The Delaware Valley Rail Passenger Electronic Edition November 1993 Vol. XI, No. 11 Published by the Delaware Valley Association of Railroad Passengers in the interest of continued, improved, and expanded rail service for the present and potential railroad and rail transit passengers of southeastern Pennsylvania, southern New Jersey, and nearby areas. For more information about DVARP and good rail service, please contact us: P.O. Box 7505, Philadelphia, PA 19101 215-222-3373 Internet: iekp898@tjuvm.tju.edu Bitnet: iekp898@tjuvm CompuServe: 73243,1224 Schedule Change Alert: New timetables for SEPTA Regional Rail will take effect Sunday, Nov. 21. Inside The Delaware Valley Rail Passenger... 1 Ride the ICE train with us! 2 Editorial: Evangelist Wanted... 3 Commonwealth saves Harrisburg commuters, SEPTA fare increase coming? 4 On the Railroad Lines: SEPTA schedules 30th St. work, what RailWorks(R) did for speed limits. 7 Yerusalim to public transit riders: You're abnormal! 8 Continuing problems with N5 cars-Steve Masters had an uneasy ride. 9 Harrisburg Line infrastructure in good condition but leaking money. 10 Pacific Northwest has good, inexpensive bus service: why don't people use it? 13 South Jersey Update: NJT slide show tells DVARP about Burlington-Gloucester corridor study. 14-15 Dates of Interest, Up and Down the Corridor, DVARP Directory 15 Computer Corner: SEPTA commuter rail schedules on-line worldwide! DVARP President: Chuck Bode Newsletter Editor: Matthew Mitchell Production Manager: Tom Borawski for other officers and committee chairs, see page 15 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 DVARP Membership Coupon Yes, I want to support improved passenger train service in our region! Here are my DVARP membership dues for 1993! 11/93 Name Address City, State, Zip Please choose a membership category below, enclose check and mail to: DVARP, PO Box 7505, Philadelphia, PA 19101 ( ) Regular: $15.00 ( ) Family: $20.00 ( ) Supporting: $25.00 ( ) Sustaining: $50.00 ( ) Patron: $75.00 ( ) Benefactor: $100.00 New members joining DVARP between Oct. 1 and Dec. 31 will be enrolled for 1994. **ICE: Germany's High-Speed Contender by Chuck Bode DVARP was privileged to be aboard the preview ICE trip run by Amtrak October 4, so that we can present this report to our members. The train made a Washington-New York round trip with a full load of press, elected officials, transportation professionals, and supporters. The ICE (InterCity Express) is Germany's entry in the high-speed train club. ICE is built by the multi-company Germany High Speed Consortium which includes Siemens and AEG who are sponsors of the US demonstration. Running for about two years in Germany on a combination of new and existing lines the ICE train has increased ridership on its routes. The ICE train does not tilt like the X2000, instead it reduces travel time by traveling at 175 mph on purpose built line segments. Hamburg- Frankfurt, a 335 mile trip, was reduced from 4 1/2 hours to 3 1/2 hours. Because Amtrak cannot build a new line in the Northeast Corridor, the ICE train would not achieve such a time saving here, but other aspects of its design such as propulsion, controls, and passenger amenities could be incorporated in the proposed new Amtrak trains. German ICE trains are 14 cars long with two locomotives (one at each end) totalling 13,000 hp. The trainset on Amtrak is about half the length of the standard German version. The power system has been converted from the German voltage/frequency to Amtrak's which somewhat reduced the speed capability. This reduction is not important because Amtrak does not have any track capable of handling 175 mph operation. The Amtrak ICE train includes two locomotives, four coaches, a deluxe car, and a restaurant car. One of the coaches is a service car which includes facilities for the disabled, a conference room with fax and copier, a telephone, and a diagnostic panel for use of the train's on board technician. *Mechanical The entire train has a feel of luxury inside and out. Smooth surfaces, well fitting joints, mirrors, glass doors, etc give an altogether different impression than the snap-together feel of Amfleet and Silverliner cars. The ICE has a smooth exterior, unlike the corrugated surface of Amfleet cars, to minimize air resistance at high speeds. For the same reason the equipment under the floor is enclosed in streamlined compartments. In addition to a hot air system, heating elements are built into the floor and into the sides under the windows to eliminate what have been traditionally cold spots. The air intakes include a pressure pulse protection system to isolate passengers from sudden pressure changes when entering tunnels. *Electrical and control The passenger cars contain complicated electrical and control systems. Six voltage/ frequency combinations are used. Like Amfleet trains, electricity is supplied from the locomotive. Like streetcars, the cars have magnetic track brakes in addition to normal disc brakes. Flat wheels are minimized by an anti-wheel-slip unit. The control panel in each car has about 60 switches, meters, and controls for use by a technician who rides the train to keep things functioning and can phone ahead to maintenance points so repairs can be done quickly. A special test unit and a computer can be connected to the cars at repair shops to determine the state of all the equipment. Two fiber optic cables are used to control the train, eliminating problems from electromagnetic interference. One cable connects the two locomotives with each other for train operation. The second cable connects cars to each other and to the locomotives. The cables run from car to car with manual couplings between cars. *Interior The deluxe car, for which a premium fare is charged, has three 5-seat compartments, and 33 seats in a 2+1 saloon arrangement. Regular coaches have four 6-seat compartments and 42 seats in 2+2 arrangement. The service car seats 39, with two wheelchair positions. Many of the seats are in facing pairs sharing a table. The service car and restaurant car are coupled together, with a wide door between them so wheelchairs can get into the restaurant car. Each seat has a headphone for several channels of entertainment. In addition a few seats in one coach and in the deluxe car have small TV screens installed in the back of the seat ahead. Like the X2000 the overhead luggage racks are small. Passenger Train Journal (see box below) suggests placing luggage between seat backs, as is often done in Europe, but many of those spaces were occupied by trash receptacles. ICE feels more open inside than Amfleet trains. There were food service carts on board, but unlike the X2000 there did not seem to be any designed storage place for them. Each car has racks to hang coats. Windows are larger than on Amfleet trains and have pull down shades. Seats were comfortable, but a bit hard with limited reclining. The train has several innovations, the first of which is luggage lockers, but there are only about three per car. A computer screen in each car can display various information at the request of the passenger. The doors between cars open automatically as passengers approach, surely a big accident preventer as well as making the carrying of food or luggage easier. A little plate extends out when doors open to close the gap between car and platform, another accident preventer as well as facilitating wheelchair and luggage cart access. The ICE train includes something rare on Corridor trains: a dining car. Well actually half a dining car. This unique car has an extended ceiling with skylights in the roof. The kitchen is in the center. One end has full dining car service with 24 seats while the other end has a 26 seat bistro. The dining menu includes mozzarella and grilled vegetables, caesar salad with shrimp, and filet mignon at prices from $7.95 to $16.95. *Riding ICE The bistro was popular; passage through the car was often difficult because of the crowd. A bit of instruction in use of the new features could help passengers. Tall passengers felt the pillow attached to the top of their seat back was not at a comfortable height. The pillows are reportedly adjustable, but that was not obvious to those on board. Passengers near the locomotive in the end coach heard noise from the locomotive, while seats near the food cart were subject to noise from rattling objects. How well does the ICE train ride compared to other trains including the X2000? There seemed to be two opinions, which depended on how much rail mileage the individual had accumulated. Walking in the train was difficult because the train rocked considerably. If you rode both ICE and X2000, tell us your opinion of ride quality. An important fact seems to be that trains and tracks are now designed together to optimize the ride (and German track is different from American). If in fact designing train and track together makes the ride better, then proposals to separate ownership of track from trains may be detrimental to the passengers' interests. ICE operation in regular Metroliner service began October 5. See September's DVRP for the schedule, or call 1-800-USA-RAIL. Operation is planned for one Sunday: November 28; but the schedule is not yet available. Normal Metroliner fares apply (less on weekends) except in Deluxe accommodations which have an extra charge. DVARP encourages its members to ride the ICE train and to report their experiences and suggestions to both DVARP and Amtrak so that the future Northeast Corridor trains can be the most appropriate design. While the ICE train (and to some extent the X2000) contains many features that enhance the travel experience, as concerned passengers some issues arise. In the U.S. where operating funds are hard to obtain, will the new features generate incremental revenue to pay for their maintenance? Second, the U.S. has a long history of building excellent rail equipment, only to have everything expendable discarded by maintenance crews trying to keep the trains running with available funds, manpower, and turnaround time. Is an Amtrak struggling to reach 100% cost recovery likely to change this situation? These issues require much thought while Amtrak prepares its order for the proposed new trains.-CB Members interested in a more complete story on the ICE train may be interested in the October 1993 Passenger Train Journal which has an article with color photos. PTJ is available at many local hobby stores. **From the Editor's Seat: Evangelist Wanted... Readers of this newsletter may have noticed that I, for one, am feeling more optimistic about SEPTA lately. SEPTA is finally showing some interest in making real use of its natural allies. When you consider environmentalists, neighborhood improvement and economic development groups, advocates for senior citizens, the poor and disabled, the rail transit industry may have more outsiders rooting for it than any other industry in the country. To take that support for granted, or worse yet ignore it, is a lousy business decision. The high hopes I had when SEPTA formed its Area Coalition for Transportation got dashed quickly. Once SEPTA reached its goal of securing a dedicated source of state funding, SEPTA let the coalition fade out of the picture instead of channelling its success into other equally-important activities such as getting municipalities to rethink their planning processes and getting businesses to support public transit. Big opportunities were missed because of SEPTA's singleminded pursuit of government subsidies. Trolleyfest '93 (see story inside) looked like a bad deal on paper, and shortsighted transit-bashers could hold it up as an example of wasteful spending, but the same people would say planting seeds is a waste because it doesn't put food on the table. The value of taking a step to turn around a decade or more of bad press, community mistrust, and supporters' despair is incalculable. Now when Kim Heinle goes to the community to ask its support for a SEPTA project, people will remember Trolleyfest instead of all SEPTA's broken promises. (Here at DVARP, we'll remember both: look inside for the beginning of our "Eye on the Infrastructure" series.) You read last month about how SEPTA's participation in "Try Transit Thursday" led to a remarkable effort by KYW radio to examine the cost of our auto-dependence. Now mass transit is finally being recognized as more important to our region's mobility than any highway, and respected in traffic reports. By ourselves, DVARP members and other individuals tried for years to effect this change. When SEPTA finally made it an issue, KYW saw the light. Check out Guy Kawasaki's book "Selling the Dream." In it, a computer executive explains how public and private-sector businesses found success by enlisting customers and allies to spread the message. Apple Computer called it evangelism, others may call it leveraging your efforts, but whatever you call it, we need a lot more of it from public transit operators.-MDM **Tragedy in North Wales While concern about safety is natural in the aftermath of last month's incident where a child was struck by a train, residents of North Wales are barking up the wrong tree. Like most other crossing accidents, this one was caused when the victim ignored the warning lights and walked right around the gates, right in front of an oncoming train. Remember the accident which marred the opening day of NJT service to Atlantic City. (see Oct. 1989 DVRP) The fact that scores of witnesses saw the woman in Berlin drive around the crossing gates and fact that she had had her license revoked twelve times in six years didn't make a difference to the people who blamed the railroad. There is only so much anyone can do to save people from their own negligence. Would people in North Wales demand stop signs on highway 309 if a child disobeyed rules and was killed crossing the highway? We've said it many times before: The best thing we can do to for the safety of our transportation system is to get people out of their cars and onto public transit.-MDM **State Funds Save Harrisburg Commuters A last-minute deal between Amtrak and the Pennsylvania Department of Transportation stopped Amtrak's plan to eliminate rush-hour service on its Harrisburg-Philadelphia route. While full details of the agreement are not available at press time, the state funding guarantees the three trains until June 30, buying time for a permanent answer to the question of who will control the service, who will operate it, and who will pay for it. Several alternatives have been proposed for the long-term future of the Harrisburg service, which has been in a state of decline for a decade because of Amtrak's neglect. Many of them call operation of the service to be transferred to SEPTA, because SEPTA's costs are lower than Amtrak's. Restoring service to Center City Philadelphia is also high on many lists; Amtrak pulled its service out of Suburban Station when it faced a shortage of serviceable electric locomotives. Riders and service planners have also eyed a transfer of Harrisburg Line responsibility for what it would do for SEPTA's R5 Paoli-Parkesburg service. As reported here several times previously, many reliability problems with the Paoli service occur because Amtrak dispatchers give higher priority to Amtrak trains, regardless of the consequences to the busy local service. One thing which is apparent under the existing dual-operator scheme between Paoli and Parkesburg is a stratification of the market into two segments, a price-sensitive commuter and student market and a service- sensitive business and leisure market. The distance to Harrisburg is just about the distance to New York, and with a two-hour travel time, some passengers may not settle for the spartan accommodations of a commuter train.-MDM **Will SEPTA Propose Fare Increase? Though it should be no surprise to people who read SEPTA's proposed Fiscal 1994 Operating Budget or attended public hearings on it, DVARP has learned that SEPTA management is running the numbers on a proposed fare increase of 5 to 6 percent. Details of the plan, which is not yet official and may be significantly changed or even dropped from consideration, are not yet available. SEPTA did indicate last summer that it did not anticipate being able to balance its budget at current fare levels, especially if the goal of restoring past years' service cuts was to be accomplished. The most talked-about for the budget gap is about $5 million of a $600 million budget. Rough calculations show that a 5 percent fare increase would yield about $15 million in added revenue, but it would not be reasonable to conclude that only 2 percent would be needed to close the gap. Fare increases always lead to losses in ridership, while the budgeted expenses don't account for all the service restorations. DVARP has already responded to the initial reports. Both the Commuter Rail and Transit Committees contacted managers responsible for designing the fare package, while DVARP President Chuck Bode told SEPTA not to take our support for granted. The Commuter Rail Committee reminded SEPTA of the fragile nature of SEPTA RRD ridership, and that the last two fare increases hit commuter rail passengers twice as hard as transit passengers. DVARP continued to push cost-cutting measures as an alternative to fare increases. Over a half-million dollars in savings was identified in just a half-dozen ideas. SEPTA's response (or lack thereof) to DVARP's proposals is likely to be a determining factor in DVARP's position once a fare proposal is announced. On the transit side, DVARP stressed the need to restore service to levels which will safely and comfortably accommodate rider demand. The latest rounds of service cuts may have cost SEPTA more than they saved, as overcrowding and delays drove riders away from the system. The Transit Committee also suggested that TransPass rates increase less than token rates, to reverse the shift away from tokens and promote increased use of SEPTA. Another specific proposal was to put the token's discount price onto a sliding scale. Purchases of tokens ten at a time would cost less than purchase two at a time, rewarding frequent riders and reflecting better the cost of handling small cash transactions. -MDM **On the Railroad Lines... *SEPTA Slates 30th St. Fix-Up A two-part project will finally bring relief to SEPTA passengers who endure the dilapidated conditions of the commuter section of 30th St. Station. A "Fast Action" element with construction scheduled for about a year from now will include escalator repair, renovation of the headhouses (the enclosures at the top of each stairway), new benches and announcer's booths, and repairs to information screens and PA system. The main portion of the project will include new elevators to each platform, repairs to stairways, floors, and walls; improved signage, and heaters and ceiling fans to make passengers more comfortable. These are scheduled to go in during 1996. *Ticket Machines Working SEPTA has turned on the ticket machines which had been out of service nearly two years for lack of will to keep them working. Penalty fares will be enforced from stations where machines are available, so riders should familiarize themselves with their use. Here are some hints: *$5.00 bills are most convenient to use; you'll spend less time feeding money into the machine, and they seem to reject ones more frequently. *New bills work better once they have been crumpled into a ball and then unfolded. *Consider buying extra tickets downtown, but be warned of the unreasonable short validity: once expired, SEPTA won't even refund your tickets by mail! R1 Speed Limits Little Changed How much improvement did we get from RailWorks? Compare track speed limits before and after the megaproject. Speeds were increased from 15 to 20 mph around the curve east of Market East and from 45 mph to 50 coming up out of the tunnel, but the 35 mph downhill limit remains, as do the 45 and 50 mph limits over the original Reading Ninth Street Branch-no improvement over the majority of the line. Speed restrictions on the rebuilt line are a mix of good and bad news. Reconfiguration of North Broad Station eliminated the slow zone there, but the huge new Temple station now slows trains on all four tracks instead of just one. As we mentioned here before (Dec. 92) the obsolete design features of the Ninth Street Branch are now "cast in concrete." Wire Down Midday service October 29 was badly snarled when catenary was pulled down just north of Jenkintown. R3 Work Plans What's causing all the construction hassles for weekend Elwyn riders? A second track is being added between Media and Elwyn, while signals are being replaced between Secane and Elwyn. New rail is being laid the length of the line. R5 Child Struck in North Wales A North Wales 4th grader was killed when she tried to cross the R5 tracks while the gates were down and was struck by a train. The accident triggered angry protests aimed at both SEPTA and motorists. North Wales Mayor Frank Hartman was quoted in the Reporter, "These gates have been a problem for years. If the gates are down for any length of time, the cars go around them because they think the gates are stuck." But he never testified to this at any SEPTA public hearings. The Reporter stated that the Mayor remembered a meeting with SEPTA officials about two years ago where SEPTA offered to upgrade 4 crossings if the borough would abandon one. The borough declined the offer. The Reporter quotes Council President John Strobel, "I probably shouldn't say this but somebody got railroaded." DVARP checked its records and learned that North Wales Borough did not testify before the state transportation commission when hearings were held in April in Valley Forge. SEPTA AGM James Palmer held a meeting with North Wales residents to discuss their concerns about train speed. The Reporter quoted him as offering to reduce the speed limit to 35 mph from the current limit of 55. R6 Speed Upgrade According to SEPTA bulletin orders, the summer reconstruction project resulted in great improvements on the Norristown Line. Track which had had a 40 mph speed limit is now OK for 50 and 60. Restrictions over bad track were also lifted. R7 Still Waiting... NJ Transit still hasn't switched on its ticket machine at 30th St. | *STD Schedule Change Highlights The latest Norristown High-Speed Line schedule can be called 'Phase Ia.' The new N-5 cars will provide all service evenings and weekends; during the rush hour they will continue to run the Bryn Mawr locals. Schedulers are continuing to shave minutes off the timetable! There still aren't enough cars in service to bring on a 'Phase II' schedule, but passengers should watch for it to take effect late this month or early next month. Media-Sharon Hill rail schedules are not changed. Some Route 105 trips have been extended to Radnor Industrial Park for reverse commuters. Route 108 has a new schedule as the detour has been ended. Route 110 adds service to Granite Run Mall, including new Sunday shuttle service connecting with the 101 trolley in Media. Mirmount Rehabilitation Center will gain new service from routes 110 and 117. Some service cuts took effect on the 118, while the 119 will no longer travel west of Granite Run on Sundays. Minor changes also took effect on routes 107, 109, 111, 113, 114, 120, and 125. Routes 103, 104, 106, 115, 116, and 124 are unchanged. On the Frontier Division, new schedules are in effect on routes 91 and 93. Some service was cut on the 95. Route 96 has a new routing in Souderton and Telford. Sunday service to Norristown State Hospital has been added to route 97. Routes 92, 94, 98, and 99 are not changed. Lower Bucks riders are enjoying extra morning service to Trenton on the 127 Monday through Saturday; routes 128-130 are not changed. 200 series bus service is unchanged from September schedules. | *CTD Construction Hiatus Weekend service disruptions on the Frankford El are expected to be suspended for the holiday period from the Thanksgiving weekend on through Mummers' Day. Thank You Phillies! Thousands of smart 'phans' used the Broad Street Subway to get to LCS and World Series games, as SEPTA beefed up its Phillies Express service and got much publicity for doing so. Just about anywhere you looked, the media was advising people to leave their car at home and ride SEPTA. The intractability of the car habit is still evident; an average of only 4,000 fans used the train. *Trolley Notes Route 11 and 36 cars are detouring over Chester Ave. between 41st and 49th Sts. while the Woodland Ave. bridge over the R3 Media line is repaired. The detour is expected to continue into January. Also, the 11 is using buses west of 49th St., while a bridge over the CSX tracks is under construction. *Out with the Old SEPTA is offering scrap rail and ties for sale. Those interested should call 580-4064. *50 Layoffs at 30th Street Amtrak will lay off 50 mechanics and coach cleaners employed at 30th Street in response to its $30 million budget shortfall. Amtrak claims its new method, "progressive maintenance" ensures that there will be no safety problems caused by the cuts. TWU Local 2013 President Charles Little said on KYW, "If they layoff these people and maintain the rate of service they intend to, we cannot guarantee the safety of the riding public." KYW reports that Little plans to go to Federal court to block the layoffs. Amtrak will also cut ticket office staff at North Philadelphia according to the Inquirer. | *DART New Evening Service DART began its long-awaited evening service November 1. The last inbound trip from the suburban malls is about 10 pm and the last trip from downtown Wilmington is about 10:30 pm. Routes with evening service are: 1, 2, 4, 5, 6, 8, 10, 12, 15, 17, 23, and 24. *CAC Vacancies Want a direct line to SEPTA with your comments and suggestions? Join the Citizen Advisory Committee. Seats representing Philadelphia and Montgomery County are open; call Susan Shapiro at 580-7418. Correction: Due to a reporting error, last month's DVRP misidentified the Chairman of the CAC. He is Connell O'Brien. News compiled by Matthew Mitchell and correspondents: Chuck Bode, Howard Bender, Tom Borawski, Lucia Esther, John Hay, Bob Machler, Steve Masters, Don Nigro, John Pawson,William Ritzler, John Wylie. Special thanks to Amtrak and to Tom Collins and Susan Shapiro of SEPTA Additional news from BITNET, KYW, Lansdale Reporter, Passenger Transport, Philadelphia Inquirer, USENET. **Yerusalim Slams Transit In a hearing before Congress, Pennsylvania Secretary of Transportation said he had little interest in supporting mass transit, reports the Inquirer. He claimed: "Transit [is for] people who can't afford an automobile..." As a result, only 2.5 percent of Federal 'flexible' transportation funds were spent on transit in Pennsylvania. Compare this to 9 percent in New York, which also has both big city and rural areas. Does that make you mad? Think Yerusalim still doesn't get it? Write your state legislators and write to Yerusalim to tell them so! Call DVARP for the addresses. |*N5 Slips Away by Steve Masters Tuesday evening, October 19 was a study in contrasts, or maybe it was contradictions, on the Route 100. I boarded N5 car #142 at 69th Street about 10 minutes before its scheduled at 6:40 pm departure. I was pleased to see that the revised schedules which were going into effect the following weekend were available for the first time. On the cover of the new schedule was a line drawing of an N5 and the news that most service on the line would be provided by the N5s once the new schedule was in effect. What happened over the next hour and a half, however, cast doubt on the likelihood, or even the desirability of that occurring. As I was boarding the N5, a second car, #143, pulled into the adjacent berth on track 2 to discharge its passengers. As 6:40 approached, I noticed that the rain promised for later that evening had begun to fall. At 6:41, the operator arrived, tripped the signal at the end of the platform to amber and closed the door. As soon as we passed through the spring switch onto the northbound track, I noticed the traction problem. A warning tone was sounding persistently from the operator's console as the wheels began to slip and the cars electronic controls automatically cut traction power. We proceeded slowly- slower than the yard limit-through the last crossover at the west end of the yard. Instead of picking up speed up the grade toward Parkview, we continued at 5 to 10 miles per hour with the warning tone still sounding repeatedly. A passenger moved forward to exit, and the operator began braking as we approached the platform. But stopping traction was no better; we slid through Parkview at our 5-10 mph speed, and on down the track for several hundred feet. Ever so gradually, we drifted to a stop. After a radio conversation with the control center and a supervisor, the operator, having been ordered to use only the P1 or P2 positions on his controller, coaxed the car at a 1 mph crawl into West Overbrook. It was now after 7:00 p.m., and the 7:05 was due shortly. A CTA set inbound came down the grade from Penfield and easily stopped at West Overbrook and then departed, with only a minor amount of wheel spinning. All passengers were asked to leave the car and board the CTA train behind us, but the supervisor was unsuccessful in moving the empty N5 any further up the grade toward Penfield than the end of the West Overbrook platform. In order to clear the track for the 7:05, an adapter was used to couple the lead CTA car to the rear of the N5. We all boarded the CTAs, and with considerable spinning, grinding, arcing, and shaking, we pushed the N5 up the grade to Penfield and on to Wynnewood Road, making all local stops along the way. At Wynnewood Road, the N5 was uncoupled and left on the layover track for the night. Radio reports confirmed that a second N5 car, #144, was similarly stranded at Bridgeport. The supervisor advised us that there was an ongoing debate within SEPTA about the advisability of equipping the N5 cars with sanders-they are not now so equipped. The operating personnel feel sanders are necessary, while SEPTA management and engineers feel differently. [ed. note: SEPTA now plans to equip a few cars with sanders] I have heard from other Route 100 staff that SEPTA has recently obtained some samples of a gel used by British Rail which contains sand and metal filings. Once applied to the rail and allowed to dry, it is supposed to provide improved traction. My understanding is that it is as yet unproven on Route 100. Clearly, however, this is a serious problem. If the CTA cars and converted MFSE cars had not been available, as they eventually will not be, SEPTA would have had to cancel all service on Route 100. During my commute the following day, no N5s were observed in operation. Even beyond the reliability issue, however, is one of passenger safety. If a car travelling only 10 miles an hour can slide even a hundred feet on relatively level track, imagine what a car travelling 50 mph on a steep downgrade could manage. Route 100 does not need another series of episodes where its cars run into each other or into the station platforms. Admittedly, the conditions that evening were probably an extreme. It takes a combination of a little rain after a long dry spell in the fall when the trees and falling leaves to create these super-slick conditions. But these conditions are likely to recur some time every fall, and the equipment must operate safely in these conditions. Delaware Valley's Commuter Service Skeleton-in-the-Closet by John Pawson With other "fires" to fight, DVARP admittedly is remiss for not discussing and treating what surely is the SEPTA Railroad Division's #1 hidden problem. It is a four-fold complex: 1) SEPTA's leading commuter rail line must operate over a plant that is owned and controlled by another entity. 2) Furthermore, that other entity operates a red-ink train service used significantly by commuters, a situation of questionable legality. This other operation, which carries only about one-twelfth of the number of RRD passengers on the route, competes in the marketplace as well as for space on the tracks themselves. 3) There exists on the line an infrastructure problem that is unlike that which was rife on the Reading side of the commuter-rail system. The plant is not significantly deteriorating (there are exceptions, of course), but it is so technologically obsolete that it hem-orrhages money and generates operating problems every day for both operators. 4) These undesirable situations result from or are related to the historic fact that the line was a fought-over 'prize' in the 1970s. Those struggles have created 'scars' which make analysis and description of the problems a somewhat taboo subject. Many readers, especially those who commute over it, will recognize the 30th St.-Paoli-Parkesburg-Harrisburg line. Officially, nearly all of this route is Amtrak's Harrisburg Main Line. Effectively, it is a continuation of RRD's Main Line, which runs from Lansdale through Center City. The SEPTA-Amtrak boundary is located near the Spring Garden Street overpass just north of 30th Street upper-level station. The proximate issue is that Amtrak wants to discontinue four trains on the Philadelphia-Harrisburg run which are the ones most used by commuters. The discontinuance would include Philadelphia-oriented commuter trains 600 and 602 (morning, eastward) and 615 (afternoon, westward) as well as the first morning train to Harrisburg (no. 601) which arrives there at the commuter-friendly time of 7:39 am. Ironically, the unscathed train to the Philadelphia-oriented quartet (no. 617) would leave 30th Street lower level at 5:10 instead of the present commuter-friendly 5:35 pm. The 5:05 pm train from Harrisburg would finally be restored to its original (commuter-convenient) 5:20 pm. Because there would be no corresponding inbound morning train to Harrisburg, this long-sought rescheduling would be meaningless. Finally, the Amtrak proposal calls for discontinuance of stops at Exton, Whitford, Parkesburg, Mount Joy and Middletown. Once the commuter services come off, Amtrak proposes to shuffle the runs so as to give midday service between the endpoints every two or three hours, something which previously existed simultaneous with properly scheduled commuter services. Elsewhere, there is talk of adding another round trip between Harrisburg and Pittsburgh, and of making the entire route a corridor for high speed trains. Acting Governor Mark Singel wrote a letter to Amtrak Chairman W. Graham Claytor, Jr. five days after Amtrak's October 1 posting of the discontinuance notices. He protested this and the previous service cuts and changes which in the last decade have greatly reduced passenger travel on the rail line despite some physical improvements. Subsequently, PennDOT proposed to Amtrak that four additional trains be placed into joint Commonwealth-Amtrak funding. This method and the train services which result are known for the clause in the Amtrak organic law which authorizes them, 403(b). Readers may observe that nine trains in the category already appear in the Amtrak Harrisburg timetable. It must be said, however, that the number of requests for 403(b) trains has grown quite large nationwide; some requests have been pending for decades. Amtrak's financial strain of course is related to the on-going federal deficit crisis. This strain is bound to strengthen the hiatus of new 403(b) starts. Although Amtrak proponents will note that more federal funding will solve the problems, realists have concluded that other, more locally-oriented initiatives are much more likely to achieve results. Space limitations do not permit in this issue a full discussion of the Philadelphia-Harrisburg rail line/rail service problem. However in the next issue, we will update developments and examine those issues. **Public Transit - Can't Give It Away by Chuck Bode SEPTA has proposed another fare increase. One thing is certain: there will be wailing and protesting from some quarters-people are too poor to ride. Followed by: if only the fare were reduced more people would ride so revenue would increase. No doubt there is some price elasticity. But there has to be something more important than fares keeping passengers away from mass transit. How did we discover this? Two DVARP members took a busman's holiday and rode other transit systems with low fares. How low?-try free. Ready for a big shock? Even free conventional public transportation service can't get people into buses! Travel 3000 miles with us to Washington state: a place where the typical resident environmentally aware and local governments seem to try harder to provide public transportation service. The local transit systems shared several characteristics. Schedules were readily available on the vehicles. The systems cooperate, schedules for connecting systems are also on the buses and the drivers know about the connecting routes! Routes extend across political boundaries to logical destinations and connections (just think what an effort it would be to get SEPTA Route 114 to go to a mall just over the Delaware state line.) One route is even jointly operated (each system supplies its buses, drivers, and fares, but there is one joint schedule with trips apportioned between systems.) Buses are in good condition. Each system has multiple makes and sizes of buses, attempting to use the size bus appropriate for the ridership. The systems were all much smaller than SEPTA. They were comparable in service frequency, hours, and service area size with BARTA in Reading, DART in Wilmington, and SEPTA's Frontier route group. There was more service to lower density areas and fares were lower. Base fares ranged from 75 cents on down to free! Despite low fares comparability included low ridership with most of the ridership consisting of those too old, too young, or too poor to drive. Middle class working age people, who probably do most of a region's trips, were scarce. Low ridership cannot be attributed to fear of crime; jewelry stores not only had no bars on the windows, they left the jewelry in the windows when closed. In comparison, big-city Seattle (base fare $1.10 peak/85c off peak) with the same big-city problems we have in Philadelphia, was observed to have high ridership. In the resort type area of Ocean Shores, Greys Harbor has an interesting operation. Their route has several trips with fixed times at fixed endpoints where it connects with other routes, but no particular route in between. The bus goes to where the passengers on board want to go. Passengers wanting to board between the endpoints call and the bus comes to their door. When not on scheduled trips, the bus operates in a dial- a-ride mode. The driver was friendly, we had a bargain 25c sightseeing tour. The Olympia route has zone fares. Five buses covering about 120 miles for a $2.00 fare-about 1.7 cents per mile: might even be cheaper than buying shoes to walk. Highest passenger count was 30, average about 21. Yakima is an isolated city in the central Washington desert. Ten routes serve most of the city with a 35c fare. Three other routes are free shuttles between downtown, the hospital, and the motel district. Our average fare was 17.5 cents, but the local usage was less than 3.5 passengers per trip. Olympia tried hard. The system had just expanded its route coverage and service hours significantly. Evening and Sunday service was added. Residents had been mailed information. Billboards reinforced the message. To eliminate all barriers to using the buses, fares were eliminated for the initial weeks of the new service. While probably intended to attract new passengers, free fares also eliminated confusion about fares, transfers, etc during the learning period. Olympia operates about 25 fixed routes. In addition, a custom bus service is operated. During the period just after the route changes, these buses were used to get passengers who got on the wrong route to where they were going-to the door. It is hard to imagine better local bus service than free to the passenger's door. On buses that still had the 'new vehicle smell!' But "Two blocks is too far to walk." "The seats in my pickup are more comfortable, so I'll drive." In summary: six trips, 54 total passengers, 42 net passengers after deducting DVARPers, an average of 7 residents per trip. Conclusion: Local bus service cannot be given away. Transit use may be higher in larger cities, but city size is not logically the only factor affecting transit use. There was activity and traffic, even traffic jams. People travelled, two Amtrak trains sold every seat and berth. It can't be the fare that is the problem. It might be that people won't ride buses. But if we are to apply these as examples for suburban SEPTA and local agencies such as DART, then we cannot accept that because there is no way to serve all, or even most, local needs with rail. Maybe service frequency needs to be increased. More likely it is speed that needs to be increased. Comparability of these systems extended to their being far slower than an automobile trip. The essence of the problem is that public transportation is a poor value. To get the bulk of the population-the working middle class-on board is it necessary to stop worrying about fares and start increasing value. Value added seems to be the buzzword in other businesses. How about real express service (say 75 mph average speed) on regional rail with the morning paper, coffee, and a work table with computer power supply included. Public transit must already incur the basic costs (labor, power, purchase of equipment and supplies.) The question is can incremental revenue increase faster than incremental costs of providing higher quality-rather than a bigger quantity of the same poor quality- service. Whatever the outcome of SEPTA's current proposal, everyone knows it won't increase ridership. Time to try a new approach. **Improvement Needed Corner The fall 1993 issue of Bus World reported two developments in bus technology. The significance of both is twofold: somebody is working on major improvements to the bus and unless similar improvements are made to railcars, rail will lose market share; other regions are taking the incentive and will end with the jobs and products unless our region wakes up and takes some initiative. The first development is one DVARP has been urging for years--fuel cell power. Ballard Power Systems of North Vancouver has converted a production model bus to fuel cell propulsion. This is the first phase of a four-phase project to have a 60 passenger fuel cell bus ready to market by 1998. The company received C$6 million from a combination of the Canadian government, British Columbia province, and BC Transit for development. The Los Angeles MTA is providing 15% of the funding for another fuel cell bus project. While the fuel cell bus is pollution free, there is no ambiguity about LAMTA's investment: "in return for its investment the agency expects a substantial portion of the production buses...to be built in job-hungry southern California." The second development is to make a low floor, low pollution, lightweight bus. For several reasons, recent-model buses have been heavy and costly. A new approach with new materials might result in a lighter, cheaper bus. As each part is made lighter, other parts such as wheels and the engine can be smaller. Another goal is to make a bus that lasts 25 years (twice the usual economic life.) While "Philadelphia" (SEPTA?) is listed as being on an advisory board for this bus, the implication again is that jobs would be in southern California where LAMTA is supervising the project. More important, European manufacturers are also working on making buses simpler, lighter, and cheaper. It doesn't take much analysis to see that a nine ton bus will use less fuel than a 27 ton LRV. The challenge is clear-enough complicated, bloated railcars. Manufactures and transit agencies must get back to a basic lightweight railcar or see rail systems give way to improved buses. The same magazine also reports that nine Baltimore buses have been equipped with a pulsing infrared signal transmitter to test a traffic light priority system. The goal is to reduce a 52 minute bus trip 20%. Also, Greyhound has added a VORAD radar system to about half of its buses. The radar is intended to warn if the bus is too close to traffic ahead, if traffic ahead is stopping quickly, and if there are vehicles that would be hit changing lanes. Even a seconds warning time will reduce accidents. Both these concepts seem applicable both to buses and to streetcars and trackless trolleys. We encourage SEPTA, NJ Transit, and DART to investigate these systems. -CB **Pennsylvania Asleep at the Switch Again Pennsylvania's state government has missed the train again. After dreaming of a $10 billion high-tech maglev system, Pennsylvania has twice missed opportunities for practical projects. ISTEA provided for five corridors to be designated high-speed rail demonstration areas. Portland-Seattle-Vancouver, Chicago, and even North Carolina got on board that time. This time $5 million was available for high speed projects. Grab the money and speed up Philadelphia-Harrisburg-Pittsburgh a bit? ZZZZZ. Empire State Passenger Association reports that New York snatched 60% of the funds to upgrade a turboliner for 125 mph operation. Now New York is pursuing federal funds to test four quadrant gates at grade crossings (four gates to completely close the crossing so drivers cannot go around the lowered arm.) Yo! Harrisburg!, stop missing opportunities!-CB **Is There a Better Way to Supply Buses? After a several year gap, SEPTA may again be ready to get new buses. A proposed experiment is to use two small buses to see if costs can be reduced. The trip to Washington state (see above) was an opportunity to see how other transit systems use buses. SEPTA has large quantities of few models; the Washington systems had a proliferation of different makes, models, and sizes. If a company makes a bus, there seemed to be one in service there. The up side is the ability to match vehicle size with passenger demand. Bigger buses appeared on busier routes at peak times. Outside peak times buses were redistributed--a cascading upward of smaller buses as the light lines reduced service. The down side has to be high spare parts inventory, high maintenance training and costs, and higher operating costs (drivers tend to specialize in one type of bus.) That big mess could come here under the typical procurement process. We got to thinking how can the advantages be applied here while minimizing the difficulties. 1) Pool equipment among systems. That would enable larger quantities of fewer types to be used. Smaller buses could cascade to larger routes during off peak hours. It would also mean garages could effectively serve geographically nearby routes. Joint orders like when many Pennsylvania transit systems bought buses together, save money. 2) Buy families of vehicles using common parts for several sizes. SEPTA has both 35- and 40-foot versions of its GM and Neoplan buses. Spare parts, maintenance costs, and operator training costs are minimized while operator flexibility is maximized. 3) Standardize features such as drivers' work areas, mechanical parts, and interior parts, even for different manufacturer's vehicles. Benefits similar to previous item. 4) Obtain vehicle fleets from the manufacturers on a 'cost per seat mile' basis. Freight railroads used to purchase or lease locomotives and spent money on building their own shops for maintenance. Eventually the railroads realized that the manufacturer's interest ended when the locomotive was sold and that long-term reliability wasn't of concern once the sale was made. The railroads also realized that they did not want locomotives-they wanted trains moved. Now locomotives are obtained on a pay per horsepower-hour used basis. The manufacturer owns and maintains the locomotive and guarantees a certain amount of train-moving capability to the railroad. Once manufacturers were forced to maintain what they made reliability improvement followed. A similar situation applied to public transportation. SEPTA doesn't need buses. It needs passenger seat miles in certain size packages. There is no fundamental difference between SEPTA's need and the railroads'. SEPTA could contract for a certain number of seats capacity in specified size ranges and pay the bus manufacturer/ maintainer/owner a rate per seat mile-with deductions for inoperative air conditioning and other faults. We could expect a quantum leap in bus technology and reduced costs for SEPTA.-CB *Employment Opportunities Members interested in working in public transportation may be interested in these jobs listed in a recent issue of Passenger Transport. Contact the agencies for more information. Planning and development coordinator: Capitol Area Transit, James H. Hoffer, 901 N. Cameron St., Box 1571, Harrisburg, PA 17105. Mass Transit Analysts: PA Dept. of Transportation, Mimi Weakland, Bureau of Personnel, Room 803 Transportation and Safety Building, Harrisburg, PA. 17120. (717)-783-2687 Transportation Planner. DVRPC, Human Resources Office, Bourse Bldg. Phila., 19106. **NJT Presents Rail Plan to DVARP by William A. Ritzler The New Jersey Transit Burlington-Gloucester Corridor Assessment initiative was the subject of the October DVARP meeting. James Schwarzwalder, NJT Area Planning Manager made a presentation to the general membership. The presentation consisted primarily of slides of the rail corridors under consideration, and examples of potential vehicle and station designs. During the presentation, Schwarzwalder revealed several key pieces of information: 1) Moorestown Township officials do not feel that utilizing the existing Conrail right of way through the town center is the answer to what they perceive as a regional, and not a local, mobility problem. He stated that utilizing Route 73, I-295, or depressing the trackage through the town center are possible alternatives under review. 2) Gloucester County officials do not want a busway. That option has been eliminated from further consideration. 3) NJT will study an electrified regional rail option from Maple Shade, Burlington Co. to Market East Station in Philadelphia, over the Delair Bridge and the Northeast Corridor. Suggested service frequency is twenty minutes peak-direction, hourly off-peak using electric MU trains. The terminal station site near Route 73, a major arterial road, will utilize an abandoned bus garage owned by NJT. Other station locations include Fork Landing Road, Maple Shade and a site adjacent to a recreation field in Pennsauken. The remote location and physical layout of the proposed Pennsauken site is a concern to DVARP. Another site at Westfield Avenue may be more suitable. A large parking lot exists on the site of an abandoned warehouse, with easy access to and from Route 130 is possible. (see September DVRP) 4) A minimum operating segment from Camden to South Barber Ave., Woodbury and near Route 73, Maple Shade is under consideration as a first phase for the LRT and 'Modified PATCO' options. Extensions beyond these points would be built as money and public support permit. 5) NJT believes the possibility exists for the Camden waterfront to experience a development boom similar to Hudson County, NJ. The Delaware River Port Authority is planning to relocate its administrative offices to the waterfront. NJT will study the Conrail waterfront branch in South Camden as a Gloucester County LRT alignment option. The right of way along the branch is narrow and traverses a busy industrial area with a great deal of vehicular traffic. A short elevated structure would be built to avoid conflicts at Conrail's Bulson Yard between freight and LRVs. Operation in downtown Camden would utilize the median of Mickle Blvd. from Front Street to near Tenth Street. Burlington County LRVs would then enter a ramp to join the existing railroad grade in that vicinity. 6) LRT headways could be closer than modified PATCO, due to the fact that the operation would be independent of the existing PATCO line. Schwarzwalder described PATCO as reluctant about operating a multi- branch system. The study noted that a two branch system was feasible. PATCO officials claim they have the ability to operate eight car trains on a two minute headway, provided that track modifications are made in Philadelphia. Schwarzwalder said that LRT could be operated by NJT if PATCO declines. 7) NJT is sensitive to changes that will result from a new rail rail line operating at grade. Schwarzwalder pointed out that many of the communities through which the proposed rail line would pass, have not seen frequent rail service for years. Accidents and lifestyle disruptions that would generate negative opinions about transit are something that NJT would like to avoid. 8) LRT may be more readily accepted by residents in Burlington and Gloucester County communities. Schwarzwalder stated that the corridors under study are unlike the existing PATCO corridor, and may require "an entirely different thought process" than the existing PATCO line. He asserts that smaller stations that are closer together may be a better operating scenario for Burlington and Gloucester Counties. Although plausible for a short distance line, such a situation may have a negative impact on long distance riders, and may preclude extensions beyond Glassboro and Mt. Holly should they ever become feasible. The presentation can be summarized as interesting, informative and frank. DVARP thanks James Schwarzwalder and NJT for their time and effort on behalf of South Jersey transportation improvement. **Trenton Stn.: More Improvements NJ Transit's Board has approved a design contract for Phase II rehabilitation of Trenton Station. A new facade and entrance will be built, and the roof and ventilation system will be replaced. Landscaping and traffic flow will also be improved. Meanwhile, construction of a new parking garage near the station is underway. NJ Transit designed and engineered the garage, while the NJ Economic Development Authority provided low-cost financing to the Station Plaza partners developing the garage. Over a thousand extra spaces will be available when the deck is completed next summer, but there will be a short-term squeeze for park and ride customers. *NJT Issues New Route Map NJT Transit has issued a 1993 edition of its Burlington-Camden- Gloucester transit map. Similar to the previous edition, bus routes are shown in schematic fashion and few streets without a bus are shown. A detailed center city Philadelphia-Camden map is included along with a map of bus stops near the Camden Transportation Center. Malls, colleges, hospitals, and other major destinations are shown. The map is free at the Camden Transportation Center. **Computer Corner: On-line Access to SEPTA Rail Schedules A dream come true? Thanks to the collaboration of SEPTA staffers and University of Pennsylvania computer network administrators, you can now see up-to-date commuter train schedules on your computer screen! Penn has put the data in its menu-driven PennInfo server, which can be accessed by telnet (penninfo. upenn.edu) or Gopher. (follow the menus to the Univ. of Pennsylvania) Once you connect to PennInfo, choose the Student Services menu, then Transportation and Parking Kudos to Glen Morris & Alan Wickersham of SEPTA, and Gayle Belford of Penn. **Dates of Interest SEPTA on Site (RRD): Thursday mornings: 7:30 to 9:00 am, at Suburban Station or Market East Station. DVARP Commuter Rail Committee: Sat., Nov. 13, 12:00 at Chestnut Gourmet, 1121 Chestnut St., Phila. SEPTA Citizen Advisory Committee: Tues., Nov. 16, 5:45 pm at SEPTA Board Room, 714 Market St. SEPTA on Site (Suburban Transit): Wed., Nov. 17, 7:30 to 9:30 am and 3:30 to 5:30 pm at 69th St. Terminal, 7:30 to 9:30 am at Norristown Transportation Center. Philadelphia Trolley Coalition: Wed., Nov. 17, 6:00 at One Liberty Place (food court), 17th and Market Sts. Philadelphia. For more information, call Joel Spivak, 215-755-7717. SEPTA Board Meeting: Thu., Nov. 19, 3:00 at SEPTA Board Room, 714 Market St., 3rd Floor, Philadelphia DVARP South Jersey Committee: Sat., Nov. 20, 9:00 to 10:30 at 104 Edison Ave., Collingswood, NJ. Abington Township Police Association Train Show: Sat., Nov. 20, 9:00 to 3:00 at Abington Junior High School, Susquehanna Road, Abington. DVARP will have a public information table at the show. DVARP General Meeting: Sat., Nov. 20, 12:00 to 3:00 pm at Lansdale Public Library. SEPTA commuter rail schedules change Sun., Nov. 21. Buckingham Valley Trolley Association trolley excursion through West Philadelphia: Sun., Nov. 21 "Peter Witt" car #8534 will be used. The Broad Street Subway excursion originally scheduled for this date has been cancelled. For information and tickets, contact George Metz, 130 Springton Lake Road, Media, PA 19063, phone 215-565-0528 Deadline for December newsletter material: Fri., Nov. 26 to Matthew Mitchell or in DVARP mailbox. Delmarva Rail Passenger Association Annual Dinner: Thu., Dec. 2. Call Doug Andrews, 302-995-6419, for more information and for reservations. DVARP Commuter Rail Committee: Sat., Dec. 11, 12:00 at Chestnut Gourmet, 1121 Chestnut St., Phila. DVARP General Meeting: Sat., Dec. 18, 1:00 to 4:00 at 10 South Ave., Jenkintown-Wyncote. Listings based on information provided to DVARP. Contact sponsor to confirm time & place. Call 215-222-3373, message box 3, to add your event to this calendar. **Up and Down the Corridor News of other Northeastern commuter rail and rail transit services *MARC Hikes Fares Maryland MARC commuter rail increased its fares by an average of 19 percent last month. It was the first increase in five years. *New Station Go-Ahead in New York President Clinton has promised that Federal funding will be available to create jobs by converting the old Post Office into a new Amtrak station. The project will cost $315 million. *MBTA Gets New Cars The first of 86 new Red Line cars have been delivered to the T from Bombardier. *Metro Green Line: Dec. 11 Opening day for the Washington Metro line to Greenbelt, MD will come next month, but outer Green Line riders will have to transfer to Red Line trains to get downtown or to Anacostia until 1996, when the rest of the line is completed. *Hartford Eyes Light Rail ConnDOT and local agencies are studying the feasibility of light rail service over an abandoned freight line running from Hartford to Bloomfield, CT. A decision to build is expected in spring. **DVARP Phone & Voice-mail Directory DVARP main number (voice mail line) 215-222-3373 1 Chuck Bode, President 215-222-3373 5 Tom Borawski, VP-Transportation 215-552-4198 6 Robert H. Machler, VP-Administration 215-222-3373 5 Sharon Shneyer, VP-Public Relations 215-386-2644 3 Matthew Mitchell, Newsletter Editor 215-885-7448 4 Betsey Clark, Volunteer Coordinator 215-222-3373 8 Treasurer 215-222-3373 2 John Pawson, Commuter RR Comm. 215-659-7736 (6 to 9 pm please) 3 Transit Committee 215-222-3373 7 Don Nigro, South Jersey Committee 609-869-0020 Dan Radack, Bicycle Coordinator 215-232-6303 Media Hotline (digital beeper) 215-552-4198 Computer e-mail address (internet) iekp898@tjuvm.tju.edu CompuServe address 73243,1224 **Upcoming DVARP Meetings: Saturday, November 20, 12:00 to 3:00 Lansdale Public Library R5 train leaves Suburban Station at 11:20 walk one block north from station, turn left on Green St., left on Vine St. to library Saturday, December 18, 1:00 to 4:00 Jenkintown-Wyncote Saturday, January 15, 1994, 1:15 to 4:15 Marcus Hook (location and time tentative) *Agenda for the December meeting: 12:00 Introductions, agenda, minutes 12:05 Issues requiring immediate action: SEPTA fares 1:00 Other issues Commuter Rail Committee: Harrisburg Line Airport Line Administration: 1994 dues 1994 meeting sites General: DVARP brochure Outreach and membership building *Committee Meetings: South Jersey Committee: Sat., Nov. 20, 9:00 at 104 Edison Ave., Collingswood, NJ Commuter Rail Committee: Sat., Dec. 11, 12:00 at Chestnut Gourmet, 1121 Chestnut St. Transit Committee: next meeting in December *Outreach Activities: ATPA Train Show-Abington JHS Sat., Nov. 20, 9:00 to 3:00 volunteers wanted! ** End **