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Delaware Valley Rail Passenger Vol 13 No 04
The Delaware Valley Rail Passenger
April 1995
Vol. XIII, No. 4
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
Four Important Meetings
*Amtrak Public Forum: May 3, 4:00--City Hall
*NARP Region III Meeting: May 13, 9:30--The Bourse
SEPTA Budget Hearings:
*Capital Budget--May 24, 10:00--714 Market
*Operating Budget--May 15, 16, 22, and 23
Inside The Delaware Valley Rail PassengerI
1-4 Amtrak finances on center stage, crisis could cost SEPTA
millions.
4-5 On the Railroad Lines: University City station opens;
Settlement with SEPTA conductors Paoli track maintenance will delay
trains; NEW! Monthly SEPTA on-time figures!
6 Important SEPTA budget hearings in May--DVARP at work!
6 Third rail in the tunnel for Newtown trains? DVARPUs Board hears
all the options.
7 South Jersey News: DVARP statement on Atlantic City service
improvements.
9 Amtrak schedules online; Rail history events in PA; Amtrak college
special.
10-11 Up and Down the Corridor, Dates of Interest, DVARP Directory,
Membership Coupon
DVARP President: Donald Nigro
Newsletter Editor: Matthew D. Mitchell
for other officers and committee chairs, see page 11
entire contents copyright ) 1995 DVARP, except photos ) 1995 credited
photographers
Opinions expressed in The Delaware Valley Rail Passenger are not
necessarily those of DVARP or its members. We welcome your comments:
call 215-222-3373
Amtrak to Slash Service Again
Philadelphia Losing Both Chicago Trains
by Matthew Mitchell
After a news conference early this month, Amtrak announced the next and
supposedly final round of cuts in service, to take effect in June.
Long-distance trains were targetted in this move; last monthUs cuts hit
short-distance services like the Harrisburg and Atlantic City routes as
well as a handful of long-distance trains. Philadelphia will lose all
direct train service to Chicago: as the Broadway Limited will be turned
back at Pittsburgh and the Cardinal will terminate in Cincinnati. With
these cuts, nearly all of AmtrakUs long-distance routes will be served
less than seven days a week. Several short-distance trains in and out
of Chicago will also be cut to less than daily.
The cuts were shaped by several considerations: contracts to haul U.S.
mail, Federal labor protection laws, and Amtrak President Tom DownsU
drive to retire all of the Heritage Fleet sleepers and diners. Other
cuts in frequency include the City of New Orleans, down to five trips a
week, and the California Zephyr, down to quad-weekly. The Houston
section of the Texas Eagle would be eliminated. The effective date of
the Broadway, Cardinal, and Eagle cuts will be September 10; all the
other cuts will take effect June 11. Downs claimed these would be the
last service cuts in his plan to balance AmtrakUs budget.
In a statement released by the White House, President Clinton endorsed
the cuts, but said he remained Rcommitted to the future of rail
passenger service in this country.S No immediate response from
congressional Republicans was reported.--MDM
Amtrak Forum Coming to Philadelphia
Amtrak President Tom Downs and members of AmtrakUs Board of Directors
are attending a nation-wide series of seven meetings on the future
mission of the national passenger railroad. Governor Ridge and Mayor
Rendell are hosting the meeting in the Council Chambers at City Hall in
Philadelphia May 3 from 4:00 to 6:00. DVARP and other regional ARPs
will represent the interests of Amtrak riders at the meeting.
The public is being invited to ask questions and make suggestions at the
meeting. Discussion is supposed to focus on big-picture issues like
AmtrakUs role in solving energy, environmental, and traffic problems;
rather than on the recent layoffs of employees and cuts in service. But
criticism of the latter will be inevitable.
Written comments are being accepted from people who cannot attend the
meeting, or who do not get enough time to speak. Send your comments to:
AmtrakUs Future, 60 Massachusetts Ave. NE, Washington DC 20002. DVARP
would appreciate a copy of your letters.--MDM
From the Editor's Seat:
Thanks For Waiting
Sorry for the delay in getting this newsletter to you. These things are
inevitable in an all-volunteer organization. WeUll work ourselves back
to our usual schedule over the next couple of months.
Regional Cooperation, Not Regional Government
The issue of regionalism is much in the news this year; and
transportation and public transit issues are a big part of it. While I
agree with the objectives of regionalism proponents, I see the potential
for our regionwide gains on public transit to get dragged down if we
expect regionalization of government to be the means by which we make
further progress.
The regionalists understand the issues. They deserve recognition for
bringing the faults of our present system to attention. With our
fractured planning process, a township controls development within its
borders: keeping the benefits, but exporting the costs. WeUre realizing
that auto-dominated suburban sprawl is destroying our quality of life
regionwide. Something has to change so that the common good is not
sacrificed to the interests of a few.
Though the Inquirer feature last month didnUt mention it, formation of a
new level of government, or some super-agency, has usually been seen as
the means by which we TfixU the problems of our present system. ThatUs
where I part company. Not only is a new regional government politically
impossible, it wonUt make things much better.
When you talk to suburban residents about Tbreaking down the borders,U
many of them see their kids being bused into inferior city schools.
Meanwhile, a lot of city people see regionalization as a dilution of
minority political power. Either of those will be sufficient to sink a
regional government before it ever gets launched. The Inquirer thinks
IUm being a defeatist for saying it, but I think mine is the optimistUs
position: the problems aren't so intractible that we need a whole new
level of government to fix them.
Take the big three issues the regionalists cite: the problems in land
use and development planning I mentioned above can be adequately
addressed by the counties, with the Delaware Valley Regional Planning
Commission active in an advisory role. All we need is a means for the
counties to veto township decisions which place an unacceptable burden
on the rest of the public. Regional assets like public transit and the
ports are already in the hands of regional agencies with specific,
limited functions.
And relieving the City of Philadelphia of its heavy burden of social
service needs can be done by turning those programs over to the state.
Even though the Rendell administration has come a long way in restoring
City governmentUs credibility, nobody is going to be willing to pour
money into the city without having oversight over how the money is
spent. Other stuff, like information systems and marketing the region
as a tourist destination, is trivia. And despite the ink they got in
the Inquirer, the schools won't be helped at all by regionalization.
The better alternative is strengthening what we already have,
particularly the counties. Spending most of last year in Maryland, I
saw first-hand how a strong-county model can prepare a region for its
future. It gives sufficient structure to control and even reverse the
problems brought on by auto-dominated policies of the past while it
respects community choices and fosters a diversity of communities.
The key to building great communities, city or suburban, is getting
people involved. Shifting power to a handful of well-meaning, well-
qualified technocrats in a regional agency would be the civic equivalent
of replacing the town square and train station with a turnpike
interchange.
We who have the goal of making our communities better by replacing our
failed auto-dominated transport policies, should not allow the
regionalism issue to distract us. If SEPTA is held up as the
centerpiece of a new regional system, it will take a big fall when the
public says RNo.S--MDM
TWU Settles After Two-Week Strike
[editorUs note: With the extensive coverage given to the transit strike
by the newspapers and other media, telling the whole story here would be
repetitive.]
A two-week strike by members of the Transportation Workers Union against
SEPTAUs City and Suburban Transit Divisions was finally resolved when
labor and management found sufficient . With seven commuter rail lines
the only regular SEPTA service in Philadelphia, Railroad ridership
swelled by almost 50 percent. Special steps were taken by management to
alleviate the crush of riders in Center City, even though trains were
lengthened to accomodate the extra passenger load. Riders were
inconvenienced in several ways; standing-room-only on the trains, Tpass-
upsU of riders at inner-city stations, and long lines to board homeward
trains, to name a few. All in all, management, businesses, and
passengers teamed up to to cope.
The strike came after a week-long cooling-off period, and numerous
impasses in negotiations. TWU President Harry Lombardo insisted on 3
percent wage increases each year of the contract plus fringe benefit
improvements; while SEPTA General Manager Lou Gambaccini said SEPTA had
no money to pay for raises, and could not count on any additional
subsidies from Washington or Harrisburg. SEPTA quickly acceded to the
TWU demand for continuation of no-layoff and no-part-time-workers
clauses, but talks broke down over wages and benefits. In the end, both
sides were accomodated in a deal which could have been reached without a
strike; SEPTA dedicated further savings in claims and other
administrative costs to the new contract, instead of improving service,
while TWU finally accepted a Tback-loadedU wage package which reduced
its budgetary impact. The strike which occurred in the meantime hurt
TWU: the city was not shut down, while several attempts to disrupt
railroad service and highway traffic did little to build public sympathy
for the strikers.
SEPTA offered a transit fare sale in the days following the settlement,
to welcome riders back to the system. Refunds are being offered for
passengers who did not use their passes on commuter trains; see the
SEPTA Customer Service offices at Suburban Station and other locations
for details. It is too early to see whether the strike has caused a
permanent drop in transit ridership; rebuilding ridership is crucial to
SEPTAUs long-term health.--MDM
More Amtrak Bills on Capitol Hill
Three more Amtrak bills have been introduced in Congress. Four
Democratic senators have introduced a RRail Investment ActS (S.674)
which would continue to authorize operating funds for Amtrak and
reimbursement for some discriminatory taxes Amtrak has to pay. Where it
would be most useful is in increasing capital investment for trains,
stations, and tracks. That will help Amtrak move towards its goal of
breaking even on its operating expenses. Tom Downs has cited a shortage
of capital as one reason for AmtrakUs present predicament.
Some business-as-usual was included in the bill for the home states of
the sponsoring senators: Exon and Dorgan would get a Federally-mandated
study of Amtrak service in the upper Midwest, from Omaha to Kansas City,
and beyond. Kerry gets provisions for a third track in Massachussets
and Rhode Island, for local freight carrier Providence and Worcester and
for a rail link in the new Boston Harbor tunnel; and Moynihan gets
funding authorization for the new Amtrak station in New York City.
President ClintonUs RAmtrak Restructuring ActS (HR.1437) introduced in
the House this month would make several administrative changes, while
putting Amtrak on a course to zero operating subsidy by 2001. It
provides less money for capital needs and more short-term operating
funds than does S.674.
A third bill sponsored by Sen. Simon (D-IL) would establish a trust fund
for Amtrak, using a small piece of the Federal tax on gasoline. NARP
and other Amtrak allies have lobbied long and hard for a dedicated
RAmpennyS of the gas tax, arguing that investing in Amtrak is much
cheaper than expanding highways.
No action was taken yet on the anti-Amtrak bills reported on here last
month. Committee evaluation of all the bills is expected to take place
soon, as members of Congress return from their April recess.--MDM
On the Railroad LinesI
Amtrak Crisis Threatens Commuters
Frank Wilson, New JerseyUs Transportation Commissioner, warned last
month that Amtrak is planning to sock Northeast commuter rail operators
with a big increase in trackage rights fees as a means of balancing the
Amtrak budget. A total figure of $60 million is being talked about.
Operators who use Amtrak facilities are Boston MBTA, Connecticut Shore
Line East, New York MTA, NJ Transit, SEPTA, MARC, and Virginia Railway
Express.
Under Federal rules, Amtrak must charge the commuter operators only the
costs Amtrak would avoid if the commuter trains were not operated on its
lines. But considering the widespread debate over the accounting
figures Amtrak used to justify its 1995 service cuts, this could be a
big source of tension.
SEPTA Accord with UTU
While SEPTAUs transit workers were out on strike, a contract settlement
between the SEPTAUs Railroad Division and the United Transportation
Union was reached. UTU Local 61 represents conductors and assistant
conductors on the railroad.
Federal law limits the rail workersU right to strike, so protracted
negotiations are the rule in the rail industry. UTU members had worked
for over a year without a contract, and the new three-year pact is
retroactive. Feelings grew hard during the negotiations, but never
reached the levels of the TWU strike. Details of the contract were not
available at press time.
University City: Finally!
The new station on Convention Ave. at the corner of South Street will
finally open April 24 after about 18 months of construction. The
station will be served by R1-Airport, R2-Wilmington, and R3-Elwyn
trains, as shown in the new timetables. RRD passengers on other lines
may find it easier and cheaper to transfer at 30th Street for the two-
minute ride to the new station than to walk to their destination or use
the irregular bus service. Passengers transferring to the R1, R2, or R3
should inform the conductor when their ticket is collected.
The $5-6 million project is the first all-new station in the City since
Temple University. It was planned in anticipation of expanding hospital
and other employment in nearby University City. That planning did not
consider the likely closing of the Civic Center nor what will replace
it.
Station construction (managed by the City of Philadelphia, not SEPTA)
was a complex job because about 1/2 mile of northbound R3 trackage had
to be slewed east about 20 feet to create space for the high-level
platform between the tracks at the new station. A series of other
problems plagued the project and led to several delays in opening the
station.
The new station is a colorful presence, with its shed and stairways
painted bright red. The main entrance, with ticket office (open six
days a week) and elevator, is behind the Penn Tower Hotel next to the
Civic Center. The secondary exit to South St. is opposite Franklin
Field.
SEPTA has proposed a new bus loop through University City as a means of
making service more convenient and increasing ridership. New parts of
the medical center and the University of Pennsylvania campus are a good
deal further from existing rail stations than older parts. But money is
the obstacle to the new bus. SEPTA had intended to use savings from a
West Philadelphia bus route reorganization to pay for the new route, but
that plan was ill-received by the public and has been shelved.--FMD
R3--Signal Project Delayed
A weekend shuttle bus substitution for signal work on the Elwyn Line has
been postponed due to the transit strike. Watch for flyers with the new
dates.
R5--Work to Cause Delays
SEPTA has informed Paoli Line riders that Amtrak maintenance crews will
be working on their tracks from now through June. The work will take
one track out of service. In April, inbound trains will use the express
track from Paoli to Bryn Mawr; In May, the outbound express track will
be closed, and in June, all outbound trains will use the express track
from Overbrook to Paoli.
All of these operations can be expected to cause minor delays at all
times for added switching time and possible traffic congestion. The
operations on the express track will cause further delays, especially
during the rush hour, when passengers will have to use the temporary
wooden platforms and use two doors only. Listen closely for special
boarding and detraining announcements.
SEPTA Regional Rail Division
February and March On-time Performance
courtesy SEPTA, Libertynet
Feb Mar
At Suburban Statiom 90.3% 92.7%
At Final Destination 88.8% 89.6%
Peak 86.4% 88.1%
Off Peak 89.3% 91.0%
Trains Cancelled 0.1% 0.5%
Trains over 15 minutes late 1.8% 1.7%
Individual Lines
R1 Airport 97.1% 96.6%
R2 Wilmington/Warminster 92.7% 92.4%
R3 West Trenton/Elwyn 83.2% 84.8%
R5 Doylestown Parkesburg 87.1% 84.8%
R6 Cynwyd/Norristown 89.6% 92.4%
R7 Trenton/Chestnut Hill East 85.6% 91.2%
R8 Chestnut Hill West/Fox Chase 87.5% 88.6%
Transit News Update
Schedule Change Highlights
The winter schedule revision on SEPTAUs City Transit Division brought
only modest changes. Night-Owl service on the Broad St. line has been
revised for better connections. The only subway-surface change was the
cutting back of a two-car Route 36 train to a single trolley.
Trackless trolley service will return to routes 59 and 75 sometime in
Rmid-spring.S On the bus side, express service was restored to Route
22, and additional peak-hour Route L service has been added between
Chestnut Hill and Plymouth Meeting. Route 88 schedules now show
connections with R3 trains.
RIDE Improves Phone Info
SEPTAUs new automated schedule-by-phone service went into service
recently on the 215-580-7800 line. A special number has been assigned
to each time point on every SEPTA route. When you enter that code, and
the time you want to travel, SEPTAUs computer can tell you when the bus
or trolley is to arrive. It takes a little time to learn how to use it,
but once you get the hang of it, and write down the numbers of the stops
you use frequently, it is quite easy, and faster than waiting on hold.
New Museum Coming
A new SEPTA transit museum is slated to open at Trolleyfest T95 this
fall. The museum will cover parts of three floors at SEPTAUs new 1234
Market headquarters: concourse, street level, and mezzanine. Donations
or loans of museum exhibits such as pictures and memorabilia are being
sought. Contact SEPTA Transit Museum, 841 Chestnut St., 5th Floor.
Philadelphia, 19107.
APTA Responds to Deficit
Recognizing the fiscal pressures of the day, the American Public Transit
Association testified before Congress that shifting Federal spending
from operating subsidies to capital investment would result in one-time
deficit reduction. Recognizing differing needs of transit operators,
APTA proposes a procedure where operating funds could be traded for
capital funds. This would also be consistent with Administration and
Congressional goals of giving states and localities more say in how
Federal dollars are used.
In return for doing their share to balance the budget, the agencies
represented by APTA want relief from Federal regulations which increase
the cost of transit service. Reform of procurement rules, charter
restrictions, and labor protection provisions would enable transit
operators to work more like private-sector companies.
Industry News
Locomotive and passenger car builder MK Rail Systems is in technical
default on over $200 million in debt. The only area railroad with cars
on order from MK is Amtrak. Cost overruns on the Viewliners are cited
as part of the reason for MKUs fiscal woes.
ABB, builder of SEPTAUs new El cars, will be merging with Daimler-BenzUs
rail subsidiary. ABB itself is the product of mergers earlier this
decade. The deal is not expected to affect current contracts.
Credits
News compiled by Matthew Mitchell and correspondents: Howard Bender,
John Dawson, F. Miles Day, John Hay, Bob Machler, Don Nigro,
Sharon Shneyer, John Wireman
Apologies to Betsey Clark, who was omitted from last monthUs list of
contributors.
Additional news from BITNET, USENET, Mobilizing the Region, Philadelphia
Inquirer.
Your news tips are always welcome!
Phone 215-222-3373, message box 3
or mail them to DVARP
SEPTA Sets Budget Hearings for Next Month
The riding public gets its chance to speak up about SEPTAUs construction
and service priorities in public budget hearings to be held during May.
A task force made up of members of DVARPUs Commuter Rail and Transit
Committees is already at work on hearing statements which will be
finalized in time for the May 20 DVARP meeting.
DVARP has had a long history of constructive involvement in the SEPTA
budget and planning process. While these hearings rarely make the
evening headlines, their consequences are immense. Many of DVARPUs
victories, such as reversing the early-90s trend of SEPTA service cuts
and getting SEPTA to market its services more aggressively, stem from
points made at these hearings--sometimes over and over again over
several years. Most of the improvements and increased accountability in
SEPTAUs budget and planning process are the product of DVARP
recommendations
The Operating Budget includes everyday expenses like salaries,
electricity to power the trains, routine maintenance of tracks and
stations, and also revenue items including fares and subsidies. These
hearings are also traditionally a chance for individuals to comment
about the service and make suggestions to SEPTA. By law, a set of
proposed service standards must also be considered along with the
budget; the standards are supposed to tell the public what it gets in
return for investing in SEPTA.
The Capital Budget and Plan is even more important in the long run, yet
itUs public hearing rarely attracts many people. This document lays out
the priorities for rebuilding our transit and rail infrastructure and
for expanding service. The hearing has often been the only chance for
SEPTA passengers to comment on projects which greatly affect their
travel. Almost annually, DVARP finds itself having to oppose one or
more projects which are either Tgold-plated,U not cost-effective, or too
vaguely defined to prove that SEPTA is spending our money wisely. DVARP
is often the only outsider who has examined budgets so thoroughly as to
be able to find and call attention to these points; itUs a critical part
of our mission.
Copies of the proposed budgets will be available to read at DVARPUs
Board meeting May 20. The operating budget hearings will be held May 15
in Doylestown and Norristown, May 16 in West Chester, May 22 in Media,
and May 23 in Philadelphia (morning and evening). The single capital
budget hearing is May 24 in Philadelphia. See page 10 for exact
locations and times.
Interested persons who cannot attend the hearings may submit written
comments which will be given just as much consideration as those made in
person. Send them to RHearing Examiner, c/o SEPTA Board, 714 Market
St., Third Floor, PhiladelphiaS and be sure to specify which document
you are commenting on.
DVARP Involved in Newtown Planning
After blowing the whistle on plans for a shuttle service which would do
little to attract customers, DVARP is evaluating a series of
alternatives put forth by SEPTA in response. The proposals were issued
at a Board committee meeting March 16, and discussed at DVARPUs meeting
two days later. The plans run the gamut from full electrification (the
entire Fox Chase route or just Newtown to an R3 connection at
Bethayres), to diesel shuttle trains (passengers change at Fox Chase,
Bethayres, or R2 Fulmor).
A new possibility was revealed at the Board meeting: dual-mode
locomotives, able to run on third-rail electricity or their own diesel
engines. These units would give a single-seat ride from Newtown to
Center City without the need to electrify the entire line. But dual-
mode service is not as easy as installing a third rail and turning on
the electricity. Several engineering challenges need to be met. Third
rail is usually DC while SEPTAUs present overhead electrification is AC.
Electrifying tracks in both systems complicates the signalling system,
but was done at Penn Station in New York.
Rodney FiskUs TNewtown InterurbanU plan of a privatized service using
self-propelled cars of German design remains under consideration. SEPTA
Board members were very interested in this alternative, but DVARPUs
Board was cooler.
DVARPUs Board examined the information released by SEPTA, discussed the
issues, and decided to ask SEPTA to provide more specific cost
projections for several of the alternatives.
DVARP also recommended changes to several of the plans. It is yet to be
seen whether SEPTA will include the latest DVARP suggestions, though
SEPTA has been much more willing to consider outside opinions than in
the past.
While SEPTA is reviewing DVARP proposals on the capital component of the
project, DVARP has turned to operating and scheduling considerations.
The Newtown Branch is single-track, and signalled only at the Bethayres
R3 crossing. Operating at speeds of 60 mph or more requires signals to
be installed the length of the line; while operating as extensive a
service as is done on most of SEPTAUs other lines would require one or
more sidings to be installed. Both would add significantly to the cost
of the project.
DVARP is looking at an incremental approach to Newtown service, where
the trains could start running as soon and as for as little money as
practical. Improvements would be made as ridership growth warrants. It
is unlikely that the trains could serve both peak-direction and reverse
commuters without costly improvements.
It has become clear that one of the objections from Montgomery County
residents near the line is that electrification would mean that more
trees near the tracks would have to be cut down.
Station spacing and placement were also discussed at the DVARP meeting.
Commuter Rail Committee chairman John Pawson displayed maps of the route
for Board members to study. DVARP endorsed a State St. terminal in
Newtown, which would eliminate several grade crossings and hundreds of
thousands of dollars from the budget, and two minutes or so from the
schedules. Local leaders in Newtown are agreeing with this idea.
Now that all the plans are on the table, the next step in the process is
to rule out those plans which have the least chance of success, and to
refine the remaining plans. DVARP will stay in contact with both SEPTA
and with county and local officials.--MDM
NJT Upgrades A.C. Train Service
by Donald Nigro
The Board of New Jersey Transit (NJT) unanimously approved, on March 28,
a recommendation by NJT management to preserve and upgrade Atlantic City
train service while keeping fares constant. The strengthened commitment
to the line will remain for at least one year. After one year, the
agency will review the lineUs performance and decide whether to maintain
the service.
In the weeks previous to the decision, there was ominous talk that
commuter rail service to Atlantic City would have to be eliminated as a
result of AmtrakUs decision to shut down intercity service on the
Atlantic City line.
With Amtrak gone from the line, NJT must bear all the cost of
maintaining and dispatching the rail line rather than sharing the cost
with Amtrak. It is this cost that made some question the economic
feasibility of continued NJT service.
Effective April 2, the number of roundtrips continuing to and
originating from Philadelphia increased from six to nine. This number
will go up to eleven once a board authorized $1.3 million fueling pad is
constructed.
Currently, Amtrak fuels NJ TransitUs trains at 30th Street Station at a
charge of $240,000 a month. Once the fueling pad is constructed in
Atlantic City, expected within six months, it will not only enable an
increase in the Philadelphia roundtrips, it will allow for a significant
savings in operating costs for the line.
Marketing for the Atlantic City Line will increase. Currently, the line
is one of the regionUs best kept secrets. NJT is undertaking a $100,000
advertising campaign to promote the convenient connection to the lineUs
two terminus points, Atlantic City and Philadelphia. Furthermore, the
Atlantic City Press reports that the Casino Association of New Jersey is
considering a joint marketing effort with NJT and the Atlantic City
Convention and Visitors Authority to attract more passengers to the
line.
The Atlantic City Convention and Visitors Authority has already pledged
to help promote the rail line by including it in its marketing and
advertising materials.
Eight of the twelve casinos support their employeeUs daily commutes on
the line with a monthly $15 TransitCheck. NJT would like all twelve
casinos to participate in the program. The holdouts (as claimed by NJT)
are Trump Castle, the Claridge, the Sands, and Caesars. Atlantic CityUs
casinos are also being encouraged to offer gamblers who take the train
the same promotional incentives as those who arrive by bus or
automobile. A few have done so.
In the weeks prior to the March 28 NJT Board decision, DVARPUs leafleting
campaign alerted passengers of the pending decision and encouraged them
to call, write or fax the NJT Board; many of them did just that.
Through the leafleting campaign, DVARP clearly positioned itself as a
vibrant passenger advocacy group for the Atlantic City Line from the
perspective of the lineUs riders. This was evidenced at an NJT
sponsored public meeting in Atlantic City on March 21 regarding
alteration or abandonment of rail passenger service. At the meeting,
approximately 45 testimonies were presented, all strongly supporting the
line. When DVARP President Donald Nigro testified and introduced
himself, a roar of applause came from the passengers at the meeting.
Eight Suggestions for Accelerating Atlantic City Line Ridership Growth
1) Double the number of trips continuing to and originating from
Philadelphia, and fine tune the arrival and departure of a number of
these trains to well suit the Philadelphia job market. Presently, the
schedule offers a virtually unusable commuter service for the
Philadelphia job market;
2) Improve the travel time by eliminating the extra padding within the
schedule. The scheduled time from Philadelphia to Cherry Hill and
return should be 20 and 22 minutes respectively, not 23 to 30 minutes.
Allowing only two minutes padding, the Absecon to Atlantic City travel
time should be ten minutes, not 15 minutes as the present schedule
allows. The Atlantic City Rail Line, a fixed guideway system, should
offer a significant time advantage over the #551 Philadelphia-Atlantic
City bus; presently, it does not;
3) Improve reliability by loosening the stringent Delair Bridge
navigational opening requirements to that of the Tacony- Palmyra
Bridge. Furthermore, general infrastructure improvements on the Delair
Bridge and its embankments should be considered to allow for greater
speed and reliability;
4) Open pedestrian and automobile access to the Cherry Hill Station
from Route 38. Presently, this site is unquestionably the most
pedestrian-unfriendly station in the state. Its auto accessibility also
needs improvement;
5) In conjunction with doubling the number of trips continuing to and
originating from Philadelphia, cut back the transit redundancies by
rationalizing the #551 Philadelphia-Atlantic City bus service. Offer
#551 service into and out of Philadelphia only during the peak, for the
peak direction only. At all other times, have the bus originate and
terminate in CamdenUs Walter Rand Transportation Center;
6) Restructure Ocean City bus lines to offer well-coordinated feeder
service between Absecon Station and the Ocean City bus terminal via the
Garden State Parkway, even if initially only during the summer on the
weekends;
7) Seek to have NJ TransitUs Philadelphia-Atlantic City schedule
included in AmtrakUs Northeast Timetable; and
8) Improve access to Center City, Philadelphia. Through an agreement
with SEPTA, offer passengers a free transfer trip between 30th St.
Station, Suburban Station and Market East.--DN
The Hidden Subsidies:
Auto Research Boondoggle
The U.S. House Budget Committee says that Federally-funded research into
Tintelligent vehicle-highway systemsU is no more than Tcorporate
welfare.U Even if the research is successful, taxpayers would have to
pay 80 percent of the cost of those systems. Cutting the budget of this
program could pay for restoring all the Amtrak service which was cut
this year.
Meanwhile, the Cato Institute, a conservative/libertarian think tank,
discovered that Chrysler, Ford, and General Motors are getting $333
million in Federal subsidies for RNew Generation Vehicles.S This amount
is more than the annual operating subsidy for AmtrakUs entire system.
RThe Hidden SubsidiesS is an occasional series dedicated to shedding
light on imbalances in our present transportation policy.
Amtrak and Intercity News
NARP Regional Meeting in Philadelphia
After original plans for a meeting in upstate Pennsylvania fell through,
DVARP stepped in to serve as host of the Region III meeting of the
National Association of Railroad Passengers (NARP). The meeting will be
held Saturday, May 13, from 9:30 to 2:00 in the offices of the Delaware
Valley Regional Planning Commission, on the eighth floor of the Bourse
Building, Fifth and Market Sts. in Philadelphia. Use the Fourth St.
entrance of the building.
Several guest speakers, including elected officials and transportation
professionals, will address the meeting. The roster of speakers was not
finalized at press time. DVARP, NJ-ARP, Keystone ARP, and Delmarva Rail
Passenger Association will report on their activities at the meeting.
An optional SEPTA field trip will be made after the meeting, traveling
on the newly-renovated Norristown High-Speed Line, the R6 SEPTA train,
and the Market-Frankford Line.
The $15.00 registration fee will include lunch and other refreshments.
For reservations, send your check to Robert Machler, 9235 Convent Ave.,
Philadelphia PA 19114-3514. Checks should be made payable to Robert
Machler. For information, phone DVARP External Affairs Coordinator
Sharon Shneyer at 215-386-2644, or DVARP voice mail, 215-222-3373,
message box 5.
DVARP Gets Amtrak Schedules Online
The volunteers maintaining an online archive of AmtrakUs complete
national timetable succeeded in releasing their update right on time
April 2. DVARPUs Matt Mitchell coordinated the project, which relied on
over a dozen people from across the country to type in changes and
proofread the schedules.
The complete schedules are now available on the internet from DVARP:
http://libertynet.org/~dvarp/dvarp.html
and on CompuServe. For a copy on a floppy disk, send your name,
address, and a check for $4.00 to DVARP. Specify IBM or Macintosh
format.
Online SEPTA Schedules Moved
The April schedule change also saw SEPTA move itUs official online site
to Libertynet. DVARPUs link to the schedules (and those of many more
North American commuter rail lines) is still up: use the URL in the
paragraph above.
AEM-7s to be Rebuilt
With fifteen years and well over a million miles of service under their
belts, AmtrakUs AEM-7 electric locomotives are due for a serious
overhaul. Amtrak is making plans for a RMark IIS rebuild program which
will include new electronic controls and other features for increased
reliability. Two units will be rebuilt at the Wilmington shop this
year, the rest will be done by an outside contractor.
College Students Save
Philadelphia is the test market for an RAmtrak College Travel CardS
patterned after the TrailcardsU of Europe. With it, students at Temple,
Penn, Drexel, Villanova, LaSalle, or St. JoeUs can get a 15% discount of
coach fares from now until the end of August. The discount includes
excursion and TAll Aboard AmericaU fares, but some restrictions apply.
To purchase the card, call 1-800-USA-RAIL, or send $14.95 plus your
name, address, phone number, college, and student ID number to Amtrak
College Travel Card, P.O. Box 7717, Itasca IL 60143.
Northwest Corridor to Expand
Amtrak has set a May 26 starting date for its new service between
Seattle and Vancouver BC. One round-trip per day is to be offered at
first.
And a New Carolina Train
Amtrak will also introduce the Piedmont on May 26. The train, sponsored
by the state of North Carolina, will make a daily round trip between
Raleigh and Charlotte.
NRHS to Meet in Lancaster
The annual convention of the National Railway Historical Society will be
June 27 to July 2 in Lancaster. While this organization devotes its
attention to the trains of the past, a wealth of knowlege is gathered
there. A number of special excursions and tours will be held as part of
the convention: for more details phone 717-786-4932.
Rail History Events in PA
On May 19, the Railroad Museum of Pennsylvania will hold the Grand
Opening of its new RailroadersU Hall, an exhibit devoted to the lives of
rail industry workers in Pennsylvania. Special events will be held all
weekend. The museum is in Strasburg, Lancaster County. For more
information on the celebration, phone Gloria Schleichter at 717-687-
8628.
The East Broad Top Railroad (Huntingdon County) will operate its narrow-
gauge steam trains on weekends from June through August. If youUve
wanted to see this artifact of Pennsylvania industry as it was a hundred
years ago, do it this year, as the future of the EBT is in doubt due to
lack of money. Find out more by calling 814-643-5091.
RSee AmericaS with Amtrak
Amtrak has also temporarily removed stopover limits on its RAll Aboard
AmericaS fare. Call your travel agent or Amtrak, and book soon for a
chance to discover much more of America than you ever could before.
Harrisburg Bridge Railbanked
Capital Area Transit plans to buy ConrailUs soon-to-be-abandoned
Cumberland Valley Bridge, which crosses the Susquehanna between
Harrisburg and Lemoyne.
Dates of Interest
Public Forum on AmtrakUs Future: Wed., May 3, 4:00 to 6:00, City Council
Chambers, Fourth floor, City Hall, Philadelphia.
Delmarva Rail Passenger Association: Thu., May 4. Call Ken Berg, 410-
648-5961, for more information.
Deadline for May newsletter material: Fri., May. 5, to Matthew Mitchell
or in DVARP mailbox.
DVARP Transit Committee: Wed., May 10, 5:30 to 6:30 at 30th Street
Station, south concourse exit opposite Post Office. Call Bill Mulloy,
215-222-3373, message box 1, for more information.
IEEE Vehicular Technology Society: Wed., May 10, 6:30 pm at Lebow
Engineering Center, Drexel University, 31st & Market Sts. Topic: Stray
Electrical Currents.
NARP Region III Meeting: Sat., May 13, 9:30 to 2:00 at DVRPC Offices,
The Bourse, 5th and Market Sts, Philadelphia. (Eighth floor, use
elevators on 4th St. side of building.) Registration $15.00 includes
lunch: send check payable to Robert Machler to 9235 Convent Ave.,
Philadelphia 19114. For more information, call Sharon Shneyer 215-386-
2644. Optional field trip after meeting.
SEPTA Public Hearings on Proposed FY 1996 Operating Budget: Mon., May
15, 1:30 at Bucks County Courthouse, Doylestown; Mon., May 15, 7:00 pm
at Montgomery County Courthouse, Norristown; Tue., May 15, 1:30 at West
Chester Area Senior Center; Mon., May 22, 1:30 at Delaware County
Government Center, Media; Tue., May 23, 11:00 am and 5:00 pm at SEPTA
Board Room, 714 Market St., Philadelphia.
SEPTA Public Hearing on Proposed FY 1996 Capital Budget: Wed., May 24,
10:00 am at SEPTA Board Room, 714 Market St., Philadelphia.
DVARP Commuter Rail Committee: Wed., May 17, 5:30, location to be
announced: call John Pawson, 215-659-7736, between 6:00 and 9:00 pm for
location and other information. SEPTA RRD riders welcome.
DVARP South Jersey Committee: Sat., May 20, 11:00, at 104 Edison Ave.,
Collingswood NJ.
DVARP General Meeting: Sat., May 20, 1:00 to 4:00 at Temple University
Center City, 1616 Walnut St., Philadelphia
Philadelphia Trolley Coalition: Meeting to be announced. Call Chuck
Bode, 215-222-3955 for information.
Listings based on information provided to DVARP. Contact sponsor to
confirm time & place.
Call 215-222-3373, message box 3, to add your event to this calendar.
DVARP Membership Coupon
Yes, I want to support improved passenger train service in our region!
Here are my DVARP membership dues for 1995!
Name
Address
City, State, Zip
Please choose a membership category below, enclose check and mail to:
DVARP, PO Box 7505, Philadelphia, PA 19101
( ) Regular: $16.00 ( ) Family: $20.00 ( ) Supporting: $25.00
( ) Sustaining: $50.00 ( ) Patron: $75.00 ( ) Benefactor: $100.00
( ) under 21 or over 65: $10.00
Up and Down the Corridor
News of other Northeastern commuter rail and rail transit services
DC Tunnel Reopens
A former DC Transit trolley tunnel under Dupont Circle has been reopened
as a restaurant and food market, called RDupont Down Under.S
LIRR Buys Dual-Mode Engines
General Motors won a contract for 23 new locomotives for the Long Island
Rail Road. The DE30AC units will be able to operate either from their
own diesel engines or from LIRRUs third-rail electrification. This will
allow trains to run direct from non-electrified lines to Penn Station.
GM will assemble the units in Schenectady, NY.
GMUs entering the competition meant that the winning bid was only $2.75
million per locomotive, a remarkably low price for a small order of
passenger engines with all the high-tech features like AC drive plus the
electric/diesel capability. General Electric offered a version of the
dual-mode engines it is building for Amtrak at $2.9 million each.
Susquehanna Service in Doubt
Though NJ Transit has reached agreement with the New York, Susquehanna,
and Western over operation of a new commuter rail line in North Jersey,
funding for the line has been cut from the state budget. NYSWUs Walter
Rich says the railroad is ready to move forward and complained about the
stateUs Rlack of committment.S
NEC Station Status
Parking at Metropark has been limited to permit holders only while a new
garage is being constructed. Remote lots with shuttle buses have been
set up, but they may not be enough to meet demand. NJ Transit has again
had to put off rebuilding the Rahway station. They blame Amtrak for not
completing necessary track work. Further up the Corridor, construction
on the Kearney Connection is making progress, but the link between the
Morris and Essex Lines and Penn Station will not open till 1996.
DVARP Phone & Voice-mail Directory
DVARP main number (voice mail line) 215-222-3373
1 Bill Mulloy, Transit Committee 215-222-3373
2 John Pawson, Commuter RR Comm. 215-659-7736
(6 to 9 pm please)
3 Matthew Mitchell, Newsletter Editor 215-885-7448
4 John Dawson, Amtrak Committee 215-222-3373
5 Sharon Shneyer, External Affairs 215-386-2644
6 Robert H. Machler, Vice President 215-222-3373
7 Bill Ritzler, South Jersey Committee 609-869-0020
9 Don Nigro, President 609-869-0020
Betsey Clark, Volunteer Coordinator 215-222-3373
Dan Radack, Bicycle Coordinator 215-232-6303
Computer e-mail (internet) dvarp@libertynet.org
World-Wide Web http://libertynet.org/~dvarp/dvarp.html
