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Report
Delaware Valley Rail Passenger Vol 11 No 03
The Delaware Valley Rail Passenger
Electronic edition
March 1993
Vol. XI, No. 3
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.
The electronic edition is available from the RAILROAD list
archives. For more information about accessing the
electronic edition, or if you have comments or suggestions,
e-mail Matthew Mitchell at
BITNET: IEKP898@TJUVM
INTERNET: IEKP898@TJUVM.TJU.EDU
We encourage you to join our organization. Members receive
a hard copy version of this newsletter, including all the
pictures and graphics.
For more information about DVARP and good rail service,
please contact us:
P. O. Box 7505
Philadelphia, PA 19101
Phone: (215) 222-3373
President: Chuck Bode
**** Inside The Delaware Valley Rail Passenger *************************
1 X2000 in service: more pictures on pages 12-13
2 Suspicious fire at Cheltenham, bus & train operators plan multiple
schedule changes.
3 RailWorks shutdown impending: hopes for alternate service fade
4 On the Railroad Lines: Fatal accidents, Why shut the railroad to
cut brush?
SEPTA has edifice complex at Temple U., Newtown privatization
in slow motion.
6 Transit News: Low bid for MFSE cars may be dumped.
7 South Jersey Update: AC to 30th OK'd, DVARP, NJ-ARP set up joint
task force.
8 City Councilwoman arrested in subway.
9 Support grows for restored West Trenton-Newark service.
10 SEPTA budget and statistics, new proposal for SEPTA HQ, Hayward
becomes Board Chairman
13 Ride the Stony Creek train!
14-15 Dates of Interest, Up and Down the Corridor, DVARP Directory
entire contents copyright (C) 1993 DVARP,
except photos (C) 1993 credited photographers
Opinions expressed in The Delaware Valley Rail Passenger are
not necessarily those of DVARP or its members. We welcome
your comments: call 215-222-3373
**** X2000: The Future is Here ************************* Chuck Bode ****
Amtrak began revenue service with the leased Swedish X2000 train
February 1 (see schedule in February DVRP). Prior to that debut, a
series of test runs and then a series of press runs were made. Some of
the test runs were between Philadelphia and Harrisburg where the X2000
demonstrated its ability to operate around curves much faster than
Amtrak's present cars. DVARP was privileged to be on the January 27
press run so that we can present this report to our members.
Technical Facts
The X2000 is one of several options being evaluated by Amtrak to
reduce travel time on the curvy route between Boston and New York. A
German ICE train, used on the new dedicated high speed lines there, is
expected to be tested here later this year. Spanish and Canadian trains
have been tested in the past few years. Following the tests, Amtrak
will develop specifications for the next generation of Northeast
Corridor trains, based on the results of the tests.
The X2000 is built by ABB Traction and several have been in service
since 1990 on Swedish State Railways. It operates between Stockholm and
Gothenburg, where it reduced travel time from 4 hours 30 minutes to 2
hours 59 minutes. The reduction in travel time increased rail's market
share from 38 to 52 percent. The main advantage cited for X2000 is its
ability to accomplish these improvements without requiring expensive
dedicated routes.
Three technical features are cited as advances: radial self steering
trucks, active carbody tilting, and AC propulsion. AC propulsion might
be new in some areas, but it has been used here since the Paoli line was
electrified in 1915-of course, old propulsion systems were much less
sophisticated. (continued on page 11)
**** Schedule Change Alert *********************************************
Daylight Time begins April 4. Expect changes in SEPTA and NJ Transit
train and bus schedules. Amtrak and NJT Atlantic City schedules will
not change until May.
Remember RailWorks(R) service disruptions will resume on May 2. see
page 2 for details
**** Cheltenham Fire: The Thoughtful Arsonist ******** Tom Borawski ****
The 100 year-old Cheltenham station on the R8 Fox Chase Line was
destroyed by fire on Thursday, February 4th. Arson is listed as the
cause. Strangely enough, the Inquirer reports, SEPTA officials met with
MontCo officials to "discuss the possibility of razing the station and
replacing it with a trailer" on the previous day.
The Inquirer story noted that the fire started in a storage section
of the building and was reported at 12:22 am. The arsonist was quite
thoughtful in choosing a time to torch the station which would least
affect operations: the last train passed at 11:38.
Cheltenham Station may have been a victim of the terms SEPTA offers
in its "lease and maintain" program for stations. Is a charred ruin
preferable to "giving away the store?" Even if SEPTA doesn't get top
dollar for the leases, the Authority benefits from having people coming
and going at the stations. Likewise, most of the shops at the remodeled
69th St. Terminal remain vacant years after the renovation was
completed.
Anyone having information regarding the thoughtful arsonist is urged
to call the Fire Marshal at (215) 592-5962.-TB
**** Schedule Changes: Apr., May ***************************************
Daylight time begins April 4. While Amtrak is delaying its spring
schedule change until May, (rumors have it that labor negotiation
problems prompted the delay) new timetables will take effect on most
SEPTA and NJT commuter rail lines, and all SEPTA city and suburban bus
and trolley routes.
The May Amtrak changes will also affect the commuter agencies who use
Amtrak's trackage. Some lines like the R2 Wilmington and R7 Trenton,
and NJ Transit's Northeast Corridor Line will have revised schedules in
both April and May, while the extension of Atlantic City commuter
service to Philadelphia will be delayed until May. NJT changed their
Northeast Corridor timetable on Jan. 31. Minor changes were made to
schedules of most Northeast Philadelphia bus routes last month. Running
times of some buses were speeded up, a few trips were cut, and late
night service retimed. The seasonal boost in Route 1 and 14 service to
the IRS processing center also went into effect. Major changes to city
bus routes take effect in April. (page 6)
Make sure you have updated timetables! You can pick them up at SEPTA
customer service locations at 841 Chestnut and 15th and Market concourse
level. Railroad schedules are available at all stations, while you can
call 580-7777 and leave your schedule request on SEPTA's answering
machine.
The second RailWorks train shutdown will begin May 2. Start
investigating alternate routes now! Remember that if you are changing
to City or Suburban Transit routes, you can use a lower-zone pass; if
you get your pass by mail or from your employer, change your order.
**** Hopes for RailWorks(R) Alternative Fade ** by Matthew Mitchell ****
With only two months to go before contractors resume the rebuilding
of SEPTA's commuter rail trunk, SEPTA must stop stalling and act now if
it is to run the direct service alternative for the thousands of
commuters affected by the service shutdown.
DVARP continues to press at all levels for an end to the stalling
tactics which have prevented a evaluation of the alternate service plan
on its own merits.
Without the direct service, SEPTA stands to lose millions of dollars
in fare revenue during and after the shutdown and spend an unknown but
great sum of money to carry more passengers on the Broad Street Subway
than it has trains for; engendering ill will among both city and
suburban riders. These unanticiapted costs were described more fully in
December's DVRP special issue titled "RailWorks in Review."
While SEPTA management insists that diesel service would be totally
unworkable, they have OKed an NRHS excursion trip over the DVARP detour
route and even through the Center City tunnel. (see page 13) If run and
marketed properly, alternate service would pay for itself.
A preliminary engineering study commissioned by DVARP says that
solutions to all the problems SEPTA cites are readily available. Though
SEPTA says it can't get sufficient time windows on the Conrail tracks,
DVARP has found and brought to their attention a Federal law mandating
access.
Scheduling shouldn't be a problem, DVARP had a proposed schedule on
the table over a year ago. Crews shouldn't be a problem either; despite
the total shutdown of three lines last summer, no crews were furloughed.
Equipment can be obtained on lease or in trade with Amtrak, NJ Transit,
MARC, and other nearby operators. All-volunteer DVARP has found
solutions to all these potential problems, yet SEPTA issists it can't
make the service work?
RailWorks Tips Available from DVARP
Surviving the Shutdown, the DVARP guide published last year, is still
available. In it you'll find a map of City Hall subway station and tips
on how to avoid crowds and get to your destination as quickly as
possible. You'll also get money-saving alternatives to paying $100 or
more to ride the subway, and a rundown on fare-handling procedures. To
get your copy of the RailWorks guide, send a stamped, self-addressed
envelope to DVARP, Box 7505, Philadelphia, 19101.
Yet Another Alternate Service Model
Twenty-four years ago, British Rail was faced with the decision to
either renovate or eliminate 100 year old Broomhouse Tunnel, on the main
line between Chesterfield and Sheffield. It was decided to completely
dismantle the tunnel and replace it with a deep cut. The line would
have to be closed for 3 weeks in August and September 1969.
But British Rail devised an alternate route around the tunnel at the
outset. Between north-east and south-west routes, trains were diverted
from Rotherham to Chesterfield via the "Old Road" line. Trains between
Sheffield Midland to London St. Pancras were detoured via Nunnery Jct.
and Tapton Jct. The worst a passenger would have to endure was a change
of trains at Rotherham for north-east and south-west connections to
Sheffield Midland: certainly more acceptable than what SEPTA passengers
faced last summer.-TB
**** On the Railroad Lines... ******************************************
R3 Poor Holiday Service Irritates Board
SEPTA Board members Edmund Jones and Stewart Cades gave Railroad AGM
Jim Palmer the third degree in December's Board meeting. They were
infuriated over RRD's decision to shut down R3 Media train service the
Saturday after Thanksgiving, a day when shoppers flock to Center City.
Jones questioned the need for any shutdown at all, considering that the
work was being done not on the track or catenary itself, but on the
concrete piers of the catenary supports.
The severe curtailment of service in the Saturday schedules which
were run the day after Thanksgiving was also cited by Cades as another
example of management shooting the railroad in the foot. Dick Voith
added that top management failed to focus on the "nitty-gritty" everyday
needs of the passengers. Palmer offered to meet with the Board members,
while Lou Gambaccini offered the tired excuse of no money.
R5 Doylestown Down: A Tale of Two Projects
It was the best of reconstruction projects, It was the worst of
routine maintenance. Two vital railroad activities: bridge rebuilding
and brush cutting. See if you can guess: One will require daytime
off-peak shuttle bus operation for two weeks on the Warminster Line and
two months on the Doylestown line. The other will require only two
weekends of service interruptions on the Reading mainline.
Two months for the bridge? Wrong.
First the good news. SEPTA is replacing the abutments of the Old
York Road bridge (Bridge 9.49) in what appears to be the most
passenger-friendly manner possible. The Old York Road bridge project
required only two weekends of shuttle bus operation, February 27 28 and
March 6 7. While the shuttle buses are a pain, this is an case where
their use is unavoidable and has been minimized to the greatest possible
extent.
Now the bad news. SEPTA announced a two week daytime/off-peak
suspension of rail service on the R2 Warminster Line between Warminster
and Glenside and a two month suspension of mid-day rail service between
Doylestown and Lansdale. The purpose of the shutdown was cutting any
trees which are too close to the tracks or power lines along these
single tracked lines. To commemorate the scale of this project, we've
named it "LumberWorks."
But seriously, we say the shutdown is unreasonable, so it was brought
to the attention of the Operating Committee of the SEPTA Board.
Chairman Richard Voith, was unaware of the shutdown. On top of this,
the committee had just voted on the contracts for the brush cutting
services and apparently no mention of a shutdown was given in the
contract staff summary. Railroad boss James Palmer is on the hot seat
now.
309 Construction in '94
PennDOT plans to rebuild most of Route 309 beginning in 1994 with the
section in north of Route 63 in Montgomery Township. Phase II of the
project will rebuild the dangerous and decayed Fort Washington
Expressway.
With construction constraining the capacity of the road, it will be
important to intercept commuters before they reach 309. Some congestion
mitigation money is likely to be used for a park-and-ride station where
309 intersects the Doylestown Line at Colmar. Investing in
Quakertown-Bethlehem service would be a wise idea for PennDOT, if
they've learned that more pavement only means more traffic. Restoring
the trains is cheaper than expanding the highway.
R6 New Rail Installed
The Norristown Line is continuing to receive welded rail. Work is
progressing south of Spring Mill and past Miquon. According to the
Times Herald, work will be done on weekdays from 9:30 am to 3:30 am and
all day Saturday and Sunday. Delays are expected.
Crews are installing one Pandrol(TM) clip set per 4 ties. Speed
appears to be reduced but track installation will be quicker and the
disruption will be minimized. Another example of SEPTA getting the job
done without resorting to shuttle busses.
R8 Linear Park or Parking Lot?
Robert Regensburger, President of Newtown Shortline Railroad &
Development Corp., broke the news that a thief has made away with a
chunk of the Newtown Line right of way. Speaking at a seminar of the
Bucks Hub TMA, Regensburger showed pictures of the missing fill area,
150 feet wide.
The rebid process for privatization of the Newtown Line appears to be
in slow motion. SEPTA's Director of Procurement has postponed the
proposal due date from the 23rd of February: possibly "another 45 days
or so."
At the request of one of the contractors, all communications between
Montgomery Co. and SEPTA regarding the Newtown privatization were
included with the minutes. Amongst a long list of criticisms, County
Planning Director Arthur Loeben opposes the use of SEPTA funds to
provide a 20% match for federal Section 9 money. So we should be
surprised? Powerful landowners don't need to lie down in front of the
trains, they just call up a few pet politicians.
In an letter to the Bucks County Courier-Times, Anders Alfelt, the
Executive Director of the Newtown Greenway Coalition, criticized the
plans of another potential contractor, Rodney Fisk of Rail Easton. He
used the phrase his group uses for the Newtown Line which bears a
striking resemblance to the Township's description of its traffic
dilemma. The Newtown Greenway Coalition calls the rail line a "linear
park." The residents of Newtown Township call their roads "linear
parking lots."
**3 Trespassers Struck, Killed
On the 20th of February, a 6 year-old boy was struck by an Airport Line train
at Melrose Park. According to the Inquirer, the boy was described as
autistic. The boy was flown to Children's Hospital where he was listed in
critical condition.
On the 8th, a Pennlyn man was killed when he tried to leave a moving train.
He was apparently caught between two cars. An 87 year-old Hatfield man was
struck and seriously injured by an outbound R5 train Feb. 15th, crossing at
Walnut St. in Hatfield.
Association of American Railroads data says 521 trespassers were killed on
railroad tracks in 1991. Don't be the next statistic!
*Safety Programs Gutted
A staffer at SEPTA expressed frustration with the fact that SEPTA cancelled
safety education programs at area schools several years ago when top
management focused all SEPTA public relations efforts on getting dedicated
funding to rebuild the system. The only remaining programs were funded by
RailWorks money and targeted to the hazards of the North Philadelphia
construction zone.
While the safety prog rams were quite small, and may not have reached those
three persons who got in the way of moving trains last month, a small
investment in lesson plans and materials and some appearances by SEPTA
personnel leveraged a lot more help from teachers.
**Temple Station: $37 Million!
In an article in the alumni magazine of Temple University it was revealed that
the cost of the new Temple station is $37 Million. According to the
magazine's breakout the school is contributing $300,000 while the federal
government is shelling out $36.7 Million. Not a bad deal for the school. The
capital budget category, "Regional Rail-Facilities" has only 4 projects more
expensive than the Temple Station. (see chart)
The station once again shows the systems approach in action. The $37 million
is lost in a $300 million project, and no one's the wiser.
Meanwhile the RailWorks(R) PR machine is exhibiting the art which will be
placed in a mosaic at the station entrance to various corporations. It better
be Rembrandt quality for $37 million.
**Transit News Update
*MFSE El Car Contract: Bargain or Brouhaha?
The low bid for the new Market-Frankford car fleet opened last month came from
Asea-Brown Boveri (ABB Traction) which offered to build the 220 cars for a
total of $285 million. The cost of $1.3 million per car is considered a
bargain, but the deal may get ugly.
ABB is the contractor for the ill-fated N-5 Norristown cars, now two years
late and far from some of the key specifications. Without fast resolution of
the N-5 disaster, ABB may be deemed a "non-responsible bidder" in which case
the contract would go to second-low bidder AEG Westinghouse, who bid $302 M.
The saga gets even more messy: AEG Westinghouse is headquartered in
Pennsyl-vania (Pittsburgh) and is trying to use political clout to secure the
contract. AEG representatives were in Philadelphia last week,, ready to make
their case to the SEPTA Board last week, while Philadelphia Business Journal
reports an AEG threat to pull out of the state if it doesn't get the contract.
Nationalism may also come into play; the two low bidders are both
multinational firms headquartered in Europe, while competitor Morrison-Kundson
is as all-American as any railcar maker is likely to be in this global
economy. MK bid $381 million. If mishandled by either SEPTA or the
politicians, the situation has the potential to mushroom into an embarrassment
like the LA Green Line car procurement, where anti-Japan outrage caused LACTC
to cancel a contract issued to Sumitomo.-MDM
*Elevated Lines: The deterioration of track on the West Philadelphia El is
quite noticeable to people who ride it.
New schedules issued last month show the current evening bus service, but
don't tell passengers when they need to go to make a connection in Frankford.
*Trolleys Make More Friends
SEPTA has been working on the Chestnut Hill Trolley. Two switches and short
sections of track were installed at Germantown Depot to permit storage of
three PCC cars there. To celebrate Valentine's Day, Chestnut Hill Business
Association arranged for an accordion player and for complementary roses,
pastries, and Brendenbeck's bread for trolley riders.-MDM
*SSL Construction Diversion
Routes 11, 13, and 36 will use the diversion route to 40th St. for the next
two months, as crews replace tracks around 40th & Woodland. Normal subway
service on the 10 and 34 will remain in effect. The track being replaced is
only a decade old; we have no explanation for its premature failure.
*SEPTA Reverses Depot Plan
Press reports indicate that SEPTA has decided to keep Luzerne Depot open.
Cost savings will be made by closing Germantown Depot as an operating depot
just what DVARP recommended last year! This temporarily ends the threat of
loss of an operating base for resumption of streetcar service. Unless the
depot is repaired to address the alleged problems, this could result in a
delayed closure becoming another excuse to delay the claimed future purchase
of new cars for resumption of operations.
**Transit Topics: Route consolidations and changes which will take effect
next month include the extension of Route 40 and elimination of 85, shortening
of Route 68, merger of Routes 108 and U, and the package of major revisions
for South Philadelphia and Kensington affecting routes 5, 47, 50, 57, 73, 89,
and P.
**STD Conrail Severs Potential Connection
The grade crossing of the Conrail Chester Valley Branch at Henderson Road in
King of Prussia has been removed. DVARP has recommended that the P&W branch
to King of Prussia use this track instead of the Conrail Morrisville Line
(Trenton Cutoff) since the Chester Valley track gets closer to the business
district in King of Prussia. It is vital for SEPTA to act now to preserve the
remaining right of way of the Chester Valley track, so it is not forced to use
an inferior routing for its projected line.
*Red Arrow Report: Mid-day and weekend single track operations are causing
minor delays to Norristown service while track is replaced between Bryn Mawr
and Gulph Mills.
Suburban-on-Call wheelchair-lift bus service has a new number which hopefully
will make getting through a little easier.
Frontier Division schedules in Montgomery County changed in January for all
routes except 95.
**AC Line Gets Green Light!
Amtrak and the Delaware River Port Authority finally gave authorization for NJ
Transit to extend the Atlantic City commuter rail service to Philadelphia.
Service to 30th Street will begin in early May.
In exchange for allowing the NJ trains to serve 30th St., Amtrak extracted a
promise that NJT shuttle bus service will meet Amtrak trains as well as the
commuter trains. DRPA was concerned that the NJT trains would draw passengers
away from its PATCO line service. Its more likely PATCO will gain passengers,
as the new service attracts more people to the rails and some of those people
have to return at times there is no commuter train. These gains can be
maximized if PATCO makes an effort to further coordinate its fares and
schedules with those of the commuter trains.
**PATCO Goes Smoke-Free
Effective this month, smoking is prohibited at all PATCO stations as well as
on board the trains. This includes the outdoor station platforms in New
Jersey. The policy is now in line with that of the City of Philadelphia.
*NJ Newslines: A DVARP "attaway" to PATCO's turnstile maintenance persons and
their managers. Traveling lean and mean, they respond to radio calls by
getting on the next train instead of packing a truckload of tools and fighting
for a parking spot. One individual even stopped to make change himself for a
customer who was waiting for him to fix the machine. That's why PATCO's
ticket and change machines are rarely out of service, even in the Philadelphia
and Camden subways, while SEPTA's railroad ticket machines have been down
since 1991.
A revised PATCO schedule went into effect last month. Watch station flyers
for weekend construction projects which may cut service frequency.
**Joint Effort in Jersey
With interest in new transit projects growing in southern New Jersey, our
sister organization New Jersey ARP has named Don Nigro its South Jersey
Coordinator. Nigro holds the same post for DVARP. The two organizations are
forming a joint task force to make recommendations for transit improvements in
a part of our region which has often been overlooked by both organizations.
*News compiled by Matthew Mitchell and correspondents: Howard Bender, Chuck
Bode, Tom Borawski, Betsey Clark, Larry Joyce, Don Nigro, John Pawson.
**Do we need fareboxes?
In the August 1992 DVRP, after inspecting Baltimore's proof of payment fare
system, we asked how it might work here. From Buffalo, Gordon Thompson wrote
to inform us of NFTA's experience. Buffalo has had a 'proof of payment'
(random spot checks with heavy fines for passengers caught without a ticket or
pass) fare system on its light rail line since 1985. Fare evasion is reported
to be less than on the buses with conventional fareboxes. Thus, Gordon writes
"we conclude that it works well here and f ortifies our decision to employ the
system as a way to keep station designs simple and open...." (and reduce cost
while increasing safety)
This raises an interesting question. Should SEPTA spend millions of dollars
for new bus and trolley fareboxes? They cost money to buy, to repair, and to
empty daily. They also slow service. If there is less fare evasion without
fare boxes than with, then why not use 'proof-of-payment' instead?-CHB
**More Marketing Progress
The Daily News reported a nifty two day promotion that was carried out at the
Chestnut Hill East and West stations on Friday February 5th and 12th. A free
loaf of french bread was given to passengers at the station by a local baker.
The "baguette patrol" met PM rush hour trains.
DVARP will be contacting the store owner to see how the promotion worked out.
We'll also try to find out who made the first move, the businessperson or
SEPTA. Whoever did may receive DVARP's Golden Croissant Award.-TB
Bulletin: The weekend rail shutdown scheduled for March 6 and 7 was
postponed. A new date for the completion of work at Elkins Park has not been
set yet; passengers should be alert for shutdown announcements, or call SEPTA
information before planning a weekend trip north of Fern Rock.
**Councilwoman in Subway Fracas
by Matthew Mitchell
The issue of homeless persons in SEPTA stations and other facilities has come
back again, creating another PR nightmare for SEPTA. SEPTA Police arrested
City Councilwoman Jannie Blackwell (D-3) and an aide last month for allegedly
assaulting an officer and interfering with the eviction of homeless persons
from the concourse near 11th Street, an area where these persons often go to
drink and to sleep. Blackwell was arrested on several misdemeanor offenses,
but the D.A.'s office has dropped all charges. The Councilwoman meanwhile
turned around and alleged that she was mistreated by the police.
The handling of the incident by SEPTA and the D.A. is being criticized from
both sides: citizens are outraged that the Councilwoman is appearing to get
special treatment, while there have been calls for the firing of the officers
and SEPTA's Chief of Police, Ronald Sharpe. Regrettably, a few politicians
have tried to paint this as a racial incident, even though the homeless
persons who are evicted by police are of varying ethnic backgrounds and
SEPTA's police force includes many black members, including Chief Sharpe.
Without strong leadership from City government, this is a lose-lose deal for
SEPTA. It's difficult to appear anything other than cold-hearted when
removing homeless persons from the subway, but if SEPTA permits them to foul
stations and trains with trash and human waste, thousands of hard-working
customers will stop using the system. Poor and minority communities will be
especially harmed, as many of their members are unable to make necessary trips
any other way. This isn't a Convention Center issue, it affects the
well-being of all of us who live, work, or play in the city.
Now more than ever, we must have a constructive alternative to letting
vagrants use transit facilities for sleeping and as toilets. The homeless
persons in the stations and on the streets of Center City suffer
disproportionately from drug or alcohol addiction or a mental illness. Their
diseases will get worse without treatment, and heavy drinking and life on the
streets cause other illness as well. Handouts from well-intentioned citizens
rarely do anything but feed those addictions. On the streets, the homeless
are easy prey for criminals, who find it easy to hide in their midst. With
these facts in mind, it is hard to argue that leaving these people in the
stations is anything but inhumane.
We need to break the cycle of dependency with a program like "Operation
Alternative" which is in effect an the Port Authority Bus Terminal in New
York. (see Feb 92 DVRP) Police work with social service personnel to get
people out of the station and into a shelter where they can get drug or
alcohol rehabilitation and begin the transition to a normal, dignified life.
Though the program sparked controversy at first, its success is undeniable.
Crime is way down and passengers are less harassed. That saves money and
increases ridership: a win-win proposition.
**Stony Creek Line Reopens
A Commonwealth Court judge's silence allowed The Stony Creek Line to come back
into operation. Conrail waited until February 19th before activating the line
to give the court the opportunity to halt the restart. A Conrail spokesman is
quoted in the Reporter as saying "it's the gentlemanly thing to do."
The first locomotive made the trip at 4 am Feb. 19. While the segment from
Lansdale to the Rotelle siding has been active for some time, this first trip
traveled through areas which a year ago had saplings 3 inches thick growing
between the rails.
Two townships had filed a petition in Commonwealth Court to block the
reopening of the line until gates are installed at all crossings. Judge
Bernard McGinley heard two hours of arguments from the townships and Conrail,
but did not hand down a decision. Stephen Bosch, the attorney representing
the two townships, is quoted in the Reporter, "The main concern is a
visibility problem because without flashing lights and gates at these
intersections, it's going to be very difficult to see a train....why take a
chance?"
Neither Conrail nor the solicitors knew when the judge would hand down a
decision. The Reporter notes that all crossing gates will be installed by
September.-TB
*Ride the Stony Creek Train! see page 9
**New Backing for "Crusader"Route
by John Pawson
A decade after the demise of the last service on the line, there is reason to
hope that commuter train service north of West Trenton will resume in a few
years. DVARP's Commuter Rail Committee heard from Roselle Park rail supporter
Art Reuben last month, and discussed possible services on the route of the old
Reading Crusader.
This lesser-known Philadelphia-New York rail passenger route competed with
more direct and faster service on the Pennsylvania which became Amtrak's
Northeast Corridor. At one time, the Reading Company operated hourly
expresses via West Trenton from Reading Terminal to the Jersey City ferry
landing. The Reading's fastest trains, the Wall Street and the Crusader, were
timed to serve commuters from the north suburbs of Philadelphia who ventured
to the Wall Street financial district.
By the mid-60s, however, all other trains on the route were discontinued. In
May 1967, the trains were detoured to terminate at Newark Penn Station, adding
13 minutes to the trip to Wall St. New Jersey DOT and (later) SEPTA picked up
the relatively small deficit of the trains' operation.
Nevertheless, SEPTA's determination to eliminate all diesel-powered commuter
service resulted in an abrupt end of service in July 1981. NJ Transit
hurriedly arranged to run one of its Raritan Valley trains to West Trenton.
It was cut in December 1982 as a 'sacrificial lamb' in a budget crunch. At
the end, some 290 persons rode the weekday round-trip, which reportedly cost
$319,000 annually to operate.
Now Somerset County is beset by increasing congestion on its trunk highway,
route 206. The County asked a consultant to cost out a service restoration.
Start-up costs were estimated at $31 to 59 million, while annual operating
subsidy needs would be $1.5 million. Subsequent revisions have cut these
figures. Even though two-thirds of the potential users already use the trains
from Trenton and Princeton, the reduction in vehicle miles travelled, and
attendant benefits, would be significant.
In 1990, Rail Easton offered a proposal for private operation of the line, but
NJT was cool to the plan. Meanwhile, Conrail single-tracked the line for most
of the distance north of West Trenton. Welded rail has been installed on the
remaining track, for the use of the handful of through freight trains which
use the track now called the Trenton Line. It is still signalled, and
passenger trains should be able to run over it at 60 to 79 mph.
During the last two years, support for th e service has been building. At a
February 8 press conference, held at the West Trenton station, Congressman
Dick Zimmer spoke in support of the movement. Joining him were several local
officials, including Bob Prunetti and Joe Constance of Mercer County and Mike
Pappas of Somerset County,
NJT's immediate contribution to the restored service will be the restoration
of the southbound umbrella shed at West Trenton to match the earlier private
restoration of the northbound station building, now an architects' office.
SEPTA is to maintain the southbound structure.
We understand NJT is also studying scheduling, stations, parking, and other
issues. While through service into Pennsyl vania may be fiscally remunerative
because of the many long-distance passengers it could draw, one can expect
that the initial service will end at West Trenton, because of the political
inconvenience of serving out-of-state residents and the fact that any through
service would involve SEPTA, which has shown a tendency to drag its feet on
new service initiatives.
The Commuter Rail Committee is mulling a range of possible New
Jersey-Pennsylvania options, including West Trenton Line service south to
Langhorne or Jenkintown, a connection to the 'Trenton Cut-off,' and a
park-and-ride station where I-295 crosses the tracks. 80 percent of the
people who now drive to Trenton to use NJ Transit trains reside in
Pennsylvania. With the crowds of passengers there, NJT must pay Amtrak to
accommodate some of them. West Trenton service would ease the traffic and
parking crunch now faced by New Jersey residents.
Unfortunately, Pennsylvanians who would use the service don't count in New
Jersey. Both SEPTA and NJT must be impressed with a plan for through service
that citizens of both states will clamor for. That plan doesn't exist now;
logically it is up to DVARP to create it. Want to get involved? Contact the
DVARP Commuter Rail Committee.
**SEPTA Optimistic on Closing Budget Gap
SEPTA Treasurer Feather Houstoun told the Board last month that SEPTA's fiscal
93 deficit after subsidies is running at 5.7 million dollars. While savings
in administration and supply costs have been achieved, service can't be cut
any further without harmful consequences. Apart from commuter rail cuts
mentioned elsewhere, City Transit service was supposed to face a 3% cut across
the board. That cut has been deferred indefinitely, because even the present
service levels are causing overcrowded buses and trolleys, with frequent
'pass-ups' of waiting passengers.
However, the economy is on the rebound, and may lift SEPTA along with the rest
of the region. Houstoun also outlined a concerted effort to reduce workers'
comp costs, similar to the multifaceted approach which has reined in out of
control claims payouts. Former Chief of Operations Chuck Thomas is leading
this important effort.
Railroad, Transit Ridership Data
Financial statistics from the first half of SEPTA's fiscal year were released
in late January. The long-term trend of decreasing ridership continued in
1992, except for suburban transit service.-MDM
* SIX-MONTH RIDERSHIP (millions)
service 1992 1991 change
Railroad 9,258 10,974 -15.7%
Subway 25,920 27,416 -5.5%
CTD Surface 60,667 60,815 -0.2%
Red Arrow 6,403 6,230 +2.8%
Frontier 1,137 1,068 +1.9%
SEPTA TOTAL 103,385 106,503 -2.9%
Data from SEPTA Revenue and Passenger Analysis, provided courtesy of John
McGee
**New Prospect for SEPTA HQ
Feather Houstoun of SEPTA briefed DVARP last month on the status of
negotiations for a new headquarters building, and listened to DVARP concerns
about both the project itself and the process under which decisions about the
project were made.
Houstoun revealed that the owners of 1234 Market St. (the former PSFS
building) have made SEPTA an offer. The building is reported to fulfill
SEPTA's specifications, including the controversial space for the new Railroad
Control Center. DVARP contends that SEPTA can widen its search and possibly
strike a better office deal if the Control Center is located at Overbrook or
Wayne Junction instead of in Center City.
Houstoun explained a key advantage of the 'pad site' for a new building atop
the Gallery. Though none of it is visible from the street, part of the
infrastructure for a new building is already there. The Redevelopment
Author ity, owners of the site, are likely to make it available to SEPTA at a
very favorable cost. Also working in the Gallery's favor is the fact that
there are no land cost associated with it.
While some of the questions have been answered, DVARP is continuing to
investigate the matter, to ensure that the Office Consol idation Project takes
advantage of today's weak office market and adds efficiency instead of wasting
tax and fare dollars.-MDM
**Hayward Takes Board Helm
At their reorganizational meeting last month, the SEPTA Board elected Thomas
Hayward of Delaware County as Chairman, replacing Chester County's J. Clayton
Undercofler. Hayward is an accountant who has long been active in County
business.
Undercofler was praised widely for his five years of calm stewardship
following the tumultous ousters of former Board Chairman Lewis Gould and GM
Bill Stead. Andrew Warren of Bucks Co. referred to Undercofler as "the mortar
that held [SEPTA] together."
The transition was not all sweetness and light, though. In nominating
Hayward, gub-ernatorial appointee Pat McCormick suggest-ed that the Hayward
election was the product of a behind the scenes agreement between Delaware Co.
[read: Senate Minority Leader Joe Loeper] and influential city Senator Vince
Fumo, and failed to acknowlege any Board role in the decision, a political
Freudian slip.
In explaining his abstention from the vote to confirm Hayward, Warren warned
of the threat of politicization turning SEPTA into a patronage mill and pork
barrel. There is a fine line between the Board's vital policy-setting role
and undue politicial meddling. We hope Tom Hayward can draw that line, and
keep the Board on the right side of it.-MDM
**SEPTA to Shift Capital Budget Year
In a briefing for DVARP representatives, SEPTA Treasurer Feather Houstoun
revealed that the authority will now synchronize its Capital Budget and
Operating Budget years as a first step in unifying budget and planning
process. DVARP applauded the move, which it had asked for last year, but not
all of DVARP's reform proposals have been adopted yet.
While the timetable is new, the rest of the planning process is not much
different yet. However, Houstoun hopes future budgets will do a better job
recognizing the link between capital and operating spending-MDM
**Amtrak Takes the Gloves Off
Amtrak's latest marketing campaign strikes a direct forceful blow against the
railroad's leading competition: the private car. Radio spots compare the
ease of the train with the hassle of driving, and deflate some of the myths
paid for with millions and millions of dollars of ads by the auto and gasoline
industries. We endorse the campaign wholeheartedly.
With traffic jams a daily nuisance for thousands of area commuters, perhaps
SEPTA should bring back the Red Arrow slogan: "It's work to drive: why drive
to work?"-MDM
**X2000 continued from page 1
Compared to rigid frame trucks generally used, radial self steering trucks
have two advantages: reduced angle of attack on the rail and reduced rail and
wheel wear. Trucks used on nearly all rail cars to date attempt to hold the
axles parallel inside the trucks. This is the optimum situation for straight
track, but causes problems on curves. Wheel flanges rub against the rail in
sharp curves and try to climb over the rail (derail) on all curves. Available
technology was unable to produce a reliable, cost effective steering truck in
the past.
The X2000 holds the axles in a shallow "V" shaped arrangement of elastic
elements that function both as a spring and to allow the axles freedom to
attain the radial position on curves. One benefit is less wear on flanges and
rails and reduced fuel consumption. Of more immediate benefit to passengers
is the ability to travel faster through cu rves because of the reduced
tendency to derail.
Unlike the previous features which are hidden from view, carbody tilting is
immediately evident to observant passengers. When a vehicle goes around
curves, forces tend to tip both the vehicle and its passengers to the outside.
Travelling too fast can cause the vehicle to tip over, as many bad drivers
have discovered. However, under normal conditions passenger discomfort occurs
far before the danger point. This means that curves can be traversed faster
if some means is developed to tilt the vehicle inward. Both roads and
railroad tracks are banked to enable some speed increase. But banking the
track is limited by two factors: the increased weight applied to the inside
rail and the possibility of a slow freight train tipping over toward the
inside of the curve. The very steep banking of the Norristown High-Speed
Line's track was possible because of the light weight of the 'Bullet' cars.
Attempts to build a successful tilting train date at least back to the 1930s.
Like the steering truck, material and technology available have prevented
development of reliable and cost effective systems in the past.
The X2000 uses a computer to control hydraulic cylinders which tilt the
carbody. The amount of tilt depends on the train's speed and the amount of
curvature in the track. The tilting system enables the X2000 to go 125 mph
around curves normally rated at 100 mph. The tilt does not completely offset
the force of the curve. Although that is possible, testing has shown that
passengers become uncomfortable when they sense they are level while they see
the ground at an angle. Thus, the train only tilts 70% of the full amount.
Even so, talking to passengers indicated that a few were somewhat affected if
they looked out a window after the train was in a curve. While an observant
passenger looking for it can notice the extra tilt in a curve, it isn't
usually noticeable.
The train being used by Amtrak includes an electric locomotive, three coaches,
a food service car, and a cab car. The cab car includes regular seating and
wheelchair space as well as driving controls.
*The passenger's view
While X2000 brings European style to us, Amtrak's future trains may look and
feel more like its current ones. As change may be disconcerting to regular
riders, Amtrak is surveying passengers to ensure acceptance of new features
before specifying them in a production order.
Riding both the X2000 and Amfleet II the same day produced the subjective
impression that the X2000 was somewhat quieter and smoother riding.
The train in service here is in an all first class configuration, with 2+1
seating. Some of the cars had glass-enclosed four seat com-partments that
enable groups to have private meetings. Glass partitions divide the coaches
into smaller saloons; one of which can be designated a smoking area. Both
telephone and fax service are available, but located along the aisle near the
door. (Amfleet phone booths with their counter for papers look more useful.)
Power outlets are available for personal computers. The car ends have a
display that shows speed, next station, and similar information.
An interesting feature is a built in wheelchair lift, which fit in a vestibule
only slightly larger than normal. This feature could save considerable cost
over building ramps at every station. In addition it is at hand should the
need to leave the train between stations arise.
Because the car is not as tubular, the interiors seen more spacious than
Amfleet coaches. Windows are much larger too. A noticeable result is that
passengers can see out the windows on both sides. All seats have a table, but
in most cases this results in facing pairs (common practice in Europe) so that
half the passengers ride backwards. The table edge folds upward to make
getting into the seat easier.
Each seat arm has a headset jack; the train has three channels of audio
entertainment much like an airplane. Unfortunately, train passengers move
about more than airplane passengers and the headset cords seemed to be a
nuisance hanging out into the aisle. Bus operators are now testing cordless
headsets, which may be a better idea. Controls for the reading lights are in
the seat arm.
Overhead luggage racks are much smaller than American ones-hardly useful for
more than a coat or briefcase. Items are less securely restrained in the
rack, which can cause a safety hazard. The publicity brochure suggested
stowing bags between seat backs, a place not available on American trains
where all seats face forward.
One car has a food sales area and a few tables. Each of the other cars has a
small area that stores a cart that an attendant uses to sell drinks and
snacks, so that passengers do not have to go to the cafe car so often.
Walking through a moving train, passing other passengers, and dealing with the
doors seems to be difficult for many passengers. Having food service in each
car ought to be a big hit.
*Where do we go from here?
As reported above, Amtrak hopes to use the new technology to decrease New York
City to Boston travel time. X2000 technology could have local benefits, too.
Amtrak's Pennsyl-vanian spends much of its time crawling around curves. An
increase from 25 to 35 mph in the mountains and similar increases elsewhere
might cut trip time by an hour.
Then there are SEPTA's slow Regional Rail trains. Some study may be warranted
to see if the latest technology could shave a few minutes off schedules.
Streetcars might be quieter with steering trucks, and a 25% increase from say
8 to 10 mph around curves could be useful in some places. Finally, could buses
avoid the need to slow so much on turns if they had active tilting? Slow
speeds put public transportation at a competitive disadvantage. Investigation
of more uses for this technology ought to be warranted.
Amtrak has gone to considerable effort and expense to bring this train here,
test it, and get passenger reaction. Several press, travel agency, elected
officials, and employee trips have been operated. This positive effort to get
word out that the United States can have trains as good as vacationers
remember from Europe is commendable.
DVARP members are encouraged to ride the X2000, and ICE when it gets here.
Let Amtrak know what you think, so future train designs can benefit from your
suggestions.
**DVARP Gears Up Spring/ Summer Petition Drive
Last year DVARP collected thousands of signatures at various neighborhood
fairs and festivals, to protest the announced cuts in service. With SEPTA's
deficit growing ever higher ($5.7 million as of January), DVARP must take
steps to ensure cuts come out of fat, not service. While SEPTA CFO Feather
Houstoun reported that four million dollars in materials savings have been
found to cut the deficit, it certainly will not hurt to gather signatures in
case those savings turn into service cuts. Please make plans this summer to
help us out. Taste every variety of funnel cake available in the civilized
world while helping to save our rail/transit lines and to restore our trolley
lines.-TB
**Lautenberg: Fund ISTEA Fully for Economic Stimulus
Sen. Frank Lautenberg (D-NJ) introduced supplemental appropriations
legislation to increase Federal spending on transit to the full $5.2 billion
authorized under ISTEA legislation. Transit agencies would get an additional
$1.4 billion for capital investment while $540 would go to Amtrak for the
Northeast Corridor and to help pay for compliance with new Federal laws.
The 62% funding of ISTEA initiatives holds an important lesson in the workings
of the Federal government. Merely winning pass-age of a program isn't enough.
The program can be gutted by Congressional failure to provide the needed
funds or an Executive decision to not spend those funds.-MDM
**NRHS Passenger Excursion
You can get a firsthand look at the Stony Creek Branch, along with other
pieces of trackage with potential for revived passenger service, next month
when the National Railroad Historical Society Philadelphia Chapter holds its
"Stony Creek Ramble."
The chartere d train will consist of SEPTA's two RL1 diesel locomotives and
Bombardier coaches. It will depart 30th Street at 9:45 am, travelling over
the RailWorks detour route to Lansdale, then north to Telford on the Bethlehem
Running Track. Passengers can board at Jenkintown at 10:15 or Lansdale at
12:30. Returning to Lansdale, the train will go down the Stony Creek track to
Norristown, returning to 30th St. over the R6 line, including the Center City
Tunnel. Arrival will be at 5:00 pm.
This plan to operate through the tunnel comes as a revelation to DVARP, which
had been told by SEPTA time and time again that diesel-powered trains in the
tunnel were out of the question. The plans also give the lie to SEPTA's
contention that the RailWorks detour route is too slow. Though SEPTA told us
that trains would need 50 minutes from Jenkintown to 30th Street, the NRHS
train will make it in only 30 minutes, just what DVARP said it would!
Tickets are $35.00; send a stamped self-addressed envelope with your order to
NRHS, P.O. Box 7302, Philadelphia 19101. For more information, call Larry
Eastwood of NRHS, 215-947-5769 between 7 and 10 pm only.
**Area Underrepresented in State Transportation Comms.
Despite the fact that they make up close to a third of the members of the
Pennsylvania House and Senate, representatives from Philadelphia and the SEPTA
counties hold only 5 of the total 35 appointments to their Transportation
Committees
Shockingly, there are no Philadelphia members at all on the House
Transportation Committee. Allegheny Co., which has fewer representatives than
Philadelphia, holds 5 of the 24 seats. Suburban members on the Committee are
Thomas Druce (R-Bucks), Anthony Melio (D-Bucks), and Martin Laub (R-Mont.).
In the Senate Transportation Committee, the only City member is Frank Lynch
(D) and the only suburban member is Earl Baker (R-Chester).
Under legislative rules, only Committee members are permitted to question
witnesses like PennDOT head Howard Yerusalim in budget hearings. When
car-oriented state policies tilt even further towards more high-ways and
pollution, you'll know why.-MDM
**Pennsylvania Amtrak Service Threatened
Bus and highway lobbyists are pressuring Governor Casey to veto all
Commonwealth funds for support of Amtrak trains. If 403b funding is dropped,
Keystone Corridor service between Philadelphia and Harrisburg will be slashed
to near useless levels, while the proposed second daily Pennsylvanian and new
Amtrak service from New York to Allentown and Harrisburg will die aborning.
A big problem is that Amtrak has always considered the Harrisburg service an
unwanted stepchild. However, Amtrak is unwilling to cut a reasonable deal to
transfer the service to the Commonwealth or to SEPTA, who are the more logical
operators of what is a commuter rather than intercity service. Will a threat
to end service cause the dispute to finally be resolved?-MDM
**Dates of Interest
SEPTA on Site (RRD): Thursday mornings: 7:30 to 9:00 am, at Suburban Station
or Market East Station.
IEEE Vehicular Technology Society: Wed., Mar. 10, 7:00 pm at 23 Moore School,
Univ. of Pennsylvania, 33rd and Walnut Topic: High Capacity Signalling for
the Northeast Corridor. info: Harvey Glickenstein, 215-569-1795
DVARP Commuter Rail Committee: Sat., Mar. 13, 12:00 at Chestnut Gourmet, 1121
Chestnut St., Philadelphia.
SEPTA Citizen Advisory Committee: Tues, Mar. 16, 5:45 pm at SEPTA Board Room,
714 Market St., Phila.
SEPTA on Site (Suburban Transit): Wed., Mar. 17, 7:30 to 9:30 am and 3:30 to
5:30 pm at 69th St., 7:30 to 9:30 am at Norristown
DVARP General Meeting: Sat., Mar. 20, 12:30 to 3:00 pm at Lansdowne (Delaware
Co.) Library.
SEPTA Board Meeting: Thu., Mar. 25, 3:00, SEPTA Board Room, 714 Market St.,
Third Floor, Philadelphia.
NARP Region III Meeting: Sat., Mar 27 at Station Square, Pittsburgh. See
January DVRP for details. Registration information: KARP, P.O. Box 126,
Pitcairn, PA 15140-0126.
DVARP Light Rail Committee: Sat., Mar. 27, 12:00 at Chestnut Hill Trolley
Loop.
New Jersey Transportation Conference: "2001, A Transportation Odyssey" March
30, 31 at Trump Plaza Hotel, Atlantic City. Registration: TransAction Conf.,
c/o Morris County DOT, P.O. Box 900, Morristown, NJ 07963
IEEE Power Engineering Section: Trends in Electrified Transportation. Wed.,
Mar. 31, 12:00 at PECO Energy Hall, 2301 Market St. reservations: call Steve
Lapidus 609-985-4911 or Barney Adler 215-841-4741.
Delmarva Rail Passenger Association: Thurs., Apr. 1, 6:30 pm at Wilmington
Station, Stationmaster's Office. info: Doug Andrews, 302-995-6419.
DVARP Transit Committee: Wed. Apr. 7, 5:15 to 6:30 pm at Jefferson Alumni
Hall, 1020 Locust St., Philadelphia.
DVARP Commuter Rail Committee: Sat., Apr. 10, 12:00 at Chestnut Gourmet, 1121
Chestnut St., Philadelphia.
Pennsylvania Association of Mass Transportation Authorities Annual Meeting:
Apr. 12-15 at Hershey.
IEEE Vehicular Technology Society: Wed., Apr. 14, 7:00 pm at 23 Moore School,
University of Pennsylvania, 33rd and Walnut. Topic: Automatic Equipment
Identification.
DVARP/NJ-ARP South Jersey Task Force: Sat., Apr 17, 10:00 am at Collingswood,
NJ.
DVARP General Meeting: Sat., Apr 17, 12:00 to 3:00 pm at Lansdale (Montgomery
Co.) Library.
NRHS Philadelphia Chapter "Stony Creek Ramble:" Sun. Apr. 25, departs 30th
St. 9:45 am, Jenkintown 10:15 am. Trip will include DVARP RailWorks Detour
Route, Lansdale-Telford, Stony Creek Branch. Tickets: $35.00 Information and
reservations: call 947-5769 evenings 7:00 to 10:00 only.
RailWorks resumes May 2.
Listings based on information provided to DVARP. Contact sponsor to confirm
time & place.
**Up and Down the Corridor
News of other Northeastern commuter rail and rail transit services
*PATH Comes Back Quickly
Although the World Trade Center bombing caused significant damage to PATH's
basement-level station there, the Port Authority got its trains back running
in time for the morning rush, thanks to good contingency planning and a heroic
effort by management and workers.
The bomb which went off in the building's parking garage caused a ceiling
collapse and other damage in the station; the second calamity to be weathered
by PATH in three months (record floods hit Hoboken in December) Is it too
early to nominate PATH and its management for a national award?
*Metro-North Plans Park Ave. Repairs
Project management contracts have been let for the repair of Metro-North's
Park Avenue Viaduct, the railroad's trunk in Upper Manhattan. The structure
suffers from deferred maintenance, just like SEPTA's Ninth Street viaduct, but
unlike SEPTA, MNCR will maintain full service while repairing the bridges.
*DC Metro Ridership Record
Parade-goers and Clinton well-wishers set a ridership record Inauguration Day
on the Washington Metro. Over 800,000 people took Metro trains that day.
Management's "battle plan" boosted service to meet the anticipated demand, and
put managers at key points to make decisions and keep service flowing
smoothly. WMATA is the second Northeastern transit agency to achieve a record
daily ridership for a special event: Boston did so last summer for a
waterfront festival.
*Boston Mulls Blue Line Extension
Officials in Boston are considering extension of the Blue Line northeast to
Lynn. An old right of way is available, while the current use of both third
rail and overhead power on the line eliminates the need for costly grade
separation.
*PAT Reopens Surface Trolley
Pittsburgh's Route 52 trolley will be back in service soon. The "over the
top" line which bypasses the South Hills tunnel has undergone major repairs.
Compiled from BITNET,Railpace
**Upcoming DVARP Meetings:
Saturday, March 20, 12:30 to 3:00 Lansdowne (Delaware Co.)
R3 train leaves Suburban Stn. at 12:15, walk south 1 block from station (or
take 113 bus)
Saturday, April 17, 12:30 to 3:00 Lansdale (Montgomery Co.)
Saturday, May 15, 1:00 to 4:00 Collingswood, NJ
*Agenda for the March meeting:
12:30 introductions, agenda, minutes
12:45 Issues requiring immediate action:
RailWorks(R): shutdown II
report for NARP Region III meeting
1:30 Other business:
Commuter Rail Committee:
West Trenton
South Jersey:
Mt. Holly & Ocean City rights--of-way
Atlantic City-Philadelphia opening
Transit Committee:
Homeless persons in subway
2:00 General:
SEPTA Operating Budget
SEPTA Capital Budget
Administration, copier
*Committee Meetings:
Light Rail Committee: Sat., Mar. 27, 12:00 noon
meet at Chestnut Hill trolley loop for inspection trip, meeting to follow
Bring your SEPTA pass or $2.00 trolley fare
Transit Committee: Wed., Mar 31, 5:15 to 6:45
at Jefferson Alumni Hall, 1020 Locust St. (first floor cafeteria)
Topic: Subway-elevated extension
Commuter Rail Committee: Sat., Apr. 3, 12:00 to 2:00
at Chestnut Gourmet, 1121 Chestnut St. note new location!
Topics: call DVARP Voice Mail, 215-222-3373, message box 2.
South Jersey Task Force: Sat., Apr. 17 at Collingswood, NJ.
** End **
