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Delaware Valley Rail Passenger Vol 11 No 05
The Delaware Valley Rail Passenger
Electronic Edition
May 1993
Vol. XI, No. 5
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 produced as a public service to
the network community. It is archived on the CUNYVM
Listserver in the RAILNEWS directory. An index of back
issues is available by sending INDEX RAILNEWS to
LISTSERV@CUNYVM. Thanks to Geert K. Marien (GKMQC@CUNYVM)
for maintaining this archive! If you have comments or
questions, please contact us, not Geert!
(C) 1993 All rights reserved. Please contact DVARP for
permission to redistribute.
For more information about DVARP and good rail service,
please contact us: P.O. Box 7505, Philadelphia, PA 19101
215-222-3373 iekp898@tjuvm.bitnet or iekp898@tjuvm.tju.edu
President: Chuck Bode Editor: Matthew Mitchell
for other officers and committee chairs, see page 11
Schedule Change Alert:
SEPTA bus, trolley schedule changes postponed again to May 16.
Inside The Delaware Valley Rail Passenger...
1 Direct service makes RailWorks(R) easier to bear for some.
2 SEPTA issues FY 94 budgets: hearings this month.
3 RailWorks Roundup: New subway track will cut delays; construction on
schedule.
Gambaccini promotes the project, but ridership recovery stalls.
5 On the Railroad Lines: more R5 express service; warning to 13th St
subway users.
6 SEPTA office deal collapses, Cross-County Metro gains legislative
champion.
7 Atlantic City service underway; DVARP, NJARP, NJDOT save Mt. Holly
right-of-way
8 NARP Region III hears from Conrail, Congress, consumers.
10-11 Dates of Interest: DVARP goes to the ballgame! 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
Construction Resumes: R3, R5 Riders Get Direct Trains!
by Matthew Mitchell
The second shutdown of commuter train service for the RailWorks(R) megaproject
will be a little easier for some commuters to bear; after years of DVARP
efforts, SEPTA will run direct service from Doylestown and West Trenton to
downtown Philadelphia. A pair of trains will run over Conrail tracks from
Fern Rock to 30th Street, using diesel locomotives leased from NJ Transit.
The direct service vindicates DVARP's position that such service can work; in
meeting after meeting, top SEPTA management insisted it was impossible.
Only a partial service
The DVARP people who worked so hard to win the service have some residual
disappointment, though. The two round-trips are only a skeleton of the plan
DVARP put forth two years ago, while they terminate at 30th St., not Suburban
Station. DVARP continues to press the proposal to restore fans at Suburban so
the diesels could run there; SEPTA continues to dodge the issue, changing the
focus of a peer-review study from limited service for Suburban Station to
full-tunnel diesel runs.
R2 passengers and those at local stations will be able to transfer to or from
the 30th Street trains at Fern Rock, to enjoy a much more pleasant trip
downtown. The tree-lined Conrail route passes through Fairmount Park, and
passengers will be able to rest and relax instead of cramming into hot subway
trains.
Publicity???
It is yet to be seen how many passengers will use such a limited service.
While it will be a boon to University City commuters (their ride will nearly
as fast as the regular electric trains via Market East), the inconvenience of
the transfer at 30th St. will affect the bulk of the ridership, just like it
does at Fern Rock.
As with last year's Fox Chase Special service, a lack of publicity is of
concern to DVARP. Though RailWorks has a PR budget of over $5 million, no
efforts were made to inform customers of the diesel alternative until the last
week before the shutdown, when most had already made their travel plans,
signing up for car-pools, buying lower-zone passes for CTD service, or
resigning themselves to the hassle of the subway.
It is feared that some people will seize on disappointing ridership numbers as
evidence justifying the original decision to force all RRD passengers onto the
Broad Street Subway rather than retain commuter train service.
Direct Diesel Schedules
morning-read down evening-read up
- 6:34 Doylestown - -
- 7:00 Lansdale 5:47 -
6:35 - West Trenton - 6:38
7:19 7:36 Fern Rock 5:10 5:50
7:49L 8:06U 30th Street 4:40U 5:20L
L-lower level, U-upper level
Morning trains will run as expresses, afternoon trains will make all stops.
SEPTA Proposes 93-94 Budgets
Hearings will be held this month on SEPTA's proposed Fiscal 1994 Operating and
Capital Budgets. As reported here previously, the Capital Budget year has
been moved forward two months to coincide with the Operating Budget year and
the Pennsylvania state budget year. DVARP is asking for this to be the first
step towards an integrated planning process within SEPTA that would better
coordinate the two spending plans.
In his introduction to the operating budget document, SEPTA GM Louis
Gambaccini insists that additional state funds will be necessary this year to
stave off fiscal crisis at SEPTA. Normal growth of expenses resumes after a
retrenchment of some 20 million dollars in the current year. If the money
isn't forthcoming, Gambaccini threatens a fare increase of 10 percent or more.
The draft budgets were released to the public just three weeks before the
start of the hearings, placing a huge burden on DVARP volunteers who must
analyze both budgets and prepare statements on them while also monitoring
RailWorks. Much of the work is being done in committee, and the individual
pieces will be assembled and approved at the DVARP general meeting this month.
Once again, a SEPTA Budget Task Force has been established to coordinate the
work.
Hearings on the proposed Operating Budget will take place in all five SEPTA
counties the week of May 17. The Capital Budget hearing will be May 21 in the
Board Room.
Hearing Schedule
Doylestown: May 17, 1:30 pm, Bucks Co. Courthouse
Norristown: May 17, 7:00 pm, Mont. Co. Courthouse
West Chester: May 18, 1:30 pm, W.C. Senior Center
Media: May 19, 1:30 pm, Del. Co. Government Center
Philadelphia: May 20, 11:00 am to 11:00 pm SEPTA Board Room, 714 Market St.
Budget Trouble This Year
Meanwhile, SEPTA faces a shortfall of five million dollars in its present
budget, the result of continuing ridership losses on both commuter rail and
transit. Feather Houstoun, Treasurer of SEPTA, disclosed the problem at the
Board meeting. She described expense reductions intended to close as much of
the gap as possible, but there is a good chance the books won't balance at the
end of the year.
We can't cut any more!
One of the projected cost-cutting moves was yet another cut in City Transit
Division service levels. Originally scheduled to take effect in January, many
of the cuts have been postponed at least three times, and are now slated for
this month. Planning and operating personnel have discovered that many buses
and trolleys are very overcrowded already. Another cut in service is likely
to be self-defeating. Not only will fare revenue be lost, but overcrowding
will slow the service further and cut into efficiency.
Cuts in rail service implemented last fall have also shown a down side, just
as predicted by DVARP, the City, and many others. Weekend ridership is down,
while RRD had so many problems on the R5 Paoli line that the cut trains had to
be restored. R2 Wilmington ridership remains depressed as the result of the
elimination of express service, too.-MDM
RailWorks(R) Roundup
As construction on the commuter rail trunk resumes, so does our monthly in-
depth coverage of the RailWorks megaproject and its effects on passengers and
non-passengers.
RailWorks(R) is a registered trademark of SEPTA.
Good Omens for Construction Progress
In a report to the SEPTA Board, RailWorks construction managers said that
staging work for the second construction period was on schedule, and they were
optimistic that construction would be completed on time.
Several of the bridges and various other components have been prefabricated by
the contractors and are ready to go in, while rails, ties and other smaller
materials have been delivered to the site.
The construction contracts are continuing to come in under budget, freeing up
money for additional construction and for ridership rebuilding efforts. A
total savings of $50 million is projected!
Be Careful Down There!
While we continue to believe that the subway is safe to ride at most hours,
passengers must be much more alert to the possibility of crime in trains and
at stations.
The stabbing of a Frankford man in a corridor connecting the Broad Street and
Market-Frankford lines came at a bad time for SEPTA personnel who are trying
to reassure RailWorks refugees of their safety on the CTD. While the crime
statistics continue to improve, only a visible police presence and an
atmosphere of calm and order will counter the perception of danger.
Market East Service Boosted
Pennsy-side passengers will have an easier time of it during the second
construction period, as nearly all trains are scheduled to serve Market East.
Commuters grumbled last year when many trains terminated at Suburban Station,
forcing them to walk and wait for onward connections.
R8 Weekend Service Will Run
A misprint in the "RailWorks Fact Pack" says that weekend service on the R8
Chestnut Hill West line will be suspended during the summer months. Rest
assured that that is in error. Trains will run, but only hourly, on Saturday
and Sunday; shuttle bus service to R7 Chestnut Hill East stations is Monday-
Friday only.
New Subway Loop Will Increase Reliability
Northbound Broad Street trains are now using a new loop track around Fern Rock
yard and approaching the station from the rear. Subway-Elevated AGM Judith
Pierce hopes the new track and operating scheme will lick the congestion which
often delayed RRD commuters transferring at Fern Rock.
The number of trains needed to carry both the RailWorks refugees and regular
subway customers exceeded the capacity of the stub-end terminal at Fern Rock,
causing routine delays of five minutes or more.
Give a "Gee, why didn't I thinkadat" award to the person who realized that
building a track around the yard would bypass the switch causing the
bottleneck. Give Pierce an A for management, for approving the plan and
getting it done in only ten weeks, at a cost of $850,000 including signals,
electrification, and extending the embankment the yard sits on. We're trying
to get the names of the people who made this project happen, so we can give
them proper credit, too.
Loop will help Broad-Ridge riders, too
Even after RailWorks, the new loop will be good for SEPTA and its passengers.
The added capacity at Fern Rock will allow Ridge Avenue trains to be turned
there. With trains running from Fern Rock to 8th and Market, the Market East
passengers who endured two transfers and 20-30 minute longer travel times
during RailWorks I will get some relief.
This also means that repairing the upper-level signal failures at Erie, which
caused last year's Broad-Ridge shutdown, may now not be necessary. More
coverage next month...
Fern Rock I: Embalmed Before the Storm
DVARP conducted morning and evening passenger counts at Fern Rock
Transportation Center on March 30th. The use of the new $10 million facility
was as follows: Morning inbound peak (7:30-9:00am): 134 passengers. Evening
outbound peak (4:00-6:00pm): 91 passengers.
Ridership Report
In a response to a letter written by DVARP members Ernest and Elaine Cohen,
Lou Gambaccini wrote: "Finally, we consider the Cohen's spurious argument
about RailWorks causing a permanent 10 percent drop in ridership to be the
usual smoke screen of those who insist on maintaining railroad service at all
cost."
The following "smoke screen" is from SEPTA's February ridership report. The
figures show the three lines which were completely shut down (R6, R7 and R8)
are following the historical experience of the 1983 strike. The three Fern
Rock lines (R2, R3, R5) are also following the trend except they are starting
the recovery process from a higher level.
Smoke screen? The woods are burning.
Line (Avg. Wkdy) Feb '92 Feb '93 Change
R1 Airport 1,933 1,678 -13.2%
R2 Wilmington 7,081 6,261 -11.6%
R3 Media-Elwyn 8,567 7,558 -11.8%
R5 Paoli 21,953 20,426 -7.0%
R6 Cynwyd 404 288 -28.7%
R7 Trenton 8,192 8,127 -0.8%
R8 Chestnut Hill 3,755 3,990 +6.3%
PRR SUBTOTAL 51,885 48,328 -6.9%
R2 Warminster 5,162 4,485 -13.1%
R3 West Trenton 7,179 6,093 -15.1%
R5 Doylestown 10,380 9,177 -11.6%
R6 Norristown 3,840 2,731 -28.9%
R7 Chestnut Hill 4,969 3,547 -28.6%
R8 Fox Chase 4,179 2,813 -32.7%
RDG SUBTOTAL 35,709 28,846 -19.2%
DVARP's Rider Index showed the ridership recovery stalling out in 1993.
Ridership has stabilized at a permanent loss of about 11 percent, or 5,000
daily passengers.
(Rider index graph)
RailWorks Speed Stealers Revealed
The March 1993 RailWorks Update flyer contains an excellent view (on the
bottom of page 2) of the RailWorks speed-stealing curves at the new $37
million Temple Station. Unlike the trackage at North Broad, these curves are
here to stay. According to an operating document, the speed limit between
Temple and 16th Street is 30 MPH except at the curves where the limit is 15
MPH.
What Lou Told Cleveland
(Transcribed from an address Lou Gambaccini made to the City Club Forum,
Cleveland.)
"We recently completed the first of two summer shutdowns of half of our rail
system-- some six rail lines-- in order to replace 25 bridges: 13 in 1992 and
12 in 1993. This was a classic model for what I'm advocating, the cost of
which was originally $350 million. We expect to produce it for less than $300
million because the competitive marketplace has us getting bids substantially
below estimate. We're attracting the best contractors who because of the lack
of other work put their best people on these jobs.
"We finished ahead of schedule, well below budget. We almost doubled our
minority goals in local jobs. In fact I got a "Rosie the Riveter" award
because I'm told that we have more women on more aspects of construction than
any other project in history. The community has been marvelous, even though
the noise, dust and all the other distractions or problems of construction
have been rather intrusive. With a carefully crafted community program and
information program they've been very understanding. "It could not be a better
model for what we should be doing at the national level."
Some news stories have mentioned that the program's PR effort has won two
awards from the American Public Transit Association whose Chairman is (what a
coincidence!) Lou Gambaccini.-TB
Fern Rock II: Calling All Painters!
Fern Rock Transportation Center appears to have a faulty paint job. Large
chunks of paint are peeling off the I-beam framework around the perimeter of
the facility. The beams are galvanized, so the facility is protected against
rust--for now.
"RailWorks is Killing Me!"
Last year DVARP spoke to the owner of the Remington Newsstand in Suburban
Station. He doubted that he would survive the first shut-down.... He didn't.
The newsstand was taken over by Bradd Allen Bookstores. Bradd Allen is
planning to shut one of the two stands down for remodeling during the last
part of RailWorks but promises service at all times.
On the Railroad Lines...
SEPTA Policeman Stabbed
The Inquirer reports that a 23 year old SEPTA police officer was stabbed on
the concourse near 18th Street and JFK. He was reported to have just gotten
off a train and was on his way to work at about 10:40 pm. The officer was
taken to Hahnemann University Hospital and was reported in stable condition.
R1
Interlocking Upgrades
SEPTA has awarded a contract to Union Switch & Signal for centralized traffic
control equipment for Newtown Junction and Jenkintown. This another step in
centralized control of the entire system.
Old York Road Bridge In
Another engineering and construction success was marked last month as the new
bridge north of Elkins Park was rolled in. . Only two of the three planned
weekend shutdowns were needed to complete the job.
Jenkintown Needs Finishing Touches
The new information kiosk at Jenkintown appears to be a CIA invisible ink test
station. The blueprint giving information has been faded by the sunlight and
is unreadable. Elsewhere at SEPTA's busiest suburban station, the new
outbound platform is being poured. We hope a little paint will be saved for
the pedestrian tunnel, which remains covered with sometimes-obscene graffiti.
R2
No Relief Scheduled
While the R5 line are getting more express trains this month, Marcus
Hook/Wilmington passengers still are without any express service. This has
been a sore point for those commuters, who bemoaned the slower service in the
Rider Report Card.
R5
Express service increased!
The new schedules add two new trains to both the morning and afternoon peak on
the Paoli line. The first Downingtown train is now an express, while the
second Parkesburg train has jumped to "limited" status. In the afternoon, two
trains were added after 6:00, giving limited and express service to outer Main
Line riders who are working late.
Whitford Loses Parking
An Amtrak construction project caused the sudden loss to SEPTA patrons of one
of the parking lots at the Whitford station. Parking is already squeezed on
the Downingtown line, but SEPTA says a few spaces remain at Exton.
Doylestown Shuttle Over
SEPTA has completed "Lumberworks" the brush-cutting project that resulted in
shuttle buses from Lansdale to Doylestown.
Station Repaired
New windows have been installed in the shelter at Pennbrook Station. SEPTA
installed new frames which should contain the damage from vandalism. Those who
normally freeze at the station should be thrilled.
R6
More Repairs Scheduled
SEPTA crews will take advantage of the service shutdown to perform maintenance
on catenary poles on the Norristown line.
R8
"Missing" Line Recovered
The mystery of the missing 150 feet of the Newtown Line has been solved.
SEPTA planner Gerald Kane assures DVARP that the line will be restored by
SEPTA and the missing fill was SEPTA's doing.
MFSE
13th Street Warning!
The encampment of homeless persons in the concourse outside the eastbound (to
Frankford) subway station at 13th Street has led to unsafe conditions for
passengers trying to exit the subway there.
A stabbing and an assault have occurred there in recent weeks; though both
victims and perpetrators were persons living in the concourse, the situation
isn't under control.
Until the Rendell administration implements its announced plan to evict the
persons who are drinking, using drugs, and using the corridor as a toilet, we
urge passengers to avoid this station during evening and weekend hours when
the concourse level entrance to the 1234 Market building is closed. Subway-
surface passengers should exit via the westbound MFSE platform, which is
still safe to use.
News compiled by Matthew Mitchell and correspondents: Howard Bender, Chuck
Bode, Tom Borawski, Betsey Clark, Don Nigro, John Pawson, Steve Spitzmiller.
Become a DVARP news correspondent!
Call your news tips in to
215-222-3373, message box 3
SEPTA HQ: 1234 Doesn't Add Up by Tom Borawski
In the latest twist to SEPTA's Wile E. Coyote-like pursuit of a headquarters
building, Mellon Bank allowed an option to expire on the Authority's first
choice, 1234 Market Street. This places the building under the control of the
Federal Deposit Insurance Corporation and ends a potential deal with SEPTA.
FDIC is required to auction the building off, a lengthy process. The Inquirer
quotes Stewart Cades, Chairman of the SEPTA Board Real Estate Committee: "We
don't have the luxury of time." No reason for Mellon's backing out of the deal
has been reported.
SEPTA is now evaluating its second choice: 1650 Arch. Philadelphia Business
Journal speculates, "...how [will City Council President John] Street and others
who opposed the Gallery pad react if a deal for choice No. 2, 1650 Arch, also
fails. Take it one step further, just for fun: Imagine if SEPTA officials
actually intended this all along..."
The Journal article suggests a SEPTA bias towards the Gallery site. Certainly
there is evidence of a preference. DVARP has obtained a copy of the
preliminary outline for the Regional Rail Control Center. The outline was
configured for the Gallery site; however, it did state that it was applicable
to other locations. The question remains: how many "preliminary" plans are
out there? DVARP is attempting to confirm reports that control center fiber
optics have already been installed at the Gallery site.
It appears that contrary to what DVARP has been told the issue of the RRD
Operating Center IS an important factor in the decision. Philadelphia
Business Journal quotes Cades saying, "It would not make or break a deal, but
it would clearly enhance a deal."
Moreover, the newspapers have begun to call it a "system-wide" control center,
not a "Regional Rail Control Center." There is no project item for a system-
wide control center in SEPTA's current Capital Budget and Plan.
DVARP has suggested that the control center should be at a remote, hardened
site and not in insecure- and expensive- Center City office space. A SEPTA
official told DVARP that the choice to have a Center City control center was
purely a matter of "philosophy."
SEPTA may scoff at the idea of an armed group occupying the control center and
paralyzing it. They may hint that the razor wire surrounding a remote,
secured control center will be little more effective than the security
measures it plans for the Center City site. But even the best urban security
is no match for a remote site. Perhaps SEPTA's new bond firm, Grigsby
Brandford & Co., whose office is in the recently bombed World Trade Center,
could offer testimony to that fact.
Board Backs off Ad Decision
Under fire from community activists, the SEPTA Board is seeing if a contract
permitting alcoholic beverage and cigarette advertisements on SEPTA buses can
be modified to ban the offending ads. The ad restrictions may reduce the cash
SEPTA will receive from TDI, the advertising contractor.-MDM
Greenleaf Seeks CC Metro $
The Inquirer reports that State Senator Stewart Greenleaf (R-Montgomery Co.)
would introduce a bill to place SEPTA's Cross County Metro project in the
state Capital Budget. Greenleaf's office had contacted DVARP for a copy of
our position paper on the project.
It seems strange that a funding bill could be introduced before a project-or
its actual usefulness-is defined. The Cross County Metro feasibility study is
expected in September, according to the Inquirer.
While we support the restoration of passenger rail service on the "Trenton
Cut-off," DVARP has urged a cautious approach to this project. A failed Cross
County Metro will be the mass transit "bloody shirt" that the highway lobby
waves in front of the media, public and politicos. A copy of DVARP's position
paper can be obtained by sending a self addressed stamped envelope to CC Metro
Paper, Box 546, Fort Washington, PA 19034.-TB
Freights 'Ain't Gonna Be On Delaware Avenue
The Interstate Commerce Commission has rejected Conrail's bid to block CP Rail
from the Philadelphia market. This eliminates the threat of long freights
winding their way over the Philadelphia Belt Line on Delaware Avenue.
According to Philadelphia Business Journal, the State Legislature withheld
funding for increasing clearances on Conrail's ex-Reading main line until CP
and Conrail could agree on charges to access the Tioga Marine Terminal.
According to the Journal that agreement has been reached.
NJ Transit: The Way to Go
AC-Philadelphia in Service!
A multitude of newspaper ads are heralding the restoration of commuter rail
service from Philadelphia to Atlantic City. NJ Transit is starting the
service this month with six round trips every day for commuters, casino
employees, and day-trippers. The ride will take about 90 minutes.
NJ Transit ticket and validating machines have been installed in the main
concourse of 30th Street Station, behind stairway 9. The ticket machine works
like a bank teller machine, with buttons surrounding a video screen. The
machine accepts cash and credit cards. Follow the instructions closely, and
be sure to stamp your ticket in the validating machine before boarding the
train.
The one-way fare from Philadelphia to Atlantic City is $6.00, which is
competitive with bus services.
NJ Moves to Preserve Mt. Holly Line
Through the direct and indirect encouragement of DVARP and the New Jersey
Association of Railroad Passengers (NJARP), the New Jersey Department of
Transportation (NJDOT) has staked its rightful claim to a 10-acre railroad
right-of-way segment in Mount Holly. Conrail, who now owns this property, was
planning to sell it to the Rancocas Conservancy, a local environmental group.
Rick Remington, NJDOT spokesman, told the Inquirer, "we have notified Conrail
of our interest in this proposed transfer to the conservancy." He also added
that the department is "very interested" in buying the property. "We have the
authority for acquisition to the right-of-way to preserve the area for future
transportation development," he said.
Until the recent communications, NJDOT had not expressed even an interest to
Conrail to acquire any portion of the right-of-way which extends to Fort Dix.
The right-of-way is one of ten that, through the initiative of a 1989 state
wide referendum and Senate Bill No. 3025 of 1991, were to be acquired with a
$10 million appropriation.
Earlier this year, it became public knowledge that Conrail had contracts drawn
up to sell a 3/4 mile portion of this right-of-way in Mount Holly to the
environmental group for one dollar. The sale of this section would have
severed the bulk of the Senate bill-designated right-of-way from that of the
active railroad south of Mount Holly. DVARP and NJARP advocated that
possession of this Burlington County right-of-way must not be broken up away
from state ownership, especially for non-transportation uses. Since Conrail
had set such a low price for the property, DVARP and NJARP contended that
NJDOT should be able to acquire the segment from the freight railroad at a
minimal amount through negotiation or condemnation. Even if funds from the $10
million 1991 state appropriation were dwindling, there would be significant
means remaining from the 1992 $15 million appropriation, an allotment
designated to acquire far fewer rights-of-way.
The voters of New Jersey let their opinion be known on preservation and
acquisition of railroad right-of-ways for future transportation needs. In the
1989 state-wide referendum, New Jersey voters approved the spending of $25
million to acquire unused railroad right-of-ways so that these strategic
properties would remain physically and politically accessible for future rail
transportation.
DVARP advocates that the Mount Holly right-of-way be a major component in the
transportation system that will come from the Burlington-Gloucester Corridor
Study. The Burlington County service should extend not only to a pedestrian
station in Mount Holly, but also eastward over the right-of-way designated in
the Senate bill to a park and ride station in proximity to Route 206. In
addition, the transportation system should not preclude future extensions to
Fort Dix.
DVARP appreciates the concern and activism that New Jersey State Senator
Robert E. Littel has exhibited on this recent matter. Senator Littel, of
Franklin, NJ, was one of the six co-sponsors of Senate Bill 3025.-DN
$850 Million Newark Expansion
NJT is recommending $850 million in projects which include a $120 million
upgrading of the Newark subway trolley line, a $571 million light rail trolley
line with 11 stations which would tie into the Newark City Subway at Orange
St. and a $157 million rail station on the Northeast corridor to be located at
Haynes Av. which would be linked to the airport's three main terminals by an
extension of the airport's monorail line. Also planned is a $2 million bus-
rail terminal in Elizabeth.
Another part of the expansion plans will replace Newark PCC's--not with busses
but with new LRV's.
New Rail Fare Policies Effective July by Matthew Mitchell
At its meeting last month, the SEPTA Board approved a broad package of tariff
proposals which will take effect July 1. The four-year-old practice of
charging a penalty on all on-board sales (April DVRP) will be abandoned.
Tariffs amended
On the recommendation of DVARP and other participants in the public hearing,
the penalty to be charged to passengers who purchase tickets on board when a
ticket agent or machine was available at their boarding location was reduced
from $3.00 to $2.00.
But the controversial proposal to fine passengers who ride beyond the zone of
their ticket or pass without informing the conductor remained in the final
package. DVARP denounced the idea at the hearing, saying that it would lead
to disputes between passengers and crew and drive people off the trains.
SEPTA cited an undercover study which found that two out of three passengers
who attempted to evade the extra fare succeeded.
Embarrassment causes crackdown
Revelation of that fact at the Operating Committee meeting caused significant
pain to RRD management, as did DVARP's reports of widespread failure of SEPTA
crews to comply with ticket collecting policies. In a DVARP test, a passenger
who displayed only the bottom edge of his pass was asked to show the whole
pass only 8 times in an entire month.
Since the hearing, crews were reinstructed on proper procedures, and
compliance with them has increased significantly. Some passengers may find it
annoying to be asked to show their TrailPass several times, but those are the
rules.
Passengers, crew confused
Much of the "override" problem is concentrated on the R7 Trenton line, which
sees much traffic from occasional riders. Those passengers often don't know
that the policy of honoring zone 3 passes to all zones does not apply to out-
of-state destinations.
Likewise, there is terrible confusion over the honoring of CTD TransPasses on
off-peak trains to points outside the City of Philadelphia, and passengers
count on being charged a different amount each trip. Some crew find the
process of determining and collecting the correct fare to be so difficult that
they let the passenger ride free instead of collecting it. DVARP is seeking a
better alternative.
NARP Region III Meets
by John Dawson, NARP Region III Director
The annual Region III (DE, NJ, PA) meeting of the National Association of
Railroad Passengers (NARP) was held at the Grand Concourse Restaurant in
Pittsburgh on Saturday, March 27. The site was the former Pittsburgh and Lake
Erie station, a magnificent setting for rail meetings. Kudos to KARP for
handling the arrangements and staging a tour of PAT's light rail system,
including a visit to the control center and shops. KARP even arranged for the
group to have their own private "trolley" cars, a Siemens-Duewag LRV for the
outbound trip and a PCC car for the return.
Conrail's perspective
The principal outside speaker at the meeting was Robert Baker, Executive
Director of State and Local Affairs for Conrail. [It should be noted that
Baker played a major role in making it possible for SEPTA to operate detour
diesel service over Conrail tracks to 30th Street during RailWorks.] Conrail
operates 20,000 miles of track in 14 states, employs 25,000 persons, and is a
major carrier of chemicals, intermodal shipments, coal, and autos and auto
parts. Conrail has done a good job of reducing its costs, but now needs to
expand its revenues.
From a freight perspective, one of the more important happenings in
Pennsylvania is the decision to increase clearances on two routes across the
state. This confers economic benefits to the Philadelphia area by making the
region accessible to double-stack trains. The total cost will be $79.8
million, of which Conrail will pay 53%, CP 4%, and the state 43%. The job
will require three construction seasons and employ 8000 persons. Conrail is
planning to expand its intermodal yards in Pittsburgh and Harrisburg to
accommodate the additional traffic.
On the issue of accepting high-speed passenger trains on freight tracks,
Conrail's position is that any trains running faster than 90 mph should be on
dedicated track. It is willing to accommodate slower trains, provided it is
reimbursed for any excess costs and there is no degradation of freight
service. Conrail is also willing to allow high-speed tracks on its right-of-
way, but only after all engineering and safety issues are resolved. Conrail
is willing to negotiate with Amtrak and other passenger carriers, but expect
it to be a tough negotiator.
NARP members concerned about Amtrak
Members expressed several concerns that they wished the region's directors
would take to the April NARP Board meeting. These included the need for
better local transit connections to Amtrak trains, especially in smaller
towns; the need to coordinate Amtrak and intercity bus schedules; and Amtrak
maintenance problems which are adversely affecting reliability. With respect
to the second point, Fullington Trailways, which receives a state operating
subsidy, was cited for providing poor connections with trains at Harrisburg
and Lewistown for passengers traveling to/from State College.
On the last point, Amtrak maintenance problems have long been a major NARP
concern. The basic problem is that Amtrak's locomotive fleet is aging and
overextended. [To hammer the point home, on the very day of the meeting
Amtrak was forced to annul the eastbound Pennsylvanian (#42) in order to
supply a locomotive to the westbound Capitol Ltd (#29). A late running
Broadway, #40, was able to cover for the missing train.]
Passage of Clinton's stimulus package would have helped, as it included funds
for new locomotives to be built by GE in Erie and for an expansion of overhaul
activities at Beech Grove, Indiana. Unfortunately, it was blocked in Congress
by the Republican filibuster led by Senator Robert Dole of Kansas, who is
taking a hard line against any additional funding for Amtrak.
Santorum gives Congressional perspective
The afternoon session started with a surprise visit by U.S. Rep. Rick
Santorum. The engagement became somewhat unsettling, however, when Santorum
after expressing support for rail passenger service stated that he expected
rail to pay its own way. He did not rule out all federal support, but felt
that rail users should establish a trust fund, patterned after the highway and
aviation trust funds, and use it to support needed capital investment. When
members raised the issue of an uneven playing field, he warned us against
playing games with loose economic arguments. He also stated he was not
interested in historical inequities, but wanted to know what was happening
now. He made it clear that if we want him to support rail programs, we have
to give some very solid arguments for doing so.
There are some lessons to be learned here by both sides. First, he needs to
understand that it is not possible to establish a rail trust fund. How would
it be done? If the suggestion is to impose a ticket tax, why not just raise
fares and forget the trust fund? The answer is that higher fares drive away
business and do not necessarily increase revenue. Perhaps it could come from
a tax on fuel consumed by passenger locomotives. The last thing Amtrak needs
is another expense. Maybe if the base were expanded to include all railroads,
sufficient revenues could be raised. Freight railroads would love that, and
it would certainly give them a strong incentive to kill passenger service.
[Actually the proposal to give 1c from the gas tax to Amtrak would have
elements of this, as railroads currently pay the 22c per gallon that goes to
deficit reduction. The Ampenny would come from this portion.]
Rail advocates need to do their homework and develop good arguments that will
convert an audience comprised of more than their own choir. Perhaps, the best
argument is that it may be cheaper to expand rail service than to build new
highways and airports. Highway and airway users do gain a benefit when
traffic is diverted and congestion relieved. And then there are the
externalities of clean air and reduced petroleum imports.
PAT transit woes like Philadelphia's
In addition to its light rail lines, PAT (Port Authority Transit) also
operates a comprehensive network of bus routes, some of which operate on
private rights-of-way. PAT probably has more experience with segregated
busways than any other transit property in the U.S. However, according to
speakers at the meeting PAT is experiencing falling ridership and is facing
financial constraints that forced at 2% service cut in December (including
suspension of the LRT subway shuttle to Penn Station) and another 6% cut in
February. In addition, the March blizzard added costs the system could ill
afford. Sounds like SEPTA, but it is well to remember that many of the
problems we are experiencing in Philadelphia are also being felt by other
transit properties around the country.
Next year in Delaware
The Delmarva Rail Passenger Association has agreed to host the 1994 Region III
meeting. It will be in the Wilmington area, probably in March. Plan to
attend!
Take Us Out to the Ball Game!
For all you SEPTA riders who have earned free Phillies tickets this month,
DVARP is planning a special night out at the Vet on Monday, June 7. To sit
with our group, meet at the Connie Mack statue near the Broad Street Subway
exit at 7:20, or check the sign posted at the 500 level Phillies Newsstand.
Hi Ho! Come to the Fair!
DVARP wants you to volunteer to spend part of a day at one or more community
fairs like Mount Airy Day or the Clark Park Festival. You'll talk to your
neighbors about how good passenger rail service can make your community
better, hand out literature, and collect signatures on petitions.
Contact DVARP's Volunteer Coordinator, Betsey Clark, at 215-222-3373, message
box 4.
Volunteers always welcome
We have lots of other ways for you to use your talents, whatever they are, to
help win better transportation. Please call us!
Clarification: Membership Renewal
A few people have confused our reduced introductory membership rate with the
regular renewal rate. The $10.00 rate applies only to new members who join
DVARP after April 1. All regular renewals, before or after April 1, are
$15.00. Thank you for your understanding and for renewing your membership.
DVARP Discusses Newsletter Policy
Expansion of The Delaware Valley Rail Passenger and an influx of new
contributors to the newsletter has created the need for DVARP to set an
editorial policy for it and formally appoint an editor. An interim policy was
unanimously agreed to at last month's general meeting.
Should this newsletter add a letters page? Accept ads? How should opinion
contributions and official DVARP statements be handled? You can answer these
and other questions by coming to this month's meeting or sending your opinions
about the newsletter to DVARP.
Dates of Interest
SEPTA on Site (RRD): Thursday mornings: 7:30 to 9:00 am, at Suburban Station
or Market East Station.
SEPTA Public Hearing on Proposed Route 42 Revisions: Fri., May 14, 10:00 am
at SEPTA Board Room.
Delaware Transportation Festival: Sat., May 15, 10:00 to 5:00 at Wilmington
Station and Tues., May 18 10:00 to 8:00 at Delaware DOT headquarters,
Dover.
DVARP General Meeting: Sat., May 15, 1:00 to 3:00 pm at 104 Edison Ave.,
Collingswood, NJ.
SEPTA transit timetables change May 16-17. Note second change of date! Call
580-7777 for new schedules.
SEPTA Public Hearings on Proposed FY 1994 Operating Budget: Mon., May 17,
1:30 at Bucks County Courthouse, Doylestown; Mon., May 17, 7:00 at
Montgomery County Courthouse, Norristown; Tues., May 18, 1:30 at West
Chester Senior Center; Wed., May 19, 1:30 at Delaware County Government
Center, Media; Thurs., May 20, 11:00 am to 11:00 pm (or last testimony)
at Philadelphia.
SEPTA Citizen Advisory Committee: Tues., May 18, 5:45 pm at SEPTA Board Room,
714 Market St., Phila.
SEPTA on Site (Suburban Transit): Wed., May 19, 7:30 to 9:30 am and 3:30 to
5:30 pm at 69th St., 7:30 to 9:30 am at Norristown.
SEPTA Public Hearing on Proposed FY 1994 Capital Budget: Fri., May 21, 10:00
at SEPTA Board Room.
IEEE Vehicular Technology Society Tour of Amtrak Interlockings: Sat., May 22,
8:00 am, departing from 30th St. Station. Tour fee $10.00. Reservations
required, call Kathy Zimmerman, 215-569-1795.
Buckingham Valley Trolley Association N-5 Car Excursion: Sun., May 23, 8:00
am to 2:00 pm. Call George Metz, 215-565-0528 for details. Fare $25.00,
advance purchase suggested. Write BVTA, Box 7825, Phila., 19101.
SEPTA Board Meeting: Thu., May 27, 3:00, SEPTA Board Room, 714 Market St.,
Third Floor, Philadelphia.
Electric Power Research Institute Urban Rail Issues Workshop: Thurs. and
Fri., May 27-28 in Baltimore. Call Dorey Larsen, 510-444-8707 for
details.
IEEE Vehicular Technology Society and Philadelphia Railway MU Car Club Joint
Dinner Meeting: Wed., June 2, Social hour 5:15 pm, lecture 7:30 at
Holiday Inn Midtown, 1305 Walnut St. Topic: The X2000: Test Results.
Reservations required for dinner, call Kathy Zimmerman, 215-569-1795.
Delmarva Rail Passenger Association: Thurs., June 3, 6:30 pm at Wilmington
Station. info: Doug Andrews, 302-995-6419.
DVARP Light Rail Committee: Fri., June 4, 5:00 at North (Route 100) Waiting
Room, 69th Street Terminal.
DVARP Commuter Rail Committee: Sat., June 12, 12:00 at Chestnut Gourmet, 1121
Chestnut St., Philadelphia.
DVARP General Meeting: Sat., June 19, 1:00 to 4:00 pm at 10 South Ave.,
Jenkintown-Wyncote, PA.
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
Farecard Setback in New York
The introduction of automatic fare collection equipment on TA buses and
subways will be pushed back to 1995, due to problems experienced by the
company making the equipment.
Toronto "Moves" on Rail Expansion
Provincial and Metro authorities have given their blessing to the ambitious GO
Transit commuter rail and TTC subway expansion plan called "Let's Move."
Montreal Mulls Commuter Expansion Too
Six different lines are being considered for commuter rail expansion in
Quebec. STCUM currently operates a modest service over two lines.
Boston Link Gets New Life?
Governor Weld is warming to the idea of a rail tunnel linking North Station
and South Station in Boston. The link would enhance commuter rail service by
giving riders a choice of downtown destinations, and connect Amtrak's proposed
Boston-Portland ME service to the rest of the national system. Many technical
hurdles need to be overcome, even if $1.5 billion can be found to do the
project. Electrification of MBTA commuter rail is being considered as part of
the package.
Compiled from BITNET,New York Times, APTA
Upcoming DVARP Meetings:
Saturday, May 15, 1:00 to 4:00 104 Edison Ave., Collingswood, NJ
Frequent PATCO service from Philadelphia, allow 30 minutes from 16th St.
Exit station, turn left, walk one block west under tracks to Edison Ave., turn
left to 104.
Monday, June 7, 7:35 pm DVARP Night at the Phillies
meet at Connie Mack statue at 7:20 or see sign at 500-level newsstand for seat
location
Saturday, June 19, 1:00 to 4:00 Jenkintown
Saturday, July 16, 1:00 to 4:00 Center City Philadelphia
Agenda for the May meeting:
1:00 introductions, agenda, minutes
1:15 Issues requiring immediate action:
RailWorks(R): shutdown II
SEPTA operating budget
SEPTA capital budget
2:30 Other Business:
Commuter Rail Committee:
RRD service plan
South Jersey Committee:
Burlington-Gloucester corridor
Jersey shore service
3:15 General:
Fall meeting locations
Incorporation of DVARP
Newsletter editorial policy
Committee Meetings:
South Jersey Task Force: Sat., May 15, 11:00 am at 104 Edison Ave.,
Collingswood
Light Rail Committee: Fri., June 4, 5:00 pm at North Terminal (Route 100)
waiting room, 69th Street Terminal. Topic: light rail in western suburbs.
N-5 inspection ride to follow!
Commuter Rail Committee: Sat., June 12, noon to 2:00 at Chestnut Gourmet,
1121 Chestnut St.
Transit Committee: TBA: call DVARP Voice Mail, 215-222-3373, message box 3.
