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Delaware Valley Rail Passenger Vol 12 No 02
The Delaware Valley Rail Passenger
Electronic Edition
February 1994
Vol. XII, No. 2
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 <mmitchell@asrr.arsusda.gov>
The Electronic Edition is published by DVARP as a service to the net community.
*Back issues from January 1992 to present are archived on listserv@cunyvm.
cuny.edu (BITNET: listserv@cunyvm) send the message GET DVARP 9201 to
have a newsletter mailed to you (substitute desired year and month for 9201).
and on hipp.etsu.edu (anonymous FTP to directory pub/railroad/dvarp).
*An index file for 1992 is available, the 1993 index will be available soon.
*Thanks to Geert K. Marien and Dr. Bob Wier for maintaining these archives.
*Disk copies of each entire year are available from DVARP, send $4.00 check
or MO to the above address, and specify which disk format you need.
We hope you'll consider supporting our efforts to improve and expand public
tranasportation by becoming a DVARP member. Members reveive a printed copy
of this newsletter as well as other benefits. Membership rates start at $15.00.
Use the coupon below at ##PP.
Schedule change alert: SEPTA trains will run on a weekday schedule
Presidents' Day.
New R5 Paoli and SEPTA City Transit schedules in effect this month.
Time to Renew Your DVARP Membership! use the coupon on page 19--##PP
Ice Storms, Cold Batter Transportation Network
Three ice storms struck the Delaware Valley and most of the mid-Atlantic
region last month, bringing virtually every mode of transportation to a
standstill at one time or another. All in all, and as expected,
trains fared better than other vehicles in getting through and recovering
from the storms.
Train service to and from South Jersey was shut down when the Delair Bridge
froze. photo in hard copy edition: Don Nigro
Full story at ##E
Contents: use ## flags to find an article;
articles in "On the Railroad Lines" are flagged by route
(e.g. ##R1 or ##CTD)
##A Clinton Threatens Transit Budget Slash
##B From the Editor's Seat: Memo to Mr. Downs
##C APTA Gets It!
##D SEPTA Fares: Is No News Good News?
##E Ice Storms, Cold Batter Transportation Network
##F On the Railroad Lines...
RRD Collapses from Power Failure
Two Apparent Suicides
R2--LumberWorks II
R5--Bryn Mawr Tower Burns: to Cause Many Delays
--SEPTA and North Wales Create Crossing Safety Plan
--Lansdale: Strictly Coincidental
R6--County to Study Extension
R8--New Rails for C.H.W.
BLE Says 'Let's Go Steady First'
STD--N-5 Update, Red Arrow notes
MFSE--Smoking Club Opened? Burst Pipe shuts El.
LRD--Eye on the Infrastructure: Old Track Driving Neighbors Mad
--Green Line Tunnel Derailment
--Route 50 Rails Removed: Contractor Wins PennDOT Award !
##G Minor SEPTA Route Changes
##H ##MFSE Will El Operators Say Yo! or G'Day?
##I Quotable
##J Rail Keeps LA Moving
##K A New Kind of Call-a-Ride
##L French Ticket Line Solution
##M Cross-County Study Agrees With DVARP Projection:
Expected Ridership Low, Will SEPTA Rethink The Project?
##N DVRPC Citizens Reject Plan: Too Highway-Oriented
##O Do As They Say, Not As They Do!
##P Keystone Corridor: It's Intercity As Well As Commuter
##Q Does SEPTA Still Sell Tickets?
##R What is "Commuter Rail"?
##S What is "Regional Rail"?
##T Day Care at Stations?
##U RailReading--All About Pantographs
##V ##NJT NJT Welcomes DVARP Suggestion
##W NJT Extends to Hackettstown... But Problems in Pascack
##X Use the NJT Ticket Machine
##NJT New Jersey News
##Y ##DEL Small Wonder--Delaware Does it Again!
##DEL Diamond State Notes
##Z ##ATK Seniors Save on Amtrak
##AA ##ATK Amtrak Notes
##BB British Privatization Clears Fractious Parliament
##CC 'Chunnel' Opening Soon!
##DD Europe Makes New Year's Revolutions
##EE Computer Corner: Where to Get Your DVRP
##FF ##ATK Book Summer Trips Now!
##GG Too Much of a Good Thing?
##HH Transit's Own TV Program
##II Oh, Canada! (Film Show)
##JJ Renewal Reminder
##KK Trolley Coalition Meetings
##LL NARP Regional Meetings
##MM Dates of Interest
##NN Up and Down the Corridor
--M-I-C-K-E-Y V-R-E?
--MARC Upgrade
--GM Go-Round in Washington
--NYCTA Metrocard on Sale
--Timetables Reach the Big Apple
--More Metro-North
##OO DVARP Phone, E-mail, & Voice-mail Directory
##PP DVARP Membership/Renewal Coupon
##QQ Upcoming DVARP Meetings:
##RR Agenda for the February meeting:
##SS Committee Meetings:
DVARP President: Chuck Bode Newsletter Editor: Matthew Mitchell
Production Manager: Tom Borawski
for other officers and committee chairs, see page 19 --##OO
entire contents copyright (C) 1994 DVARP,
except photos (C) 1994 credited photographers
Opinions expressed in The Delaware Valley Rail Passenger are not necessarily
those of DVARP or its members. We welcome your comments: call 215-222-3373
##A Clinton Threatens Transit Budget Slash
Preliminary versions of the Federal Budget for Fiscal 1995 show a plan by
the Clinton Administration to eliminate federal operating support of public
transit systems over the next three years. Intended as a deficit reduction
measure to save $800 million, this proposal would have drastic impacts on
public transportation.
While transit agencies like SEPTA have reduced their reliance on FTA
operating subsidies (they make up less than 10% of SEPTA's budget) transit
passengers face either major cuts in service or a significant fare increase
if this source of funds dries up. Smaller transit agencies often count
more on federal support, so this proposal may hit small city and rural
systems even worse.
DVARP members are well aware of the benefits of public transit: more
personal income available for non-transportation purchases, cleaner air,
reduced oil imports and a lower trade deficit, reduced health care costs
because of fewer traffic accidents, less time lost in traffic jams, et
cetera. So...
All members are urged to write or phone Clinton and their Federal
legislators immediately, to make sure they understand how these cuts will
affect the economic well-being of our community. Address letters to
Representative _____, House of Representatives, Washington, DC 20515;
Senator _____, US Senate, Washington, DC 20510; President Bill Clinton,
White House, 1600 Pennsylvania Ave NW, Washington DC 20500. See the blue
pages of your local phone directory for telephone numbers.
##B From the Editor's Seat:
Memo to Mr. Downs
To overwork the pun: welcome aboard. I can't help but compare your
situation to that facing Lou Gambaccini when he took charge of SEPTA. Like
SEPTA in 1988, Amtrak today has suffered from insufficient capital
investment, operating budget problems, uncertainty about funding, and a
slipping reputation for customer service.
It's because shoring up Amtrak's government support is so important right
now that I think it was wise to bring in someone with your kind of
experience. And it's because things are not all right with Amtrak's
operation that I think it was appropriate to bring in someone from outside.
Allow me to make some suggestions for building a secure future for
intercity passenger rail in a country which has ignored rail's benefits for
so long.
First, appoint two vice-presidents (preferably from within) for corridor
and long-distance operations. Like a college president, you really are not
going to be involved in the day-to-day running of the railroad, nor are
your talents best used there. These appointments will make someone visibly
accountable for the quality of Amtrak's main product.
Next, go to Congress with a realistic plan for future growth of the system
and a grass-roots demand for dedicated Federal funding for capital
investment in intercity rail. Don't mince words about the billions in
subsidies your competitors get without even a bat of the eye from Congress.
Please get advice from Lou Gambaccini, and enlist the thousands of
volunteers belonging to local ARPs as soldiers in your campaign.
Amtrak will enter critical negotiations with the freight railroads over
trackage rights beginning 1996. Because of mergers and downsizing, most of
the railroads Amtrak operates over are in a monopoly position. If they
don't demand a steep increase in fees, they'll demand millions of dollars
worth of spending for track upgrades, seeing the deep pockets of Uncle Sam
behind you. It may be smart to go in to the negotiations armed with some
kind of Federal legislation or legal ruling allowing you to use eminent
domain powers in cases where the railroads won't negotiate a reasonable
deal. In turn, Amtrak should be a better landlord for the commuter
railroads like SEPTA who run on its tracks.
Amtrak must also do a better job in labor relations. The present system
has made many employees disgruntled while inexcusable lapses in passenger
service go uncorrected. Treat the people who have to deliver the goods
every day with respect, and give them the power to improve the quality of
the jobs they do. But also demand a higher standard of performance, and
let it be known that those who aren't willing to meet that standard have no
future at Amtrak.
The railroad turned over to you is in remarkable shape despite being
shortchanged on capital funds almost since day one. That's testimony to
the inherent efficiency of the rail mode. Creative financing in the last
years of the Claytor era found new ways to get the equipment Amtrak needs
desperately. New locomotives have alleviated your power shortage; now
there's no excuse not to reduce the breakdown rate. New Superliners are
arriving now, allowing you to increase capacity on the Western routes which
have performed so well. When the Viewliners arrive, the horror stories
caused by dilapidated equipment on your Eastern trains should end. And
your crown jewel, American high-speed trains and the improved Northeast
Corridor, will be ready before the end of the decade. That's a bright
future; now go out and sell that vision to Congress and the people.--MDM
##C APTA Gets It!
Rod Dierdon, Chairman of the American Public Transit Association, has
announced that after victories in securing the passage of the ISTEA
legislation and building both local and nationwide pro-transit coalitions,
APTA will undertake a nationwide campaign to increase transit ridership.
The National Transit Ridership Initiative (NTRI) will be a marketing-led
movement to position mass transit as the solution to many of our nation's
problems, including air pollution, economic stagnation, and traffic
congestion. Local coalitions and members of the transit supply industry
will also be enlisted in the campaign.
A welcome aspect is that industry members will examine their customer
service practices and hopefully fix what's driving people off of trains,
trolleys, and buses and into the private car. DVARP would welcome the
opportunity to participate both in the discussion of service quality and in
the effort to spread good news about transit.
##D SEPTA Fares: Is No News Good News?
Talk of a fare increase around 714 Market St. has died down significantly,
sources say. Finally cognizant of the fragility of its ridership base,
SEPTA may try to get through the rest of the fiscal year without increasing
fares. Increased support from local, state, and Federal governments may be
needed, though, to balance SEPTA's current budget. Signals are confused,
and a fare increase this spring may not yet be ruled out. DVARP requests
for input into the fare adjustment process have gone unanswered to date.
Meanwhile, SEPTA General Manager Lou Gambaccini issued a Message to Riders
in December, his first in several years. Language in it stressing that
fares had not increased in over three years (which is not exactly true)
could be read as 'softening the riders up' for a forthcoming fare increase.
The possible cut in Federal operating funding (see page 1) will not affect
this year's budget, though. If an increase is to be postponed until Fiscal
1995, hearings on fares would likely be held in conjunction with budget
hearings usually held in May or June. As every year, DVARP is gearing up
for the budget season and ready to scrutinize any proposed increase in
spending or fares.--MDM
##E Ice Storm '94 compiled from staff reports
Rail experts often say ice is worse than snow in disrupting train service.
Freezing rain slips into switches and freezes them in place. Ice causes
tree limbs to fall onto power and signal lines: bringing them down. Ice on
roads makes it difficult for repair crews to get to work sites. Take those
problems and multiply by three. That's what East Coast railroads faced
last month, plus a cold snap not seen here in over a decade.
Amtrak's Northeast Corridor trains got to their destinations reliably
nearly the whole month, with occasional delays. Diesel locomotives were
used to get trains around downed power lines. An air line failure snarled
the Washington Terminal area, causing several trains to be annulled.
Metroliner Service was suspended during the height of cold-induced electric
crisis Jan. 19, and Metroliner passengers were asked to take conventional
trains, to reduce power use in the most critical hours. Give Amtrak and
its passengers a medal for citizenship.
Amtrak had huge problems with its long-distance trains. The very old
coaches and sleepers used on many trains literally froze and were unusable.
Fuel in diesel locomotives turned to jelly and engines quit during the
freeze. As a result, most trains were annulled: on a couple nights, only
the Broadway Limited made it between the East and Chicago. Snow and ice
closed some of the freight lines used by Amtrak, causing many delays and
detours throughout the month.
SEPTA's performance in the second and third storms was an improvement over
the first, when railroad service collapsed. All service was shut down
Friday evening the 7th; very few trains ran the 8th, and full service
wasn't restored until the 9th. SEPTA apparently did not run 'pilot trains'
during this ice storm, or add extra cars to consists for extra pantographs
to act as ice-breakers.
Lack of preparedness was the story in a lot of cases, such as the weak
reaction to shifts in passenger demand caused by early business closings.
Several passengers complained of being passed up by overcrowded trains,
especially at 30th Street. Other commuter railroads have learned to put
extra cars onto early-afternoon trains on wintry days. Metra even goes so
far as to aim marketing efforts at these 'snow-bird' customers, and get
them on the trains on nice days too.
One good RRD move was to arrange for Amtrak trains to pick up Coatesville
and Parkesburg passengers. (SEPTA tickets were accepted during the storm)
This let Amtrak not have to worry about the switches at which SEPTA's
Parkesburg trains turn.
SEPTA's bus service was the target of scores of storm-related complaints.
Dozens of routes were suspended several days, and many more routes were
detoured off of the iciest streets. While cancellations were duly reported
in KYW transit reports, passengers were not told of the detours. [Don't we
long for the days when PTC had a fleet of over 100 snow sweepers, plus salt
and sand cars, all motorized--and the streetcars ran whatever the weather?]
In an interview with the Daily News's Phantom Rider, CTD Surface Chief
George T. Hague said he was frustrated by this problem. Maybe he should
look in the back of the street supervisors' "T-Cars." He'll find cardboard
signs for temporary detours there. The least he could do would be to make
the supervisors fill in the signs and put them up at bus stops instead of
having them gather dust in the cars.
Another way to inform customers of weather-related detours would be to set
up a standard package like Maryland MTA's "Snow Motion." Each MTA route
has two contingency plans red and blue, described in the schedule. When a
storm hits and MTA announces "Snow Motion Red," passengers know just where
to go to catch their bus, or if their bus is cancelled. The drawback of
this approach, though, is that it doesn't adapt to diverse conditions.
The root of the bus problem was roads covered with hard-packed ice, and not
enough salt or warm temperatures to melt it. Since "Transit First" is
supposed to be City of Philadelphia policy, SEPTA and the City ought to get
together and determine which streets are most important to keep basic
transit service moving, then concentrate road clearing efforts on those
core routes.
SEPTA's subway and elevated lines were reliable workhorses, though one
night's El service was halted to inspect a possible crack in the elevated
structure. The biggest problem for Subway-Surface trolleys was stuck
automobiles blocking the tracks, though overcrowding ran a close second.
Suburban Transit Division trolleys suffered some storm-related disruptions;
many bus lines were simply shut down.
New Jersey Transit faced the same kind of problems with its bus routes. A
total shutdown early in the first storm was shortly replaced by highly-
sporadic service. The Atlantic City Line ran well, except for the time
when the Delair Bridge got stuck.
And of course, PATCO just kept on running! Their work coping with the
storm was so successful that an Inquirer letter-writer expressed regret
that she couldn't just once come in to work late and blame PATCO.
What is it that makes PATCO the exception to so many stories about poor
service in trying times? We don't hear PATCO managers whining and making
excuses. Is it attitude? Can they bottle and sell it to SEPTA?
##F On the Railroad Lines...
RRD Collapses from Power Failure
A problem with power dispatching made a shambles of SEPTA's commuter rail
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
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
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
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
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
series of winter storms which battered the area, making the rails the only
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-bac
k 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 entres 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
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.
