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Report
Delaware Valley Rail Passenger Vol 12 No 11
The Delaware Valley Rail Passenger
November 1994
Vol. XII, No. 11
ISSN 1073-6859
Published by the Delaware Valley Association of Railroad Passengers in the
interest of continued, improved, and expanded rail service for the present and
potential railroad and rail transit passengers of southeastern Pennsylvania,
southern New Jersey, and nearby areas.
For more information about DVARP and good rail service, please contact us:
P.O. Box 7505, Philadelphia, PA 19101 215-222-3373
NEW E-MAIL ADDRESS
<dvarp@libertynet.org>
The electronic edition is produced as a public service to the network
community. It is archived on the CUNYVM Listserver in the RAILNEWS
directory. An index of back issues is available by sending INDEX RAILNEWS to
LISTSERV@CUNYVM. Thanks to Geert K. Marien (GKMQC@CUNYVM) for maintaining
this archive! If you have comments or questions, contact us, not Geert!
The DVRP is also archived on these FTP servers
ftp://wuarchive.wustl.edu/graphics/trains/text or graphics/trains/incoming
ftp://hipp.etsu.edu/pub/railroad/dvarp (Thanks to Bob Weir)
Coming soon: recent issues will be available on WWW
see home page opening soon--http:///libertynet.org/~dvarp/dvarp.html
Volumes X (1992) and XI (1993) are on floppy disk for $4.00 each from DVARP.
We hope you consider joining DVARP; your financial support makes possible
this newsletter and our many other activities on behalf of rail and transit
passengers. Annual dues are $16.00. see the coupon at ##V.
Contents copyright (C) 1994 DVARP, except photos (C) 1994 credited
photographers
President and Acting Editor: Chuck Bode
Production Manager: Donald Nigro
Online Liason: Matthew Mitchell
For other DVARP officers and committee chairs, find ##Q
Opinions expressed in The Delaware Valley Rail Passenger are not necessarily
those of DVARP or its members. We welcome your comments: call 215-222-3373
Schedule Change Alert
This is a traditional time to change schedules; passengers on all
railroad and intercity bus routes are urged to check for new schedules
before traveling. Amtrak, SEPTA RRD and Frontier issued all new schedules.
We have seen new schedules for almost all of Victory Division's routes.
contents:
use the search function of your word processor to find articles
##A Short-term Improvements for SEPTA's RRD
##B Short-Term Improvements: Is There Room for Discussion?
##C Miquon Station Parking
##D Customer Service Volunteer Initiative Begins
##E Schedule Change Details: SEPTA, Amtrak, NJT, and MARC
##F Volunteer Cleanups
##G Governors: Highways First
**Commuter Rail Committee insert not available in this edition
##I Internal DVARP News
Newsletter
DVARP Mission and Goals
DVARP Organization and Election
##J Tidbits:
##K DVARP Membership Coupon
##L DVARP Phone & Voice-mail Directory
##A Short-term Improvements for SEPTA's RRD
Professors Vukan Vuchic, PhD, and Shinya Kikuchi, PhD, have teamed
together, along with six research fellows, to
produce a second report detailing improvements to SEPTA's RRD. This report
concentrates on improvements that can be made
with no, or minor, capital funds. Many recommendations are presented to
reduce costs, speed service, increase convenience,
and increase ridership and revenue. The improvements are designed to
coordinate with the long-term improvements
recommended in the previous report so that no wasted funds or effort result
from implementing both sets of recommendations.
The report gets right to the problem on page i: "...ridership is low
relative to the excellent coverage the network provides,
and it has a predominately declining trend. Moreover, financial results
are unsatisfactory: the Regional Rail Division's
operating ratio is considerably lower than the other SEPTA divisions'
ratios. There is a serious danger that the system will
continue along a "spiral" of increasing fares and/or service cuts -
decreasing ridership - reduced revenues - further fare increases
and/or service cuts." Chapter one identifies the major deficiencies from
the passengers' point of view: long headways, high
fares, inadequate information, virtually non-existent marketing,
inconvenient transfers, unsatisfactory scheduled speeds, and
unsatisfactory interior car cleanliness.
Chapter Two covers improving the train scheduling. The routes are
recommended to continue operating from one side of
the system to the other through the tunnel (that is, separating the routes
into 13 radial routes is not recommended.) The
researchers examined four methods of scheduling the trains. Independent
schedules, SEPTA's current method, was found to
make transferring among lines difficult. Separate lines with regular
interval operation on the 30th Street-Jenkintown section
was found difficult because of the many constraints (single track, Amtrak,
etc.). Regular interval operation of the 30th
Street-Jenkintown section with other lines operating as independent feeders
(i.e. transferring from Fox Chase shuttles at Wayne
Junction, etc.) was found to have more disadvantages than
advantages.
The fourth method, network-wide timed transfer system,
was found to increase the usefulness of the system. The idea
is similar to that used at Norristown where all the buses meet
hourly to allow passengers to make every transfer. Because
there are not enough tracks and platforms for every line, a
pattern of half the lines meeting every other interval was found
most practical. This maximized the transfer possibilities onto
the lines most likely to be used (Airport and Trenton) and minimized the
least likely combinations (such as Trenton to West
Trenton). The end result is that rescheduling trains could reduce the time
passengers spend waiting for connecting trains by
27%.
Chapter Two also examined schedules on individual lines, using Elwyn
as the example. The then current schedule (work
began in 1993) was found to suffer from irregular headways, excessively
long headways, increased sensitivity to delays, long
station standing times to board the accumulated passengers because of the
long headways, and failure to save costs from
short-turn trains by operating them the entire length of the line! Three
alternate schedules were studied: all local trains,
skip-stop service, and zonal service. The recommendation is a six-month
trial period of local trains every 20 minutes during
the peak travel periods (about three hours in the morning period studied).
Chapter Three tackles quality of facilities. SEPTA's portion of 30th
Street Station is found to have serious problems. Signs,
on trains and at stations, are also found woefully inadequate. Five
recommendations are made:
1. Prohibit food consumption on the trains.
2. Reintroduce, intensify, and make permanent the campaign for car
cleanliness.
3a. Announce instructions about cleanliness and food prohibition.
3b. Crews collect trash in cars at terminals.
4. Include correction of deficiencies at 30th Street in contract for
completing the renovations.
5. Correct some deficiencies at 30th Street immediately.
The report makes a good point about 30th Street: "...it is where
the greatest number of new passengers use the Regional Rail
System for the first time. This is also the location where SEPTA
loses the greatest number of potential passengers by the lack of
user-friendliness...."
Chapter Four provides 27 recommendations for other aspects of RRD:
1. Reduce the present intra-suburban fares to $1.50 and widely publicize
it.
2. Use of ticket machines and cancelling machines to reduce need for the
crews to collect fares.
3. Introduce $0.40 transfers between RRD and other divisions.
4. Monthly passes for students with reduced fares on RRD.
5. Strong incentives for off-peak group travel on RRD.
6. A serious effort to increase ridership at inner stations including:
- reduce fares to level of transit fares.
- increase frequency of service and weekend service (flag stops).
- provide extensive information about transfer possibilities.
- promote and market these innovations.
- try for one year, then close stations still with low ridership.
7. Install stanchions for standing passengers.
8. Expedite construction of Civic Center and Eastwick Stations.
9. Increase efficiency of crew operations:
- rules that crews must open all doors they can handle.
- improve training to handle crowds and delays.
- place designation signs at doors and at head of trains.
(The report also examines the strange train designations, such as
calling a train Secane Express when
it does not
stop to Secane but does go to Elwyn.)
10. Reduce crew size and redeploy crews on more frequent service.
11. Improve conditions for intermodal transfers.
12a. Reduce time through Center City Stations.
12b. Improve control of departures from outer terminals.
13. Reduce cushion times on lines without frequent delays, take cushion
before lines converge.
14. Increase ability to handle emergencies and adverse conditions--make
trains superior to driving in bad weather.
15. Introduce a telephone number with information on current delays.
16. Clearly designate Market East Station and mark all entrances to it.
17. Implement suggestions from October 1989 User-Friendly Services
Symposium.
18. Clearly designate paths between RRD/Amtrak/MFSE/Subway Surface at 30th
St.
19. Correct public timetables to show possible RRD transfers & fares.
20. Develop a convenient slogan for the system.
21a. Provide more (instead of longer) trains for special events.
21b. Develop a simple fare collection method for special events.
22. Make the Wednesday evening fare a "Round trip for one-way fare".
23. Develop a system of complete and correct information about the Airport
line.
24. Clarify relationship between R1 and R2 and present clear information.
25. Cooperate with City to get more airport employees to use the train.
26. Develop a marketing plan for the Airport line with new ideas.
27. Improve the joint SEPTA-NJT service to New York:
- name the service.
- publish a joint schedule.
- easy purchase of through and round trip tickets.
- appoint a person to facilitate transfers at Trenton.
- consider through-routing the trains.
- increase service frequency to 30 minutes and speed trips by
servingintermediate stations every 60 minutes on a
skip-stop basis.
The ball is now in SEPTA's court (or should we say the train is now in
SEPTA's station?). How about an improvement
of the month plan? We look forward to implementation of many improvements
from this report. CB
##B Short-Term Improvements: Is There Room for Discussion?
Professors Vuchic and Kikuchi have done a thorough job of searching
for potential improvements to SEPTA's RRD. Some
of the improvements should not be improvements, people are already being
paid to do them--such as putting the correct signs
on the trains. Others are improvements DVARP has championed for years--
such as through Philadelphia-New York operation
with NJT. However, there are some proposals that may warrant further
passenger input before changes are made.
One example is the provision of stanchions for short distance
passengers to stand. This may work well travelling toward
Center City. Long distance passengers get on first, fill up the seats, and
then short distance passengers get on and stand. The
first inefficiency comes at the first Center City station where leaving
passengers have to squeeze through an aisle full of
standees. The delays of this method can be easily checked on Route 10.
Potentially more serious is the ride home. In Center
City everyone has an equal chance for a seat. Some seats will be used by
short distance passengers. Long distance passengers
who stand, will then get a seat for the remainder of their trip. Or will
they? Maybe they will stand once and decide the hassle
factor is too much. One claimed advantage of the train is that the time
can be productively used--but that assumes a seat.
To clarify the report, we had a discussion about stanchions with
Professor Vuchic. Not covered in the report are the trains
now carrying standees, for example during delays or bad weather.
Stanchions would help those passengers. The report is not
proposing less capacity thereby causing standees. The report proposes
increasing ridership, which could result in standees at
times. The stanchions would be a contingency plan for those standees.
A less clear factor is eating on board. Today many people are trying
to squeeze two jobs, a family, and other activities
into the day. The train takes longer than driving, so cannot be used
unless somehow the time can be used for "double duty"
in a manner not possible while driving. For some passengers the train is
the necessary meal period. No eating, no using
SEPTA. Smoking is officially prohibited at subway stations, not that one
would know through the smoke cloud on the 30th
Street Subway Surface platform. Is the problem education, litter, or
incorrigible slobs? Yes, the trains are often rolling garbage
dumps, but is this the best solution?
Much effort is devoted to optimize transfers among lines with
infrequent service. A major constraint seems to be
Amtrak--cited as a problem by every operator from Washington to Boston. Is
there an opportunity for more frequent service
by coordinating all the services from Washington to Boston, such as
scheduling commuter trains to depart just after Amtrak
trains. If all the commuter lines ran about every 15 minutes, then
scheduling transfers goes away as a problem, as does needing
to optimally schedule for some portion of the hour. While the commuter
trains in each city would depart at "odd" times,
increased frequency of service might result in overall benefits for
passengers.
Another consideration for transfers is eliminating them by pairing the
lines most likely to transfer. R6 meets itself, R7
crosses itself--no wonder no one rides through. Attempting to get the
straightest route might work--like the R2 and R3 lines.
Should there be a study to determine if capital funds to change track
connections would result in long term ridership gains?
For example, would Amtrak corridor, R8 Chestnut Hill, and R7 Trenton
passengers all benefit if the trains went south at North
Philadelphia to Market East Station instead of detouring through Zoo
Junction? Such a connection could permit the Paoli line,
with many schools, to continue to Trenton--potentially eliminating many
transfers on weekends.
Ticket office hours are not addressed in the report. Even the rare
functioning ticket machine at outlying stations does not
provide passengers with warmth in winter, a feeling of safety at night, or
a restroom. In Center City, the long lines some
evenings and the number of potential passengers after closing ought to
justify at least a study of extending the hours at 30th
Street Station.
The report is quite instructive in many areas, presenting analysis so
the reader can understand how the recommendation was
reached and justified. Other areas, especially options not recommended,
are brushed aside. The report seems to indicate that
much analysis was done to reach the decision, but it is not presented,
denying a valuable learning opportunity--for example,
the data on feeders to a regular-interval trunk operation and how it was
determined not to be a good option.
As passengers, what recommendations do DVARP members have? What are
YOUR thoughts on the recommendations in
the study? What other low cost improvements could be made? Send your
thoughts to the post office box so the Commuter
Rail Committee can use them. Lets all work to make SEPTA the best system--
it would benefit all of us. CB
News Reports
##C Miquon Station Parking
We thank Robert B. Wolf for locating additional parking for Miquon station
passengers. He reports that on inquiring
into the shortage of parking, he was advised that the paper mill, which
operates across from Miquon Station, is happy to have
those using the trains to Philadelphia at Miquon park in their parking lot,
which has not been overcrowded for some time.
##D Customer Service Volunteer Initiative Begins
Sixty-five volunteers began evaluating SEPTA November 1. Marion J.
Colston, Chief Officer of Quality Assurance
Subway Elevated Division, began the formal process with an October 17
training program attended by about 45 of the
volunteers. The volunteers are to consider both the passenger's and
SEPTA's point of view. They are requested to report both
the good and the bad as they see it. The plan is to use the reports to
improve SEPTA so that it achieves its slogan of better
than driving. At the meeting SEPTA committed to achieving a 1995
subway/elevated Rider Report Card grade of B by making
improvements identified by the volunteers.
Volunteers have four forms to use, two per day. The forms measure
accessibility, quality of service, vehicle
equipment, and safety. The forms cover physical equipment conditions
(equipment malfunctions), site conditions (cleanliness),
and human performance (were you greeted with a smile, announcement of
stops). At the training session, Mr. Gambaccini
extended the program from subway/elevated to the entire system. After
trying to use the subway forms on buses, the DVARP
volunteers quickly developed a more suitable form for surface transit
routes. We eagerly await word of the improvements to
be made as the reports are submitted. The program is planned to last one
year. Please inform DVARP if you notice any
changes (better or worse) from this program. CB
##E Schedule Change Details
This is a traditional time to change schedules; passengers on all
railroad and intercity bus routes are urged to check
for new schedules before traveling. Amtrak, SEPTA RRD and Frontier issued
all new schedules. We have seen new schedules
for almost all of Victory Division's routes.
A quick look through the RRD schedules found the following changes:
SEPTA's Airport schedule shows the new
University City Station so that a change will not be necessary when the
station opens (expected "in December"). Times at all
the other stations remain unchanged. The Elwyn line also shows University
City station times without any other station times
affected. However, 40% of the trains no longer stop at Angora and almost
as many no longer stop at 49th Street. The
Wilmington schedule shows the University City Station. No additional time
appears to have been added for the new stop, but
some trains now operate at slightly different times.
Warminster trains times appear unchanged, except that service is
reduced at Wayne Junction, Crestmont and, Fulmor
Stations. One minute has been added to the running time of trains to West
Trenton; three minutes was added to one inbound
train. The Paoli format has been changed to make the type larger. A few
trains have minor time changes--sometimes a one
minute speedup--and stops have been slightly rearranged between trains.
The Doylestown schedule has also been printed with
larger type. The only train change appears to be elimination of the one
daily stop at Elkins Park, again without a change in
times at other stops. The only R change appears to be the first weekday
inbound train running ten minutes later. Shawmont
remains open. R7 has a few minor time changes (as do some connecting NJT
trains). Trains continue to stop at Wissinoming.
Passengers using R8 have the most changes. Almost all trains were changed
by one to ten minutes. Westmoreland was
abandoned. Good news is an added early morning train from Fox Chase at
5:55 arriving in Chestnut Hill at 7:00. This is the
second early morning train added to Chestnut Hill West this year.
Bicycle permits appear easier to obtain. A new note in the RRD
schedules states that permits "are now available at
all Railroad Station Ticket Offices and 69th Street Terminal. Bicycles are
permitted on all Regional Rail Lines, the Broad
Street and Market-Frankford Lines and the Route 100. Please see agents for
details." We believe that there are still
regulations on the number of bicycles and the hours they may be brought
aboard are.
On Frontier Division several significant service enhancements began.
Route 93 Sunday service was extended from
Eagleville to Collegeville. However, passengers are urged to check
carefully because the column headings in the schedule
seem to be incorrect--the center columns look like Collegeville and the
other headings look like they should be moved over one
column toward the sides. The weekday Route 93 schedule now shows
connecting R6 trains. Sunday service was also added
for Routes 94 and 96 as far as Lansdale. Many weekday Route 97 trips were
extended to Plymouth Meeting Mall. Connecting
trains now show in the Route 130 schedule. 2XX series have minor changes
to match changed train times.
Suburban schedules now have the new look of other SEPTA transit schedules.
Route 100 shows the same 20 minute
headway for both Saturday and Sunday (most likely to allow for continuing
construction). Route 112 has a zone boundary
change: from Manoa Rd. to Eagle Rd. Route 112 also describes a new(?)
SEPTA policy: "If you wish to board in an area
not clearly identified as a transit stop, please stand in a position that
is safe and visible to the bus operator. Signal the operator
as the vehicle approaches. He/She will stop at or near the area as
dictated by safety." This policy does appear more cost-
effective that attempting to install and maintain a large number of bus
stop signs along some of the more outer suburban routes.
Route 114 also had a fare zone adjustment in Crum Lynne-from Ridley Ave. to
Fairview Rd. CB
Amtrak has added a new early morning New York to Washington train which
departs Philadelphia at 7:00am. North
of New York City, there has been a significant expansion of New England
Express service. Reservations are required on all
New England Express trains north of Penn Station even when the trains
operate unreserved between Washington and New York.
Florida service was revised and the Capital Limited converted to
Superliners.
In conjunction with the schedule changes, Amtrak revised fares. Round trip
fares were eliminated. Passengers may
still buy round trip tickets, but the fare in made from two one-way fares.
Peak periods were changed and now vary by city-pair.
For example, discount tickets are restricted for travel from Philadelphia
to New York on Fridays, but are not restricted from
Philadelphia to Washington. Where restrictions apply, they are generally
at holiday periods and Fridays from 1pm to 7pm.
New fares are expected to be higher for some passengers, but lower for
others.
MARC has new Camden line express service, NJT increased Raritan Valley
service and began service to Hackettstown.
The new host for SEPTA and Amtrak schedules on computer is LIBERTYNET.
Sponsored by the University City
Science Center and Bell Atlantic, LIBERTYNET is an experiment in community
networking. It is currently accessible at
Internet address LIBERTYNET.ORG. Existing links to the schedule
information on services like PENNINFO are still valid.
DVARP expects to be joining this project soon. (Thanks to MM for Corridor
analysis.)
##F Volunteer Cleanups
Lansdowne and Carpenter Stations recently benefitted from volunteer help.
The Mt. Airy Times/Express
photographed the Carpenter Station effort with DVARP member John Wireman
heading the lineup.
Member Action Section of Newsletter
##G Governors: Highways First
Bad news in the October 24 issue of Passenger Transport. The National
Governors' Association (NGA) is pushing
the US DOT to finalize the highway system (NHS) before considering a system
(NTS) that would include public transportation.
After the election, DVARP members are urged to write the Governors urging
them to support an expanded role for public
transportation in the Pennsylvania, New Jersey, and Delaware region. CB
Views and Opinions Section of Newsletter
This month's views and opinions section is a special insert, pages CRC-1 to
CRC-4 provided by the Commuter Rail
Committee.
##I Internal DVARP News Section of Newsletter
Newsletter
Members may notice changes in our newsletter last month and this
month. We are trying to implement several improvements. First, we are
trying to clearly indicate the purpose of the articles. In the past, there
was often a lack of clarity between what was a review of events/news,
analysis of events/news, and individual member opinions and ideas presented
for discussion. This month we have attempted to clearly indicate the type
of material.
Second, we are trying to simplify production of the newsletter. We
have two goals to reach. Reducing the volunteer time required to produce
the newsletter enables those hours to be used more directly for expanding
and improving the public transportation system. The other
goal is to reduce the need for advanced skills, so that more members can
participate, thus reducing the burden on specific members.
Member suggestions are solicited. How can we make this newsletter
more useful and effective? What can we do to reduce preparation time?
What is important to YOU in the newsletter? Is the size, shape, or format
important? CB
DVARP Mission and Goals John Dawson
An updated DVARP mission and goals were approved at the October 15
meeting.
DVARP's mission is to promote public rail transportation in all its forms,
from local transit to intercity, to ensure that it is adequately funded, to
see that it is an integral part of our transportation system, to increase
public acceptance and ridership, and to work to improve its efficiency
and effectiveness. To accomplish our mission we need to work toward the
following goals:
1). To increase political support for public transportation. This means
communicating with our elected officials at federal, state, county, and
municipal levels, testifying at public hearings, writing letters to
newspapers, and generally stimulating public discussion of the issues.
2). To encourage use of public transportation. This is really a marketing
function. We should be trying to increase awareness of transit and to
encourage its use. E.g., we can point out that the Route 76 bus connects
Center City rail stations with the zoo and the art museum, and that
it can be ridden free on weekends with a family rail ticket; or we can
encourage the National Park Service to include transit information when
providing directions to its facilities.
3). To act as a consumer advocate. Our members are certainly familiar with
the various facets of the rail system, and know what works and what does
not. We can work to correct problems and redress grievances.
4). To help formulate long-range plans. The transportation planning
process today is much more open to public participation than it has ever
been before, thanks to ISTEA. We need DVARP and allied organizations to
see that rail alternatives receive proper consideration; otherwise we
are likely to get nothing but highways. we can participate at hearings and
other public forums, we can write letters to officials and to newspapers,
and we can promulgate ideas through our newspaper.
DVARP Organization and Election
The members at the October 15 meeting recommended that DVARP change to
a Board of Directors organizational format. They felt this would
facilitate future growth and increase effectiveness. Several years of
continual growth in membership and projects has both placed
increasing burdens on the small number of officers and limited the
opportunities for additional members to participate. Boards were felt to
be a more common and recognized structure among other large community and
environmental organizations.
An important benefit of a Board is efficiency at meetings. As
meetings become larger, the time required for each member to participate in
the discussion causes the meetings to become so long that persons are
unwilling to expend the time. Focusing discussions by topic at
smaller committees should shorten the meetings and allow more members to
participate throughout the organization. A side benefit is that committee
meetings would not be distracted by discussions from persons not interested
in the topic, but feeling compelled to offer their comments
at larger, multi-topic meetings. By attending the committee meetings of
specific interest, members would not lose time while other topics are
discusssed.
The proposed Board would be filled by general membership election.
Members who would like to be on the Board are encouraged to send their
name, town/township, county, state, and a brief statement for publication
on the ballot. This information must be received before
the December newsletter is prepared for printing. The target date to begin
preparation is Thanksgiving. The next newsletter will contain a ballot
with which members can vote on changing to a Board or continuing with the
present officers structure and can vote on the directors to take
office if the structure change is approved.
The detailed proposal approved at the meeting is:
1) DVARP should replace the existing leadership structure with a nine(9)
member Board of Directors. The Board of Directors shall be elected once
yearly through voting ballots cast by the General Membership. Each
Director
shall be elected by obtaining the largest majority of the popular vote from
the General Membership ballots received.
2) The Board of Directors shall elect the President and Vice President of
DVARP. The candidates must be Directors.
3) The following positions shall be appointed by the President of DVARP
contingent on approval by the Board of Directors.
A) Treasurer
B) Secretary
C) Public Relations Coordinator
D) Volunteer Coordinator
E) Editor
F) All Committee Chairs
4) The Board of Directors shall have exclusive franchise to vote for policy
and administrative decisions. All votes will be held at the scheduled
meeting of the Board of Directors. The Board of Directors shall meet at
least
monthly. Such meetings shall be announced in advance and open to the
General Membership to attend.
5) Input from the General Membership should occur at the committee level,
thus shaping policy recommendations from the committee. Any General Member
should be allowed to participate at any committee meeting. Such
meetings shall be scheduled and announced in advance.
6) Input from the General membership at the Board of Directors meeting
should be limited to a specific time allotment per each issue.
##J Tidbits:
Passenger Transport recently reported that 69 percent of SEPTA passengers
surveyed read while commuting. SEPTA has quickly developed a deal for
passengers. Flyers have appeared offering the Daily News for half-price to
TrailPass purchasers. There are no details, members
who buy the Daily News are encouraged to investigate.
SEPTA has also issued the annual slippery rail flyer. Passengers are
advised to allow extra time on damp mornings in November.
##K DVARP Membership Coupon
Yes, I want to support improved passenger train and transit service in our
region. Here are my DVARP dues for 1995.
Name
Address
City, State, Zip
Phone (optional) H: W:
Please choose a membership category below, enclose check, and mail to:
DVARP, Box 7505, Philadelphia, Pa. 19101-7505
[] Supporting $25.00[] Family $20.00[] Regular $15.00 ($16 in 1995)
[] Sustaining $50.00[] Patron $75.00[] Benefactor $100.00
[] Under 21, over 65, student, retired, unemployed $7.50
Members using this coupon to renew, please enter membership number from top
left of label:
##L DVARP Phone & Voice-mail Directory
DVARP main number (voice mail line) 215-222-3373
9 Chuck Bode, President 215-222-3373
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 Mark Sanders, 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
Dan Radack, Bicycle Coordinator 215-232-6303
Computer e-mail (internet) dvarp@libertynet.org
