster Line to allow contractors to cut trees and brush growing near
|
||
the right of way. Trains are being replaced by shuttle buses from Willow
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||
Grove to Warminster during mid-day hours Monday thru Friday, and Glenside
|
||
to Warminster all day Sunday.
|
||
The work was supposed to start last month, but was postponed because of the
|
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series of winter storms which battered the area, making the rails the only
|
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way to travel. Our best guess is that work will resume this month and
|
||
continue into March.
|
||
|
||
##R5--Bryn Mawr Tower Burns: to Cause Many Delays
|
||
A fire on January 17 at Bryn Mawr tower caused delays for several weeks on
|
||
the Paoli line. Express trains were hard hit: some running late every day
|
||
because of congestion on the tracks ahead.
|
||
An interim schedule is being prepared for imminent release, but already
|
||
some scheduled trips have been combined with other trips. Morning peak
|
||
trains are most affected by the changes; a skip-stop pattern has been
|
||
implemented through the Overbrook-Bryn Mawr area to make the best time
|
||
possible through the area where SEPTA says only two tracks are available.
|
||
The extent of the damage to the tower and its switch and signal is not
|
||
known at this time. Repairs to the tower may take several months, and
|
||
Amtrak will have to give hasty thought to the future layout of its
|
||
Harrisburg line, and how to dispatch it.
|
||
|
||
SEPTA and North Wales Create Crossing Safety Plan
|
||
Speaking before North Wales Borough Council, SEPTA Railroad AGM Jim Palmer
|
||
hoped that out of the recent crossing tragedy that killed a North Wales
|
||
child, a model would emerge for crossing safety which could be copied by
|
||
other municipalities.
|
||
An Anti-Trespassing Advisory Board will be created consisting of a school
|
||
principal, a teacher, a member of the PTA, the chief of police, mayor, plus
|
||
the state representative and state senator of the district. As a start,
|
||
SEPTA will be making several safety videos available to the schools.
|
||
Claims that SEPTA's crossing gates were not working have been refuted. An
|
||
eyewitness speaking in the Lansdale Reporter's "Sound-Off" column said the
|
||
following:
|
||
"They blame SEPTA so much for the two children who were killed in North
|
||
Wales. But on Dec. 21 I was sitting in the line of traffic on Walnut
|
||
Street, and a little girl ran across the tracks when there was a train
|
||
coming. The people screamed at her, but she didn't listen and kept on
|
||
going."
|
||
|
||
Lansdale: Strictly Coincidental
|
||
SEPTA spokesperson Terry Sawshin told the Reporter that there was no
|
||
connection between SEPTA's efforts to transfer $5 million in funds to the
|
||
Lansdale Station revitalization project and the publicity surrounding the
|
||
Julie Barnyock murder. The timing of the grant's transfer was just a
|
||
coincidence. However caused, the upgrade will be welcomed by both rail
|
||
passengers and the citizens of Lansdale.
|
||
*Cinders reports that KYW-TV filmed a commercial at Oreland station.
|
||
*Thirty minute delays were reported on the Paoli-Parkesburg line the
|
||
evening of Jan. 12th due to "Amtrak power problems."
|
||
|
||
##R6--County to Study Extension
|
||
Responding to the demise of the Route 422 "Schuylkill Metro," Montgomery
|
||
County is studying reactivation of a portion of the Reading line,
|
||
responding to rapid growth in western MontCo townships.
|
||
The Norristown line faced 30 minute delays on the 12th due to "signal
|
||
problems." The problem was corrected before the morning rush was over.
|
||
|
||
##R8--New Rails for C.H.W.
|
||
New continuous welded rail (CWR) and Pandrol(TM) plates, clips and spikes
|
||
have been deposited along the tracks between Cresheim crossover north of
|
||
Allen Lane and about 100 feet south of Westmoreland; it has already been
|
||
laid on track 1 between Allen Lane and Pelham crossover.
|
||
This is an unexpected and welcome surprise as the R8 Chestnut Hill West is,
|
||
by many accounts, the roughest riding line on SEPTA RRD. The rail being
|
||
replaced varies from 130-lb. jointed sections rolled in 1928, 1944, 1946,
|
||
1979, 1989 and 1992 to battered 100-lb. sections dated 1918 to 1925. Most
|
||
of the newer rail is on curves, but the 1992 rail is on the track 1 tangent
|
||
through Queen Lane. Hopefully, this quite-new rail will be field- or
|
||
plant-welded and reused elsewhere on RRD. CWR installation will fully
|
||
commence later this year.
|
||
|
||
BLE Says 'Let's Go Steady First'
|
||
The Brotherhood of Locomotive Engineers has confirmed reports that the
|
||
possible merger between the national unions representing SEPTA's conductors
|
||
and engineers is off. In a letter to G. Thomas DuBose, president of the
|
||
United Transportation Union, BLE President Ronald P. McLaughlin said:
|
||
"...the BLE respectfully declines to continue merger talks. However, the
|
||
Advisory Board and General Chairmen's Association have recommended that I
|
||
extend the following invitation to you: The BLE invites the UTU to propose
|
||
cooperative efforts by which our two unions might jointly negotiate during
|
||
the upcoming round of collective bargaining with the carriers--for the
|
||
purpose of benefitting as many locomotive engineers and other operating
|
||
craft employees as possible."
|
||
|
||
##STD--N-5 Update
|
||
Cinders reports that several cars are being held at Morrison-Knudsen's
|
||
Hornell, NY shop for installation of sanding devices.
|
||
The snow and ice storm of January forced the N5 cars out of service due to
|
||
third rail icing. Only the two-car ex-CTA trains were able to operate.
|
||
Shoegear on the new trolleys will have to be reexamined.
|
||
|
||
Red Arrow Notes
|
||
*Bridgeport Borough Council has approved a contract with a Philadelphia
|
||
company to provide 14 bus shelters.
|
||
*Krapf's Coaches now operates the West Chester-Coatesville local bus
|
||
formerly run by Reeder Bus Co.
|
||
|
||
##MFSE ##LRD--Smoking Club Opened?
|
||
The 30th Street Market-Frankford and Subway-Surface platforms must have
|
||
been declared Philadelphia's newest smoking club. Annoying levels of smoke
|
||
are now common there, as some passengers totally disregard no-smoking
|
||
rules. The smoke is sufficiently thick to annoy other passengers, and
|
||
possibly keep them from riding public transit.
|
||
One step SEPTA could take is to replace the no smoking signs. A between-
|
||
tracks location would require vandals to enter the track to destroy the
|
||
signs. An even easier step is to have the SEPTA police enforce the
|
||
regulations a few times. DVARP members have reported multiple instances
|
||
where police ignore violators.
|
||
|
||
Burst Pipe Causes Shutdown
|
||
A water pipe ruptured at 2nd and Callowhill on the evening of the 22nd
|
||
causing service on the Frankford El to be halted for over 2 hours.
|
||
Passengers were evacuated by Philadelphia firefighters and put aboard
|
||
shuttle busses.
|
||
|
||
##LRD Eye on the Infrastructure: Old Track Driving Neighbors Mad
|
||
West Philadelphia residents are voicing increasing frustration with SEPTA
|
||
over noise and vibration from subway-surface trolleys. Heavy streetcars
|
||
running over deteriorated track and substructure are causing the problems,
|
||
despite SEPTA's nearly-continuous efforts to repair tracks (see Jan. DVRP).
|
||
Upset about the lack of progress in solving these problems, the neighbors
|
||
may seek to block increases in trolley service or the use of larger cars to
|
||
meet ridership demand. Meanwhile, overcrowding is driving potential SEPTA
|
||
riders away.
|
||
As made amply evident by the N-5 Norristown cars, the trend is for new rail
|
||
vehicles to get heavier and heavier. Amenities like air conditioning have
|
||
become standard, while mandatory safety and wheelchair access features also
|
||
add size and weight.
|
||
'Lighter Rail' the Solution?
|
||
Ideally, SEPTA and the City of Philadelphia will catch up with the deferred
|
||
street and track maintenance soon, but upgrading of other than the worst
|
||
sections of West Philadelphia track is not in SEPTA's immediate capital
|
||
plans.
|
||
Though it may be hard to convince skeptical residents so, new articulated
|
||
(bendable) LRVs would probably cause less noise and vibration than SEPTA's
|
||
present four-axle cars. With three or even four trucks to spread the
|
||
weight over, the weight carried by each axle would be less, even though the
|
||
overall weight would be greater.
|
||
Maybe a better answer would be to challenge the assumption that new
|
||
streetcars have to be heavier and heavier. Two manufacturers have
|
||
announced articulated LRVs that use space-age materials and smart design to
|
||
weigh much less than conventional LRVs. Breda of Italy showed its car at
|
||
the APTA trade show, while a British consortium called "The Tram Group"
|
||
promoted its car at a show in Birmingham, England; and said it would have a
|
||
prototype ready to go in August, according to International Railway
|
||
Journal. Both builders' cars have the look and feel of other modern LRVs,
|
||
including a low floor for easier passenger access.
|
||
The Tram Group has one more radical idea: make its car as much as 50
|
||
percent cheaper than the competition! Project manager Peter Morris told
|
||
IRJ how:
|
||
"...technology transfer of existing or adapted components from the
|
||
automotive, military, and nuclear industries; the use of high-strength
|
||
materials; by avoiding the 'heavy rail' approach; and through low-cost
|
||
tooling requirements for building the vehicles. ...the driveline, air, and
|
||
vehicle electrical components will be common with those used on lorries
|
||
[trucks] and buses."
|
||
Sounds like a prescription for reviving the U.S. streetcar-building
|
||
industry, and getting the benefits of light rail transit into more
|
||
neighborhoods!--CB, MDM
|
||
|
||
Green Line Tunnel Derailment
|
||
A Route 36 trolley derailed rounding a curve near 37th and Spruce Jan. 4.
|
||
The accident occurred just before 10 am, causing the tunnel to be taken out
|
||
of service until the late afternoon. Cinders reports that nine passengers
|
||
were slightly injured.
|
||
|
||
Route 50 Rails Removed: Contractor Wins PennDOT Award !
|
||
The contractor that did repaving work on Fifth St. in Philadelphia won a
|
||
PennDOT Excellence in Design/Construction Award--even though the contractor
|
||
did not replace the Route 50 trolley tracks. The award was in the category
|
||
"Historical, Archaeological, Environmental-Urban" according to Highway
|
||
Builder. The chances for an historic Independence Mall trolley on this
|
||
street are now a lot worse.
|
||
|
||
##G Minor SEPTA Route Changes
|
||
DVARP has received details of the minor changes proposed by SEPTA for
|
||
routes 68 and 95. The endpoint of the 68 will be shifted from Broad St. to
|
||
11th and Oregon, to alleviate neighbors' complaints about idling buses.
|
||
The 95 buses will no longer run via Trinity Lane and Holstein Rd. in Gulph
|
||
Mills, eliminating a hazardous turn and also shortening the route slightly.
|
||
DVARP entered testimony last month supporting these changes, which are now
|
||
running on temporary orders.
|
||
A hearing will be held this month on a proposed Route 129 change, to serve
|
||
the Bristol Commerce Park.
|
||
|
||
News compiled by Matthew Mitchell and correspondents: Chuck Bode,
|
||
Howard Bender, Tom Borawski, Betsey Clarke, John Dawson, Aron Eisenpress,
|
||
Russ Gould, John Hay, Bob Machler, James Morgan, Don Nigro, John Pawson,
|
||
Arnold Watts.
|
||
|
||
Additional news from BITNET, International Railway Journal, KYW, Lansdale
|
||
Reporter, New Jersey ARP, Norristown Times-Herald, NRHS Philadelphia
|
||
Chapter NRHS "Cinders," Passenger Transport, Philadelphia Business Journal,
|
||
Philadelphia Inquirer, Railpace, USENET.
|
||
|
||
The Delaware Valley Rail Passenger is a charter member of the Rail Online
|
||
Newswire.
|
||
|
||
##H ##MFSE Will El Operators Say Yo! or G'Day?
|
||
In what may be the best evidence yet of the globalization of the railroad
|
||
industry, ABB Traction Inc. has announced that body shells and trucks for
|
||
the new Market-Frankford cars will be made by ABB's Dandenong subsidiary
|
||
near Melbourne, Australia. Electrical equipment is to be made in ABB's
|
||
home works in Sweden, while individual parts will come from many different
|
||
subcontractors in the USA and overseas. Only the final assembly will take
|
||
place at the Elmira, New York location which was nearly ABB's undoing in
|
||
the controversial bid process. Had rival AEG Westinghouse won, the result
|
||
would not likely have been very much different; only final assembly would
|
||
have taken place in Pennsylvania.
|
||
Does this mean that American industry is unable to compete in today's more
|
||
complex marketplace? Not really. In fact, America has its own railway
|
||
success story right here in Pennsylvania. General Electric's
|
||
Transportation Systems Division, located in Erie, won a contract worth over
|
||
a half-billion dollars to supply 300 new high-tech Dash-9 locomotives to
|
||
U.S. freight-hauler CSX.
|
||
G.E. expects to win more orders, both from U.S. and foreign railroads, but
|
||
does not have a partnership with the big European consortia, which could
|
||
impede its ability to compete. The big Euro-groups such as GEC Alstholm
|
||
and ABB include component companies with all types of specialties,
|
||
maximizing their efficiency. The component factory may be making parts for
|
||
a high-speed train for France one week, and for a subway for Seoul the
|
||
next, because the parent is bidding on contracts all over the world.
|
||
But to get in on worldwide opportunities, American companies will have to
|
||
give up a big chunk of their identity. The American people and their
|
||
politicians have always been suspicious of anything which would put a
|
||
foreign label on a U.S. company.
|
||
Ironically, the way for American rail supply businesses to keep jobs in
|
||
America may be for them to accept control, even domination, from Europe.
|
||
The huge differences between U.S. and European railways is both a
|
||
fundamental problem and a fundamental opportunity for American suppliers.
|
||
The quantities of freight American railroads move, and the distances they
|
||
move it, are virtually unique in the world. That has made the U.S. system
|
||
a model for certain countries like Australia, which has much U.S.-model
|
||
locomotives and other equipment; and South Africa, whose economic isolation
|
||
may mean pent-up demand for new technology to transport its mineral
|
||
resources. And as more of the world's railways face increased loads, for
|
||
bulk and especially intermodal freight, American companies will be ready to
|
||
meet the challenge.
|
||
And there's one more unique opportunity: privatization. Privately-owned
|
||
American railroads have the know-how necessary to compete with trucks and
|
||
other transportation modes, as well as extensive cost- and revenue
|
||
accounting expertise crucial to railways taking their first independent
|
||
steps in the marketplace. That has resulted in a niche for the Americans
|
||
as consultants, or even in managing whole railways, such as those in New
|
||
Zealand which are now operated by the Wisconsin Central.
|
||
So don't worry too much if all our passenger rail equipment comes from
|
||
overseas. Things will balance out.--MDM
|
||
|
||
##I Quotable
|
||
"Road construction is mainly an exercise in earth moving which requires
|
||
mainly unskilled labour and heavy machines, whilst railway investment will
|
||
include the many highly skilled jobs in the design and building of
|
||
signalling, rolling stock and traction units to accompany any improvement
|
||
in the infrastructure.
|
||
"Roadbuilding transfers jobs from city centre areas to out of town shopping
|
||
and business developments which can only be reached by people who already
|
||
own cars, whereas rail schemes can help maintain and regenerate traditional
|
||
city centers."
|
||
The above two quotes are from a recent issue of the [U.K.] Railway
|
||
Development Society's Railwatch which also compared road widening with rail
|
||
line improvements and found that the project cost per job was about double
|
||
for roads. No explanation of the cause was offered--might be the need to
|
||
purchase land to widen roads while rail can be improved on the same land.
|
||
Another point to ponder is that there is little export market for unskilled
|
||
earth moving labor, but a worldwide export market for countries with
|
||
factories building trains, signals, and other high-tech products.--CB
|
||
|
||
##J Rail Keeps LA Moving by James S. Morgan
|
||
Until 1946, Los Angeles boasted of an extensive trolley system. General
|
||
Motors bought up these lines and tore them up to pave the way for the
|
||
freeway system which has suffered extensive damage as a result of the
|
||
earthquake last month. The question is, should the freeway system be fully
|
||
restored at a cost of billions when currently existing railway systems may
|
||
have survived the quake with much less damage and are currently alleviating
|
||
commuter congestion? This question may never be posed to the public or the
|
||
relevant authorities because of people's myopia about cars.
|
||
Although trains were temporarily halted to inspect tracks, most southern
|
||
California trackage suffered no significant damage. A freight derailment
|
||
on Southern Pacific's Coast Line halted Southern Pacific, Amtrak and
|
||
MetroLink until a temporary track was built around the wreck. Amtrak San
|
||
Diegan service was interrupted but has now resumed. Other Amtrak
|
||
cancellations and diversions were experienced. At one point, the Coast
|
||
Starlight terminated at Oakland.
|
||
LA's new MetroLink commuter rail system was closed the 17th in observance
|
||
of Martin Luther King Day. MetroLink has been frantically adding trains,
|
||
particularly on the Santa Clarita line, where stations not planned to open
|
||
until 1999 were pressed into service at the northern LA County sites of
|
||
Palmdale, Lancaster, Vincent and Canyon Country. Ridership on that line
|
||
zoomed from a thousand daily riders to 21,000. Metrolink has quickly
|
||
acquired coaches from as far away as Toronto.
|
||
"Look at these poor wretches: They're actually riding a train to get to
|
||
work," was apparently the remark of a TV newscaster which typifies too much
|
||
of media coverage. While rail watchers in LA attack local radio
|
||
newscasters for focusing on MetroLink grade crossing accidents, they
|
||
criticize MetroLink itself for feeble publicity efforts and lack of
|
||
preparedness (no station has more than three ticket machines, and there
|
||
were initially no alternative ways of selling tickets).
|
||
No damage to Metro Red or Blue Line subway tunnels was found, nor to the
|
||
Green Line, which is currently under construction. Metro service on the Red
|
||
Line has been hampered by a problem (antedating the quake) relating to
|
||
rail lubricators, which has caused wheels to wear out 20 times as fast as
|
||
anticipated. In the United States, internet correspondents note, problems
|
||
like this and cost overruns are expected, and the news media raised not a
|
||
protest. When a similar problem occurred in Stuttgart, Germany, the press
|
||
was instrumental in swiftly remedying the problem, after some shakeups in
|
||
the local transit authority.
|
||
It is questionable whether the authorities will be called to account as
|
||
long as major media newscasters say that LA commuters must now consider
|
||
alternatives to the automobile never before imagined in total ignorance of
|
||
the previous history of LA transit. TV coverage of the SP wreck focused on
|
||
the twisted track under the derailed cars, not on the fact that the engines
|
||
and the rest of the train stayed on the track. American taxpayers may
|
||
spend billions to restore a freeway system which perhaps should never have
|
||
been built to its prequake extent.
|
||
Special thanks to Elson Trinidad of the University of Southern California,
|
||
and all the other California internet correspondents
|
||
|
||
##K A New Kind of Call-a-Ride
|
||
Bus World reports that San Diego CTS is using cellular emergency call boxes
|
||
for passengers to request a bus to pick them up. Riders in the small town
|
||
of Lake Powan pick up the phone and speak to a Sheriff's dispatcher, who
|
||
then calls the CTS dispatcher, who gets on the bus radio and has the next
|
||
bus get off the freeway and stop in Lake Powan. CTS saves money, the other
|
||
riders save time, and Lake Powan riders get more trips to choose from. A
|
||
good deal for everyone!
|
||
|
||
##L French Ticket Line Solution
|
||
Have you ever had to pay a penalty fare on a SEPTA train because there
|
||
weren't enough ticket agents at the station and 28 people were lined up to
|
||
buy tickets? If so, you would applaud a policy that the French National
|
||
Railways uses while their new computerized ticketing system faces teething
|
||
problems. When the machines fail and ticket lines grow long, the agents
|
||
hand out 'emergency access tickets' allowing passengers to bypass the
|
||
ticket office and purchase their tickets on-board without penalty. A cheap
|
||
and easy answer to a serious customer service problem.
|
||
|
||
##M Cross-County Study Agrees With DVARP Projection:
|
||
Expected Ridership Low, Will SEPTA Rethink The Project?
|
||
by Matthew Mitchell
|
||
A preliminary study conducted for SEPTA and three county planning agencies
|
||
predicts that daily ridership on the 'Cross-County Metro' would number no
|
||
more than 4,000 to 5,000 under SEPTA's proposed operating scheme. DVARP
|
||
criticized that scheme last year in Capital Budget hearings, citing a
|
||
belief that the project failed to meet the needs of any real suburb-to-
|
||
suburb travel market. (See Jan. 93 DVRP) DVARP proposed a three-part
|
||
alternative which would better meet suburban transportation needs while
|
||
costing less than SEPTA's proposal.
|
||
The heart of the problem is that while the former PRR 'Trenton Cut-Off'
|
||
connects almost a dozen centers of suburban industrial and commercial
|
||
development, including the biggest concentrations of suburban employers,
|
||
the rail right-of-way is too far away to be able to deliver employees
|
||
without the use of shuttle buses. Nor does the route serve areas where the
|
||
employees live.
|
||
The result would be that riders would have to drive to a Cross-County Metro
|
||
station, park their cars and wait for a train, ride to their destination,
|
||
then ride a shuttle bus to their workplace. That kind of trip can't
|
||
compete with the automobile, especially because the commercial centers were
|
||
designed for car access rather than transit. A substantial change in
|
||
suburban development plans, from green fields further and further isolated
|
||
to focused activity near rail stations, would have to take place if the
|
||
SEPTA plan is ever to be effective.
|
||
Despite a Federally-earmarked grant of a million dollars for further study
|
||
of the service, the 'Cross-County Metro' as SEPTA conceives of it, is
|
||
probably dead. But rather than give up on transit in this increasingly
|
||
car-choked corridor, SEPTA planners should take a look at DVARP's
|
||
alternative and see if it would attract more passengers.
|
||
DVARP's three-part plan includes a low-cost extension of existing New
|
||
Jersey Transit diesel train service from Trenton to Downingtown, where
|
||
trains could be serviced at SEPTA's Frazer facility rather than deadheading
|
||
all the way back to the Meadowlands. These trains would serve the long-
|
||
distance commuter market now driving many miles on the Pennsylvania
|
||
Turnpike.
|
||
The second component would include Turnpike express buses from park-and-
|
||
ride lots directly to office and industrial parks near Turnpike exits.
|
||
They would serve the same market targeted by SEPTA, with one less transfer,
|
||
and at a more realistic cost. Finally, DVARP has proposed a Route 100
|
||
(Norristown High-Speed Line) spur delivering reverse-commuters to the King
|
||
of Prussia area, which has the highest concentration of employment in the
|
||
suburbs. Several key pieces of right-of-way need to be preserved for this
|
||
service, DVARP has identified them to SEPTA and asked that SEPTA act to
|
||
block development plans which would sever the best route. (see March 93
|
||
DVRP)
|
||
The response to this pessimistic report will make an excellent test of how
|
||
SEPTA manages the planning and development process. If SEPTA continues to
|
||
push its $100 million, 'one size fits all' Cross-County Metro in upcoming
|
||
budget and planning documents, we can conclude that there is no room for
|
||
reality at 714 Market St.
|
||
|
||
##N DVRPC Citizens Reject Plan: Too Highway-Oriented
|
||
In a bold act of dissent, the Regional Citizens Committee advising the
|
||
Delaware Valley Regional Planning Commission voted against endorsing a
|
||
proposed policy for allocating transportation funds to support the Year
|
||
2015 Transportation Plan. In voting 18-9 to reject the proposal, RCC
|
||
expressed dismay that the plan continued to stress the use of single-
|
||
occupant automobiles instead of other transportation modes. The Committee
|
||
suggested that reducing, not increasing highway capacity for SOVs would be
|
||
better for the citizens of the region.
|
||
An example of this sentiment was provided by committee member Hollister
|
||
Knowlton, from the Pennsylvania Environmental Council, was concerned that
|
||
State Transportation Secretary Howard Yerusalim and other government and
|
||
planning personnel had the wrong priorities and failed to adequately
|
||
emphasize mass transit.
|
||
|
||
##O Do As They Say, Not As They Do!
|
||
Believe it or not, the U.S. Environmental Protection Agency has ended its
|
||
participation in the TransitChek program, which encourages employees to
|
||
ride mass transit instead of driving their environmentally-harmful cars.
|
||
Budget cuts caused EPA to stop handing out the $15.00 vouchers.
|
||
|
||
##P Keystone Corridor: It's Intercity As Well As Commuter
|
||
by John A. Dawson
|
||
Continued operation of Amtrak service at current levels (8 round trips Mon-
|
||
Fri; 6 Sat-Sun) is only assured through the end of this fiscal year
|
||
(6/30/94). While an extension for another year now appears likely, and it
|
||
is possible to continue to extend State support on a year-to-year basis,
|
||
this strategy does not generate the capital investment needed to maintain
|
||
safe efficient operation of these trains on a long-term basis. We now have
|
||
the opportunity to restructure institutional relationships and service in a
|
||
way that allows the line to reach its full potential, but we must make sure
|
||
that the interests of all riders are protected.
|
||
The line should be maintained intact and not broken into segments. Although
|
||
SEPTA is the dominant carrier on the eastern half of the line, this is not
|
||
true when the line is considered in its entirety from Zoo to Harrisburg
|
||
Terminal. Amtrak currently operates 53% of the scheduled passenger train-
|
||
miles on the line.
|
||
The Philadelphia-Harrisburg 'Keystone Service' exists primarily to carry
|
||
corridor passengers between Philadelphia, Lancaster, and Harrisburg. To
|
||
the extent that it can improve rail services to commuters from western
|
||
Chester County to Philadelphia, it provides a useful by-product, but this
|
||
should not be considered as the main thrust of the service. The Keystone
|
||
Service should be operated as a distinct service; not as an extended SEPTA
|
||
R5.
|
||
To attract corridor riders it is necessary to provide amenities comparable
|
||
to those found on the Northeast Corridor. At a minimum this means coaches
|
||
equipped with lavatories and reclining head-rest seats. Self-propelled
|
||
electric (EMU) equipment should be used in order to restore service to
|
||
Suburban Station (and possibly Market East), reduce operating costs,
|
||
shorten travel times, and maximize air quality benefits. Whether to use
|
||
new or refurbished rolling stock is a judgment call depending on equipment
|
||
availability and life cycle cost analysis.
|
||
To the maximum extent feasible, tickets should be interchangeable between
|
||
all trains operating on the line. Keystone schedules should be melded with
|
||
both SEPTA R5 local and Amtrak through service. (It is assumed that Amtrak
|
||
will continue to run trains on the corridor to Chicago, Pittsburgh, New
|
||
York, and Atlantic City.) If Keystone tickets are not honored on Amtrak
|
||
trains, passengers traveling on the western half of the line will
|
||
experience a net loss of service. (With current schedules this translates
|
||
to a reduction from 8 to 5 weekday RTs.)
|
||
The State should assume responsibility for the operation of Keystone trains
|
||
(although it can contract with SEPTA for operation), maintenance of the
|
||
line, and needed capital investment. Capital is needed to modernize the
|
||
signaling and electric traction systems, to bring the roadbed up to Class 5
|
||
standards, and to improve station facilities. Class 5 track would improve
|
||
riding comfort and allow speeds up to 89 mph. New stations are needed in
|
||
eastern Lancaster County and in the vicinity of Harrisburg Airport.
|
||
Because of the line's high visibility to government and business decision
|
||
makers, it is important that the line succeeds. This means that service
|
||
must be reliable and of sufficient quality to build ridership. A success
|
||
here increases the chances of bringing rail service to other Pennsylvania
|
||
corridors, such as Harrisburg-Allentown-(New York) and Philadelphia-
|
||
Scranton.
|
||
|
||
##Q Does SEPTA Still Sell Tickets?
|
||
It was a little after 9:00 pm on the Wednesday before Christmas. As stores
|
||
had just closed, Center City was still full of people. Shoppers were now
|
||
heading home and some were catching trains. However, the ticket agents had
|
||
already gone home and it was difficult to find a working ticket machine
|
||
that would accept paper money. Frustrated patrons were observed trying to
|
||
feed bills into the machines, only to have them rejected. Those passengers
|
||
were forced to buy tickets on the train, and there they were hit with a $2
|
||
penalty. This is hardly the way to win friends and build ridership.
|
||
It is extremely important that the bill validators on ticket machines work
|
||
at all times. Considering the price of rail tickets, vending machines that
|
||
accept only coins are almost worthless. Until these machines are repaired,
|
||
conductors should only charge a penalty fare when passengers board at
|
||
stations with staffed ticket windows.
|
||
Regional Rail management appears reluctant to address this issue. Perhaps
|
||
the matter will only be rectified when enough irate passengers write to
|
||
newspapers and Louis Gambaccini and complain.--JAD
|
||
|
||
[The following pair of stories ran in last month's Electronic Edition, but were
|
||
deleted from the printed DVRP to provide additional space for the letter
|
||
from Howard Yerusalim. Because there were some minor changes made
|
||
in the meantime to the Regional Rail story, we reprint both here.--Ed.]
|
||
|
||
##R What is "Commuter Rail"?
|
||
by John Pawson
|
||
An example of the way in which the meaning of words in common use can
|
||
change is the word "commute." The little-used original meaning is "to
|
||
exchange items of value." In the mid-nineteenth century, a railroad
|
||
looking for immediate revenue offered unlimited travel in a given area in
|
||
exchange for a yearly advance payment, an arrangement which on the Paoli
|
||
line lasted into the 1950s.
|
||
Today's usage of the verb is "to travel back and forth daily between
|
||
places, as to and from a city." A "commuter" is one who does this.
|
||
"Commutation" is the act of commuting. That's as far as the dictionary
|
||
takes us.
|
||
At the heart of the current usage is what the travel industry calls a "one-
|
||
day round-trip." Those who commute over 50 miles each way are called
|
||
"super-commuters." Some highly-paid entertainers can afford to commute
|
||
across the country and even between continents. Notice that the usage has
|
||
changed from an exchange to an agreement with a carrier (a "tariff") to a
|
||
way of life. No longer need it involve a journey to and from a workplace.
|
||
"Intercity rail" seems to have become prominent, if it wasn't actually
|
||
coined, when Amtrak was created 23 years ago. [ed. note: many European
|
||
railways use the name 'Inter-city' as a brand for their express services]
|
||
It describes a passenger train which runs between stations located in or
|
||
near city centers with few stops in less-developed areas. At that time,
|
||
the railroad companies which offered commuter service had no incentive to
|
||
protect a largely unwanted 'turf;' they were looking to pass it on to some
|
||
other entity.
|
||
"Commuter rail" was thereby defined legislatively. Use of multiple-trip
|
||
tickets by the majority of passengers was one test, even though the
|
||
definition had moved beyond the mere tariff to a way of life. The other
|
||
test was mileage, either travel distance or end-to-end train run; 75 or 100
|
||
miles was defined as the limit. There is some belief that the former
|
||
number was meant to corral the New York-Philadelphia and Chicago-Milwaukee
|
||
markets for Amtrak, while the latter would exclude Philadelphia-Harrisburg
|
||
as a commuter rail line.
|
||
continued on page 13--search for ##R
|
||
|
||
##S What is "Regional Rail"?
|
||
by Matthew Mitchell
|
||
Knowledgeable observers find significance in SEPTA's choice of the phrase
|
||
"Regional Rail" to brand its suburban trains rather than "Commuter Rail."
|
||
To some, the choice belies ulterior motives. To detractors, regional rail
|
||
means 'transitization' of commuter rail service, a lowering of standards
|
||
for speed and comfort in an attempt to be all things to all markets. But
|
||
it could also greatly increase the use of the lines, thereby increasing the
|
||
community's return on its transit assets.
|
||
Regional rail is an operating rationale most often seen in Europe,
|
||
especially Germany. Several principal cities have both a city subway
|
||
system (referred to as the U-bahn or 'underground railway') and a suburban
|
||
train network (referred to as the S-bahn or 'regional railway'). The
|
||
electrified S-bahn lines provide frequent service to a relatively dense
|
||
network of stations. Like in post-tunnel Philadelphia, the S-bahn acts as
|
||
its own distributor; there are several downtown stations. Trains are
|
||
through-routed from one line to another in a fixed pattern designated by a
|
||
number like S7. (Sound familiar?) In looking at North American rail
|
||
systems, the one which may come closest to the 'Regional Rail' model is
|
||
actually the Washington Metro, but SEPTA's Railroad Division shares some of
|
||
the characteristics.
|
||
The 'commuter rail' operations of most other North American transit
|
||
properties are not meant to serve as many different travel markets as the
|
||
European 'regional rail' systems; they gear their service towards a single
|
||
market of middle-to-upper class downtown office workers who drive to a
|
||
station and ride an express train downtown. A significant number offer
|
||
little or no off-peak service, running trains only at times they can be
|
||
filled up. Better for the balance sheet, but not as good for the
|
||
community.
|
||
But Philadelphia's rail network was designed in and for another era. The
|
||
SEPTA system has hundreds of stations on a dozen lines, spaced more closely
|
||
than on any other US commuter railroad. That characteristic, inherited
|
||
from the competing Pennsylvania and Reading systems, is both SEPTA's
|
||
blessing and SEPTA's curse. While more of our population can access and
|
||
use the railroad, per-line and per-station ridership is diluted.
|
||
continued on page 13--search for ##S
|
||
|
||
##R What is "Commuter Rail"?
|
||
continued from page 12
|
||
Protecting Amtrak's 'turf' is becoming a moot question. Cost and funding
|
||
pressures now require that company to look towards its more renumerative
|
||
markets. Another change over the years is that people are commuting
|
||
farther. 'Back-to-back' commuter service is effective: a train caries
|
||
commuters to one city, then quickly turns and takes others from the same
|
||
home stations to another city in the opposite direction.
|
||
To resort to arbitrary definitions to separate commuter and intercity rail
|
||
services is not useful, if it ever was. The relative number of stations
|
||
between the city centers probably is the closest one can come to a litmus
|
||
test. Disputed cases should be resolved on the basis of the economics of
|
||
the carriers and their services and the needs of the market. Eventually,
|
||
the law will catch up to the economic realities.
|
||
|
||
##T Day Care at Stations?
|
||
Many workers have children, or elderly, that need day care, but few
|
||
employers offer at-work day care centers. For the rest, the need to drive
|
||
to the center often means driving the rest of the way the way to work.
|
||
Passenger Transport reported about a company that is trying to improve the
|
||
situation by locating day care centers at stations. Drive to the station,
|
||
leave the car and kids, and take the train to work.
|
||
KinderCare at Work opened its first station facility adjacent to Chicago
|
||
METRA's Lombard station. Washington Metro's Shady Grove station is
|
||
expected to be next followed by locations on Long Island. Could this be a
|
||
smart use of SEPTA's closed RRD station buildings? Having businesses in
|
||
the stations provides other benefits. For example, many frozen passengers
|
||
would have appreciated a warm lobby to use while waiting for late trains
|
||
during the recent bad weather.--CB
|
||
|
||
##U RailReading--All About Pantographs
|
||
The December edition of the U.K. magazine Modern Railways includes an
|
||
excellent treatise on the structure and function of pantographs, the
|
||
'elbow' device which picks up current from overhead wires. Roger Ford's
|
||
article explains the many technical demands which complicate the job of the
|
||
engineers who design pantographs.
|
||
|
||
##S What is "Regional Rail"?
|
||
continued from page 12
|
||
In planning service through the new Center City tunnel, SEPTA managers who
|
||
themselves had little experience running a commuter railroad relied on a
|
||
plan drawn up by University of Pennsylvania professor Vukan Vuchic, an
|
||
expert in planning of transportation operations. Vuchic in turn was
|
||
influenced by European (and especially German) practices, and parts of the
|
||
plan he created for SEPTA belie that influence.
|
||
While Vuchic's analysis is not in error, some of the conditions he based
|
||
the plan on have not come to pass. Pairing of lines was based on
|
||
ridership, to reduce the number of cars required. But few of our off-peak
|
||
trains run with more than minimum consists, so that pairing factor is moot.
|
||
Slow crew changes and padding of schedules have cut into the promised
|
||
efficiency of through service. Thru-tunnel ridership has always been quite
|
||
small; the chief advantage of the tunnel has been delivery of passengers
|
||
closer to their final destinations. Now that the tunnel has been open a
|
||
decade and realities seen, the plan should be revisited.
|
||
The desire to fit in to either the commuter rail or regional rail model
|
||
mustn't be used to justify inefficiencies in the present operation, and
|
||
mustn't be allowed to dictate operating philosophy of any new services.
|
||
Will we take advantage of regional rail?
|
||
In all its lines and all its stations, not to mention electrification,
|
||
there is a vast investment in our region's rail network. There is a good
|
||
case to be made for getting the most return on this investment by operating
|
||
it as 'regional rail,' even though it may not be the most efficient
|
||
strictly in terms of the operating budget.
|
||
Surface transit routes continue to duplicate railroad service, especially
|
||
in the city, causing both modes to be inefficient. Transit riders ignore
|
||
their rail alternative, perhaps because they don't see themselves fitting
|
||
into their stereotype of commuter rail passengers. A marketing campaign
|
||
needs to end this misconception, while routes and schedules need to be
|
||
reconfigured to better coordinate with the Regional Rail lines.
|
||
The regional rail system has been an undervalued asset, especially in the
|
||
City of Philadelphia. Do we downsize the network to better serve the
|
||
traditional commuter market, or do we revise the transit network to direct
|
||
more passengers to Regional Rail?s
|
||
|
||
##V ##NJT NJT Welcomes DVARP Suggestion
|
||
New Jersey Transit's Burlington County Initiative has added River Road,
|
||
Pennsauken as an additional station site for the commuter rail option. The
|
||
spacious location would give convenient park & ride service to residents of
|
||
Delair, Palmyra, Cinnaminson, Riverton, and Delran. In addition to
|
||
Burlington County/Philadelphia trains, the site could be served by NJT's
|
||
Atlantic City trains. Before this site was added to the study, the
|
||
commuter rail option had only three stations, limiting potential ridership.
|
||
DVARP/NJ-ARP South Jersey Committee member Bill Ritzler developed the idea
|
||
of a fourth station, near the Delair Bridge on track that would be shared
|
||
with Atlantic City trains. DVARP and NJ-ARP raised the idea with NJT; and
|
||
suggested an additional station site at Westfield Ave., Pennsauken.
|
||
DVARP applauds NJT for taking a good idea and making it better. We thank
|
||
James Schwarzwalder, NJT's area studies manager, for keeping us informed.
|
||
We are told that we can look forward to seeing the latest study results
|
||
this month.--DN
|
||
|
||
##W NJT Extends to Hackettstown...
|
||
The Boonton Line is to be extended nine miles from Netcong to Hackettstown
|
||
this fall. NJ Transit will lease the track from Conrail, then upgrade and
|
||
maintain it. Only eighty passengers per day will use the two new stations,
|
||
far fewer than would use other rail services proposed by DVARP and NJ-ARP,
|
||
such as Bound Brook-West Trenton. Maybe those passengers don't have the
|
||
political clout Hackettstown does?
|
||
...But Problems in Pascack
|
||
NJ-ARP has succeeded in delaying an NJ Transit study of a new Pascack
|
||
Valley Line rail yard in Nanuet, NY, which was proposed by New York
|
||
officials. Residents of Spring Valley are complaining about noise from the
|
||
yard there, but if the yard there is closed, service is likely to be cut
|
||
back to Nanuet.
|
||
We note that if NJT were to spend a half-million dollars actually improving
|
||
the line and yard instead of studying it, a lot of the neighbors'
|
||
complaints could be taken care of. NJ-ARP has a better idea, too: extend
|
||
the Pascack Line to Suffern, and use the Port Jervis Line yard there!s
|
||
|
||
##X Use the NJT Ticket Machine
|
||
As mentioned here last month, passengers can now buy through tickets from
|
||
Philadelphia to New Jersey points and New York from a machine located next
|
||
to the SEPTA machines at 30th St. The machine accepts both cash and credit
|
||
cards for most tickets.
|
||
There is a drawback that the machine sells tickets to/from Center City
|
||
Philadelphia only. Passengers who wish to travel from outlying stations
|
||
will have to extend their tickets on-board, trading a slightly higher SEPTA
|
||
fare for avoiding the hassle of buying tickets during the transfer at
|
||
Trenton.
|
||
To use the machine, follow the directions on the video screen. Push a
|
||
button selecting cash or charge, then enter the number of the destination
|
||
station as shown on the map. Press the button for the type of ticket you
|
||
want, then make your payment.--MDM
|
||
|
||
##NJT New Jersey News
|
||
*New Jersey Southern has discontinued its bus from Philadelphia to
|
||
Willingboro.
|
||
*New Jersey plans to buy the right of way from Glassboro to Bridgeton from
|
||
Conrail for $1 million. The abandoned track will be replaced by a trail
|
||
for biking, horse riding, and hiking.
|
||
*A renovation is in the works for historic Hopewell station, thanks to
|
||
local authorities. Restoring train service to the West Trenton line
|
||
station would be even more historic.
|
||
*NJ Transit schedules seem to indicate some improvements in South Jersey
|
||
bus service recently, but DVARP's Transit Committee has not had time to
|
||
study the changes.
|
||
*The Inquirer recently reported that NJT plans several new services:
|
||
...two new shuttle buses from Mount Holly and Medford to the Eastgate
|
||
complex in Mount Laurel; a line between Northeast Philadelphia and Evesham
|
||
via Route 73; a run between Mount Holly and Philadelphia, and one between
|
||
Moorestown and Haddonfield and Camden. An important, long-sought, cross-
|
||
county route between Woodbury and the Avondale section in Winslow is also
|
||
in the mix, as are several lines between area malls.
|
||
The Mount Holly-Philadelphia service is a puzzle because NJT already has
|
||
such a route. The Philadelphia-Evesham service is at least the third try
|
||
at service across the Tacony-Palmyra Bridge corridor--hopefully this time
|
||
will be successful.--CB
|
||
|
||
##Y ##DEL Small Wonder--Delaware Does it Again!
|
||
The Delaware Transportation Authority is close to agreement with SEPTA on a
|
||
contract which will extend selected SEPTA Wilmington trains to Newark,
|
||
Delaware. The extended service may start in April! Several intermediate
|
||
stations are proposed, including Newport, Sandy Brae Industrial Park, and
|
||
Stanton. Closure of the SEPTA/DTA deal for Wilmington trains (see December
|
||
DVRP) may also unblock negotiations for the jointly-sponsored Route 202
|
||
West Chester-Wilmington bus.
|
||
There is also talk in Delaware of a similar agreement extending Maryland
|
||
MARC trains from Perryville into Delaware, thus 'closing the gap' in
|
||
Northeast Corridor commuter service. Only the Old Saybrook, CT-Providence,
|
||
RI segment would be without commuter trains, as commuting distances grow
|
||
longer and more states take advantage of their back-to-back commuter
|
||
markets.
|
||
In recognition of his success in expanding rail service in Delaware,
|
||
Delmarva Rail Passenger Association awarded its 'Golden Spike Award' to
|
||
Delaware Railroad Administration chief Tom Hickey. DRPA also gave credit
|
||
to Delaware legislators Harris B. McDowell, III, and Dave Ennis.--MDM
|
||
|
||
##DEL Diamond State Notes
|
||
More good news from a state with an active approach to rail service: the
|
||
state of Delaware has purchased the former B&O Wilmington station. The
|
||
building is about one block from the Amtrak station and could be see
|
||
service again if downstate passenger trains are restored. First action was
|
||
to securely close the station to vandals while preliminaries to repairs are
|
||
in process. Still to be resolved is land under the station which remains
|
||
with CSX.
|
||
*An entrepreneur has been granted access to the state of Maryland owned
|
||
right of way from Easton, Md. to Clayton, Del. Plans are to restore rail
|
||
freight service.
|
||
*DelDOT has revised the CDT bus system in Dover. The previous 6 routes
|
||
have expanded to 7, and service frequency increased. Route maps were also
|
||
improved. The service area has expanded to the east. CDT buses depart
|
||
downtown Dover from 7:00 am to 5:30 pm. Another 'Attaway' to DelDOT for
|
||
the improvements. --CB
|
||
|
||
##Z ##ATK Seniors Save on Amtrak
|
||
Amtrak is offering a 15 percent discount to senior citizens over 65, giving
|
||
more savings off its already-low fares. The senior tariff is not effective
|
||
on Auto-Train or Metroliner service, and seats at these fares are limited
|
||
on some trains.
|
||
|
||
##AA ##ATK Amtrak Notes
|
||
The first of the Superliner II cars, the Arkansas (wanna guess why that one
|
||
came first?) is in service on the City of New Orleans. A total of 55 new
|
||
double-deck sleepers are arriving over the next year, and the first of 20
|
||
new diners is expected this month. They introduce a new paint scheme, too.
|
||
Amtrak has exercised an option in the order for 55 additional cars, mostly
|
||
crew dormitory-high/low-level transition cars. The Superliner IIs are
|
||
being built in Vermont by Bombardier.
|
||
*Hot entr<74>es are now served on the Pennsylvanian. Three selections are
|
||
available: barbecued short ribs, chicken Parmesan, and vegetable lasagna.
|
||
Pre-prepared, frozen, then microwaved when served, all three are tasty, but
|
||
not quite filling enough.
|
||
*Amtrak continues to upgrade the Northeast Corridor power supply for
|
||
capacity and reliability. A contract was let recently for a new solid-
|
||
state frequency converter to be installed at Sunnyside Yard in Queens.
|
||
*Thruway bus service to Fort Wayne, Indiana is being ended by Amtrak.
|
||
*1994 is the future! Amtrak's poster-sized calendar features a side-by
|
||
side photo of new motive power: Sweden's X2000, Germany's ICE, and the
|
||
G.E. Genesis locomotive, made in Pennsylvania. The calendar is $5.00 per
|
||
copy, $3.00 or less for orders of 5 or more. To order, send check or M.O.
|
||
to Amtrak Calendar, Box 7717, Itasca IL 60143.
|
||
*The State of Washington is working on restoring rail service between
|
||
Seattle and Vancouver, BC, and has dedicated $24 million for equipment and
|
||
other needs. Service between Seattle and Portland will also be expanded,
|
||
to four trains per day starting this fall.
|
||
|
||
Correction: The locomotive which struck an illegally-routed oversized
|
||
truck in Florida December was an F40PH, not an AMD-103.
|
||
|
||
##BB British Privatization Clears Fractious Parliament
|
||
Prime Minister John Major of Great Britain secured approval late last year
|
||
of his Government's plan to privatize British Rail. The bill was rammed
|
||
through Parliament under special rules cutting off debate despite the need
|
||
to consider hundreds of amendments put forth by the House of Lords. The
|
||
only significant change accepted by the Government was to permit British
|
||
Rail to bid on service franchises under certain circumstances.
|
||
On April 1, private companies are to submit bids for franchises to operate
|
||
the first of some 25 packages of routes, while all the trains are to be
|
||
transferred to three new companies which will lease them to the operators.
|
||
The Government expects to be able to sell those companies off to the
|
||
private sector. Meanwhile, responsibility for constructing and maintaining
|
||
the tracks will be transferred to the new "Railtrack" company, which will
|
||
still receive Government investment.
|
||
The prospect, as reported by Modern Railways, is that the franchising will
|
||
be in most cases a monumental failure. Few serious outside bids are
|
||
shaping up; the Government holds out hope for buyouts by management.
|
||
Virtually no knowledgeable observer inside or outside England predicts that
|
||
a privatized BR will ever be profitable, or serve customers as well as the
|
||
present unified railway. They express shock that Major would tinker with
|
||
the existing 'sectorized' management structure, which brought
|
||
accountability to management and made BR arguably the best financial
|
||
performer among European railways.
|
||
In fact, with all the added bureaucratic costs, the Government will spend a
|
||
billion pounds more on the railways next year. Maybe Major wrote the bill
|
||
as a full employment act for the lawyers, accountants, and bankers who make
|
||
up much of his dwindling base of public support. Or possibly Major saw
|
||
this as a means of stepping out of Margaret Thatcher's shadow. More likely
|
||
it is an extension of Tory economic policies to their extreme (absurd?)
|
||
conclusion.
|
||
Advocates for the passengers are rightfully worried; with the possibility
|
||
of two dozen different operators, through-ticketing and even the
|
||
consolidated national timetable are to go by the wayside. Fares for most
|
||
trips are expected to go up, and service cuts are likely as a focus on
|
||
bottom-line profits replaces the goal of serving the needs of the
|
||
travelling public. They foresee a replay of the awful experience of bus
|
||
privatization.
|
||
Meanwhile, retired railwaymen allege that in privatization, the Government
|
||
will divert their L4 billion pension fund into the general treasury. Our
|
||
own experience with increasing the number of different agencies responsible
|
||
for delivering any service is that it increases the number of things which
|
||
can go wrong, and promotes finger-pointing instead of solving problems.
|
||
--MDM
|
||
|
||
Modern Railways' coverage of the debate over privatization and analysis of
|
||
its consequences has been exceptionally detailed, yet understandable.
|
||
Persons interested in the issues surrounding government involvement and
|
||
balanced transportation policy will find a wealth of lessons here.
|
||
|
||
##CC 'Chunnel' Opening Soon!
|
||
The long-awaited rail tunnel between Britain and France is undergoing final
|
||
tests. The expected start for shuttle service carrying cars across the
|
||
Channel is May; passengers without automobiles are not carried on these
|
||
trains. 'Eurostar' passenger trains between London and Paris and Brussels
|
||
should be rolling this summer, but overnight services though the tunnel
|
||
will not begin until 1995.
|
||
|
||
##DD Europe Makes New Year's Revolutions
|
||
While not the shock therapy prescribed by Prime Minister Major,
|
||
reorganization has been prescribed for several other European railways this
|
||
year. 'Commercialization' is a good word to describe the first step
|
||
towards privatization which was taken in several countries. The East and
|
||
West German railways will be merged into Deutsche Bahn AG (DBAG), which
|
||
will be kept at arm's length from the government, as Amtrak is. The
|
||
company will be divided into sectors for passenger services, freight, and
|
||
infrastructure. Netherlands Railways is also being divided and
|
||
commercialized; the process is being repeated in other nations too.--MDM
|
||
|
||
##EE Computer Corner: Where to Get Your DVRP
|
||
Thanks to a change in mail hosts, DVARP is now able to offer its members e-
|
||
mail subscriptions to the Delaware Valley Rail Passenger in addition to the
|
||
regular hard-copy edition. The e-mail edition bypasses the printer and
|
||
post office, so it reaches readers about 7 to 10 days earlier. Another new
|
||
improvement for 1994 is a set of searchable article headers, keyed to the
|
||
table of contents.
|
||
To be added to the on-line subscription list, send an e-mail message to
|
||
<mmitchell@ asrr.arsusda.gov> with your name, member number, and e-mail
|
||
address. As always, the DVARP newsletter is available by several internet
|
||
methods as well as on selected bulletin board systems. Here's a summary:
|
||
*FTP to hipp.etsu.edu, directory pub/ railroad/dvarp
|
||
*e-mail a message to <listserv@cunyvm. cuny.edu> with the one-line message
|
||
GET DVARP 9401 RAILNEWS (Substitute the desired year and month for 9401, or
|
||
send the message INDEX RAILNEWS for the complete file list) The list server
|
||
will automatically send you the file by e-mail.
|
||
*Dial the Railnet BBS at 216-786-0476
|
||
*CompuServe TrainNet forum
|
||
*GEnie Travel Forum
|
||
*A FIDOnet site for the DVRP coming soon... watch this space!
|
||
DVARP thanks archivists Geert K. Marien, Robert Wier, Rick DeMattia, and
|
||
Harry Sutton for making our newsletter available to the net community.
|
||
|
||
##FF ##ATK Book Summer Trips Now!
|
||
Even though new Superliners are entering Amtrak service every week, long-
|
||
distance passengers are advised to make reservations as early as possible,
|
||
to assure best choice of dates at the lowest fares. Some Amtrak fares are
|
||
'capacity-controlled, like airline fares, meaning only a limited number of
|
||
seats are available at the lowest fare.
|
||
If you want to take a rail vacation trip, but don't have a lot of time,
|
||
consider Amtrak's Air-Rail Plan. This zoned fare offers three stopovers on
|
||
the rail portion of the trip, so it's also advantageous if you want to put
|
||
several different destinations on your itinerary. Fares are often lower
|
||
than corresponding air-only fares, and there are fewer restrictions; so
|
||
smart travelers are getting the best of both with Air-Rail.MDM
|
||
|
||
##GG Too Much of a Good Thing?
|
||
Most passengers have suffered from late and/or infrequent service. If only
|
||
it was better. Is 5 minutes really acceptable as an on-time standard?
|
||
Docklands Light Railway in London attempted to do much better. They hired
|
||
a consultant to run a two minute headway with 97 percent success. On time
|
||
meant within 10 seconds! Certainly an admirable idea. Cost? That is not
|
||
clear.
|
||
Results? Work is continuing to meet the target. The previously opened
|
||
part of the line seems to be somewhat improved. However, a new route was
|
||
supposed to go into service back in October 1992, but has been pused back
|
||
to this spring. Seems trains are running, but the line will not open for
|
||
passengers until the on-time goal is achieved for 30 days during testing.
|
||
Lets think now, we delay everybody at least 18 months so that nobody will
|
||
be more than 10 seconds late. Wonder what happens when passengers finally
|
||
get on--will the doors close before everybody gets on or off so the
|
||
consultant gets paid for being on time to the second?s--CB
|
||
|
||
##HH Transit's Own TV Program
|
||
"The New Electric Railway Journal," produced by the magazine of the same
|
||
name, is now on the air. The monthly news and interview program is being
|
||
broadcast over National Empowerment Television, the cable network just
|
||
launched by NERJ parent Free Congress Foundation. Though few local cable
|
||
systems carry NET at this time, viewers with a satellite dish can catch the
|
||
program via Galaxy 7, transponder 20. Broadcast time is not yet announced,
|
||
call FCF at 202-546-3000 or 800-525-4992. s
|
||
|
||
##II Oh, Canada! (Film Show)
|
||
A classic train trip through Canada will be just a short SEPTA ride away
|
||
March 2, as the Jenkintown Kiwanis present Doug Jones's film travelogue
|
||
"The Great Canadian Train Ride" 8:00 pm at the Keswick Theatre in Glenside.
|
||
Tickets are $10.00, and will be sold at the door.
|
||
|
||
##JJ Renewal Reminder
|
||
Please renew your DVARP membership right away, if you haven't done so
|
||
already. We need your support to continue with our work analyzing
|
||
transportation plans, monitoring the quality of transit service, and
|
||
telling government officials and the public about the need for balanced
|
||
transportation.
|
||
Check the label on your newsletter. If it says 1994, thanks for renewing!
|
||
If not, send the page 19 coupon and your check today. Please allow several
|
||
weeks for processing; we are an all-volunteer organization.
|
||
|
||
Save the Date!
|
||
Please remember that the April General Meeting will be held on a Thursday
|
||
evening!
|
||
|
||
##KK Trolley Coalition Meetings
|
||
The Philadelphia Trolley Coalition will hold a joint meeting with DVARP
|
||
this month. In March, PTC will travel to the Boyertown Museum of Historic
|
||
Vehicles for a special lecture on trolleys, while the April 23 meeting will
|
||
be at the Blue Bell near Elmwood Depot. See the calendar below for
|
||
details.
|
||
|
||
##LL NARP Regional Meetings:
|
||
Early spring is the traditional time for the annual regional meetings of
|
||
the National Association of Railroad Passengers (NARP). To date, we have
|
||
received these notices:
|
||
*Region II (NY): Sat., Feb. 26, 11:30 to 3:45 at Empire State Plaza,
|
||
Albany,. NY. Guest speakers from NY DOT, NY State Assembly, Conrail, and
|
||
Amtrak. For information, call Bill Brizzell of ESPA at 518-785-6755.
|
||
*Region III (PA, NJ, DE): Sat., Apr. 16, in Wilmington. Time, location,
|
||
and program to be announced. For information, call Steve von Bonin of DRPA
|
||
at 302-492-3676.
|
||
*Region VI (IN, OH, IL): Sat., Mar. 19, 10:00 at Radisson Hotel, Toledo,
|
||
Ohio. Guest speaker: Donald Pease, member of the Amtrak Board and former
|
||
member of U.S. House of Representatives. For information and reservations,
|
||
call Larry George of OARP at 419-698-2167.
|
||
*Region VIII (OR, WA): Sat., Mar. 5, in Vancouver, WA. Guest Speaker,
|
||
Harriet Parcells of NARP.
|
||
|
||
##MM Dates of Interest
|
||
*SEPTA on Site (RRD): Thursday mornings: 7:30 to 9:00 am, at Suburban
|
||
Station or Market East Station.
|
||
*SEPTA City Transit Division schedules change February 13. Call 215-580-
|
||
7777 for new schedules.
|
||
*SEPTA Citizen Advisory Committee: Tues., Feb. 15, 5:45 pm at SEPTA Board
|
||
Room, 714 Market St.
|
||
*SEPTA on Site (Suburban Transit): Wed., Feb. 16, 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.
|
||
*DVARP South Jersey Committee: Sat., Feb. 19, 11:00 to 12:30 at 104 Edison
|
||
Ave., Collingswood, NJ.
|
||
*DVARP General Meeting: Sat., Feb. 19, 1:00 to 4:00 at Temple University
|
||
Center City, 1616 Walnut St.
|
||
*Deadline for March newsletter material: Tues., Feb. 22, to Matthew
|
||
Mitchell or in DVARP mailbox.
|
||
*SEPTA Board Meeting: Thu., Feb. 24, 5:45 pm at SEPTA Board Room, 714
|
||
Market St.
|
||
*NARP Region II Meeting: Sat., Feb. 26 in Albany, NY. Call ESPA at 315-
|
||
963-3169 for information
|
||
*"The Great Canadian Train Ride." Jenkintown Kiwanis Lecturama Series:
|
||
Wed., Mar. 2, 8:00 pm at the Keswick Theatre, Easton Rd. and Keswick Ave.,
|
||
Glenside. Tickets $10.00 at the door.
|
||
*Delmarva Rail Passenger Association: Thu., Mar. 3, 6:30 pm at
|
||
Stationmaster's Office, Amtrak Wilmngton Station. Call Ken Berg, 410-648-
|
||
4405, for more information.
|
||
*SEPTA Public Hearing on Route 129 Changes: Fri., Mar. 4, at King George
|
||
Inn, 102 Radcliff St., Bristol.
|
||
*DVARP Commuter Rail Committee: Sat., Mar. 12, 12:00 at Chestnut Gourmet,
|
||
1121 Chestnut St., Phila.
|
||
*Philadelphia Trolley Coalition: Sun., Mar. 13, 1:00 at the Boyertown
|
||
Museum of Historic Vehicles, 28 Warnick St., Boyertown, PA. Guest lecture
|
||
on history of area trolleys. For meeting and carpool information, call
|
||
Joel Spivak, 215-785-7717.
|
||
*NJ Railroad and Transportation Museum "Getting on Track" Symposium: Sat.,
|
||
Mar. 19, 9:00 to 5:00 at Hall of Science Auditorium, Drew University,
|
||
Madison NJ. Presentations on proposed museum. Registration $30.00,
|
||
contact Bob Hooper, 4 Carriage Hill Dr., Long Valley NJ, for information.
|
||
*DVARP South Jersey Committee: Sat., Mar. 19, 11:00 to 12:30 at 104 Edison
|
||
Ave., Collingswood, NJ.
|
||
*DVARP General Meeting: Sat., Mar. 19, 1:15 to 4:15 at Collingswood Public
|
||
Library.
|
||
*NARP Region III Meeting: Sat., Apr. 16 in Wilmington. Call Steve von
|
||
Bonin, 302-492-3676, for details.
|
||
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.
|
||
|
||
##NN Up and Down the Corridor
|
||
News of other Northeastern commuter rail and rail transit services
|
||
|
||
M-I-C-K-E-Y V-R-E?
|
||
Walt Disney Corp.'s plans to build the "Disney's America" theme park in the
|
||
Virginia suburbs west of Washington has led to local concern about the
|
||
effect on traffic, especially on I-66. Some have suggested a Virginia Rail
|
||
Express extension from Manassas to Haymarket. Meanwhile, VRE faces problems
|
||
with the freight railroads over which its trains operate. They are
|
||
demanding higher trackage rights payments, and objecting to schedules for
|
||
proposed off-peak service. Partly as a result of these items, VRE is
|
||
proposing the first fare increase in its history.
|
||
|
||
MARC Upgrade
|
||
The new and improved Brunswick and Camden Line schedules went into effect
|
||
Jan. 31, bringing new mid-day and evening service. Penn Line service was
|
||
also increased. There are newly-named express trains, but that's not the
|
||
big story--MARC is seeking to beat the auto in comfort by introducing caf<61>
|
||
and reserved-seat parlor car service on selected Brunswick and Penn trains.
|
||
The parlor seat costs $105 a month above the usual rail fare, still only
|
||
one-third or less of the lease payment on some less-prestigous cars. For
|
||
more information, call 1-800-325-RAIL.
|
||
|
||
GM Go-Round
|
||
Washington WMATA hired San Jose's Lawrence Reuter as General Manager,
|
||
replacing former SEPTA (and MBTA, NYCTA, etc.) GM David Gunn, whose
|
||
resignation takes effect next month.
|
||
|
||
Metrocard on Sale
|
||
New York subway riders now have a 'plastic token:' the TA's Metrocard. The
|
||
card can be purchased at selected stations, and is 'swiped' thru new
|
||
turnstiles just like a SEPTA pass. Initial reports are that the card is
|
||
very popular.
|
||
|
||
Timetables Reach the Big Apple
|
||
The TA has finally relented to rider pressure, and will publish timetables
|
||
for its subay and bus routes for the first time since the 1950s.
|
||
|
||
More Metro-North
|
||
Metro-North recently increased service again. They also plan to replace
|
||
the Upper Hudson Line stations at Crugers and Montrose with a new Cortlandt
|
||
station.
|
||
|
||
##OO DVARP Phone & Voice-mail Directory
|
||
0 DVARP main number (voice mail line) 215-222-3373
|
||
1 Chuck Bode, President 215-222-3373
|
||
5 Tom Borawski, VP-Transportation 215-552-4198
|
||
<73243.1224@compuserve.com>
|
||
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
|
||
<mmitchell@asrr.arsusda.gov>
|
||
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
|
||
0 Dan Radack, Bicycle Coordinator 215-232-6303
|
||
Media Hotline (digital beeper) 215-552-4198
|
||
Computer e-mail (internet) 73243.1224@compuserve.com
|
||
|
||
##PP DVARP Membership/Renewal Coupon
|
||
Yes, I want to support improved passenger train service in our region!
|
||
Here are my DVARP membership dues for 1994! 2/94
|
||
|
||
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
|
||
( ) under 21 or over 65: $7.50
|
||
|
||
##QQ Upcoming DVARP Meetings:
|
||
Saturday, February 19, 1:00 to 4:00 Temple University Center City
|
||
1616 Walnut St., Philadelphia
|
||
*Joint meeting with the Philadelphia Trolley Coalition
|
||
Please check message board in lobby for meeting room
|
||
Smoking, food, and drinks prohibited in meeting room
|
||
Saturday, March 19, 1:00 to 4:00 Collingswood Public Library
|
||
Thursday, April 14, 1:00 to 4:00 Temple University Center City
|
||
please note Thursday date!
|
||
|
||
##RR Agenda for the February meeting:
|
||
1:00 Introductions, agenda, minutes
|
||
1:10 Issues requiring immediate action
|
||
Federal Budget
|
||
Light rail conversions of RRD lines
|
||
Rail and transit service in Jan. storms
|
||
R5 service after Bryn Mawr fire
|
||
2:30 Other issues
|
||
Transit Committe:
|
||
New SEPTA streetcars
|
||
Commuter Rail Committee:
|
||
R6 Cynwyd infrastructure
|
||
Administration:
|
||
Conflict-of-interest policy
|
||
Incorporation
|
||
Newsletter electronic subscriptions
|
||
|
||
##SS Committee Meetings:
|
||
South Jersey Committee: Sat., Feb. 19, 10:15 at 104 Edison Ave.,
|
||
Collingswood, NJ
|
||
Transit Committee: to be determined at February General Meeting
|
||
Commuter Rail Committee: Sat., Mar. 12, 12:00 at Chestnut Gourmet, 1121
|
||
Chestnut St.
|