The Delaware Valley Rail Passenger Electronic Edition December 1993 Vol. XI, No. 12 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 <73243.1224@compuserve.com> <---NEW E-MAIL ADDRESS The Electronic Edition is published as a service to the net community by DVARP. Please send your comments to . Archives are maintained at . To obtain a newsletter file from January 1992 to the present, send an e-mail message to the listserv saying GET DVARP 9201 RAILNEWS (substitute the year and month you want for 9201). This newsletter can also be obtained by FTP to hipp.etsu.edu, directory pub/railroad/dvarp. DVARP thanks archivists Geert K. Marien and Dr. Robert Wier for providing these archive sites. Time to Renew Your DVARP Membership! use the coupon on page 15 No Dues Increase in 1994--details page 14 Inside The Delaware Valley Rail Passenger. 1 Broadway Limited farce demonstrates serious problems with Amtrak management 3 Riders win! Feds increase capital funding, concourse vagrants have new home, El car deal done. 4 On the Railroad Lines: Cynwyd line threatened by bridge closing, SEPTA people make merry. 7 South Jersey Update: Ridership up, but NJT not resting on its laurels 8 Harrisburg Line: John Pawson explains why SEPTA should have control of it. 10 Europeans, Americans teaming up to bid on high-speed trains for Amtrak. 11 Federal hearing on intermodal planning and implementation: different views of progress made. 13 PA, NJ, NY seek Phoebe Snow's return. 14-15 Dates of Interest, Up and Down the Corridor, DVARP Directory 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 A "Broadway" Farce in Two Acts by Chuck Bode Act I--The Westbound Broadway Limited, October 17th: A Hot Train The trip begins normally--the Broadway Limited leaving Philadelphia 17 minutes late. Numerous package cars, about five coaches, a snack car, a dinner, and two sleepers in that order form today's train. Despite reports of sold out trains, this one is only about 50% full-- which will shortly be fortunate. Out on the mainline all seems well: the crew collects tickets and fills out reports of who is to get off at which station. The crew assures a concerned passenger that the train will make up delay time and arrive on time. Another passenger across the aisle is going to Huntingdon. She is also concerned about being late. She had to arrange to be met. Seems Huntingdon does not have even one taxi and she is too old to walk home. She hopes her ride will wait the 20 extra minutes because there is no way for him to know where the train is. The passenger next to her is less help. She rides the Broadway almost once a month and says it is never on time and is often hours late. Her husband is to meet her at Pittsburgh. As the saying goes--watch this space. Over the PA an announcement is made that there will be three seatings for dinner--5:30, and two later about 7 and 8:30. A member of the dining car staff comes through the train taking dinner reservations. Decisions, decisions. One of our party is hungry so we settle on 5:30. A stop to pick up passengers at Paoli is normal. A few hundred feet west of Malvern Station the train comes to a stop. Why would the Broadway stop in the middle of nowhere? Now about 5:35 our party heads to the diner, easier to walk in a motionless train. Entering the diner one sharp nose asks about an odd burning smell? This is a "hot car"--whatever that is supposed to mean-- seems to be the explanation. We are seated and our order taken. We remain in the curve west of Malvern--studying the superelevation with our water glasses. We notice that the crew begins telling arriving diners that the car is closed? A PA announcement is made for crew members--to come to the diner for dinner? There seem to be a few attempts to back the train and the crew is on the ground. About 6:15 our waiter tells us that passengers whose meals have been started can remain and finish, but that desert will not be served because the diner is to be removed from the train. Logical places to remove the car would seem to be Paoli or Thorndale which have switches and side tracks to store the car. With a diesel engine there should be no problem running around the train to remove the car--just takes time. Maybe Amtrak is sending a switch engine from 30th Street to make the project easier--it ought to be here by now. We finish eating and return to our coach. Frustrated passengers are being told the snack-lounge car is closed but not why. Therein is the nub of the problem--passengers not informed for hours. Some passengers would not be told what was going on until after 9. About 7--well over an hour motionless--an announcement is made for crew to assist moving food to the snack car. An announcement is made for help moving sleeping car passengers and their luggage forward. The train has now blocked one track for an extended time at peak commuter time. Beside it is a second track. For some strange reason only a couple eastbound trains go by. Wonder why none of the trains use the other track? Must be a lot of mad commuters by now. At 7:20 one Harrisburg train used the other track so we know it could be done. At 7:23 the Broadway moves--minus a diner and two sleepers. Finally underway, an announcement is made that some cars have been left behind. Otherwise, all that the passengers are being told is to stay in their seats and not move about--might as well be on an airplane with the seat belt sign lit. Oh yes, that passenger for Huntingdon is by now extremely concerned--but she has decided to try to find a place to call the police--her only hope for not spending the night outdoors at a deserted station. Recalling stories of how railroads strove to recover lost time, we hope Amtrak can uphold the tradition. Now three cars shorter the train should go faster. Time passes and a parade of passengers with much luggage moves forward through the coaches. We get later--Lancaster is 1 hour 58 minutes late, Harrisburg 2 hours 10 minutes. More time, maybe 9:30, and our coach is told there is free food in the snack car. We stop for Huntingdon at 11:04: 2 hours and 11 minutes late. The passenger's ride waited for her! She hadn't been on a train for many years. I suspect we won't ever see her again. Let's analyze act one. The train broke down. It took only minutes to determine the problem and apparently the crew knew then that the car could not be moved. Why did it take over an hour and a half to uncouple the cars? Passengers and their luggage could have been removed in much less time. A pizza place with delivery truck could have stocked the snack car along the way. We are left to conclude that the onboard crew eventually made a good series of decisions under difficult circumstances. They relocated the affected passengers and the food. They fed the sleeping car passengers first, then worked one coach at a time proceeding away from the snack car feeding the other passengers. They made food free, but that was probably as much to simplify logistics as for goodwill. We are also left to conclude that "management infrastructure" is weak. Some distant place must have had to authorize leaving the cars--as we will see in act two, there was no choice. Lack of training is a management failure, which is the only cause of the total lack of timely and useful announcements. There is no reason passengers should not have been told that a breakdown occurred, that the snack car was closed because it was being used as a diner or that limited facilities made it necessary to feed passengers one car at a time. Act II--Who Minds the Store? After the trip we began to inquire about what happened. Railfans seem to have information sources everywhere--a second CIA. What they report makes the management failure after the train stopped seem minor.the Broadway was on fire. The Broadway starts in New York City. From there to Philadelphia it passed numerous other trains--NJ Transit, SEPTA, and Amtrak. At least as far back as Croydon, SEPTA trains were reporting that the Broadway had a serious problem. Who decided not to investigate the situation then? Surely there are people to inspect at 30th Street Station. This is the last major Amtrak facility until Chicago. Why wasn't a through inspection made to determine why passing trains would report fire under the Broadway? Such a report from a bystander ought to be checked. Surely reports from experienced train crews would be taken seriously? Not by Amtrak. Additional reports of trouble were made by SEPTA trains between 30th Street Station and Paoli. There are even SEPTA mechanical staff at Paoli. They may not be familiar with details of Amtrak cars, but they could probably observe a major problem. How major was the problem? When the train finally stopped a wheel was flat--a flat 6 inches long! It required repairs so serious that the car sat at Paoli for days. How close was the Broadway to derailing before someone did something? Amtrak may cry lack of money, but the immediate problem seems to be lack of management. A secondary problem seems to be splitting the railroad into multiple pieces and removing many of the facilities. When it was one PRR, crew worked up from years of experience in freight service. That meant passenger crews were thoroughly qualified in dealing with mechanical operations and problems. There was also a pool of other employees to assist during problems--everybody worked for one boss rather than Amtrak, Conrail and SEPTA. The one boss, one railroad concept also meant assistance from the closest location during problems--PRR had engines at Paoli and Thorndale. But Amtrak banished Conrail and its freight from the line. Must have also banished SEPTA that evening. The issue affects every railroad user, passenger and freight. Is it in their best interest to continue discarding facilities and balkanizing the facilities? Or will it eventually lead to no facilities and no trains despite the illusory financial success in cutting costs by stripping off assets? From the Editor's Seat: No Free Ride! Are suburban employers justified in crying that trip reduction regulations are an unfair burden? I say no. The people who are crying have been getting a free ride for years, but it's over now. The government's subsidy of automotive transportation is so all-pervasive that people see it as some kind of basic right. For the good of all of us who live and work in the suburbs, that attitude has to change. Frantic development of the remaining open space in the suburbs has been hastened by policies which give away infrastructure improvements to businesses which locate on previously undeveloped sites. They buy the land cheap, and new roads, sewers, and other improvements subsidized by your tax dollars inflate the value of the property. The cheaper cost of relocation to rural areas is also being subsidized by the employees, with the time and money they spend driving to the out-of-the-way site. County and local governments have started to recoup through development fees at least part of the costs they incur, but the developers refuse to pay the entire cost. Meanwhile, many sites which already have been developed lie fallow, a blight on their communities. Those employers made their bed, relying on the automobile for all their transportation needs and imposing a burden on the community. Now let them lie in it. No free ride for drivers, either. Given that most businesses aren't going to pick up stakes and move, it's clear the solution is carpools and mass transit. Is paying for new mass transit routes an unfair burden on employers? Is subsidizing transit commuters an unfair burden? Let's look at the question the other way: how many billions of dollars do businesses spend on subsidies (yes, they certainly are subsidies!) paid to employees who drive alone to work? Redirect those subsidies to transportation services that are less hostile to the community, and the net cost is zero. That's right, zero! The law calls for a reduction in car use of only 25 percent. If three drivers start paying $30 a month for parking instead of being subsidized, the employer gets 90 dollars to spend on a transit pass for the fourth. Net cost: zero. There is a cost for the paperwork showing compliance with the regulations, but if the employers had done the right thing in the first place; things never would hav gotten to where the state had to step in. Happy Holidays! When you wish a safe journey to frineds and family who are traveling this holiday season, remind them the safest and most pleasant way to go is the train!--MDM Board Awards El Car Contract The SEPTA Board awarded the $285 million contract for 220 Market- Frankford cars to ABB Traction, after a third study found the New York firm to be a responsible bidder. Local subcontractors hoping for a piece of the ABB deal added to the tumult of job creation claims and threats of reprisal which had been building up for months. With FTA Administrator Gordon Linton in the audience, the Board voted 13-1 in favor of ABB. With such an overwhelming majority one would think that not much was said during the Board meeting; however, that is not our Board's way. At one point (after Andrew Warren asked for the vote to be taken), a plea by Board Member Jettie Newkirk to stop "political posturing" yielded an additional ten minutes of political posturing. Board members pledge eternal vigilance over ABB. After reading Steve Masters' story on the N5 in last month's DVRP, surveillance from Constantinople-on-Market may be wise. Concourse Cleared of Homeless Persons The City and SEPTA started cleaning the concourse on the 13th of November after removing homeless people who had been encamped there over a year. The Inquirer reported that David Cohen, the Mayor's chief of staff, said that no one who wanted a bed at the city's facilities had been turned away. To discourage further encampments, exits from the eastbound side of 13th St. Station are being closed at 8:00 pm. The South Concourse is now locked down after the last subway train passes each night. With the health and safety hazard to passengers and SEPTA employees alleviated, DVARP has lifted its warning to avoid 13th Street eastbound. Fed Budget Brings Boost to Transit While Federal funding of mass transit is significantly increased over FY 1993's budget, the full funding levels authorized by the ISTEA law still have not been achieved. When the House and Senate got through with President Clinton's proposed budget, the riders and capital planners of the nation's mass transit systems were winners. Programs allocating capital funds to transit agencies based on fixed criteria like number of miles of service operated were sharply increased. Transit operators and supporters are still worried about the cost of compliance with Federal mandates like the Clean Air Act, Americans With Disabilities Act, and Railroad Retirement taxes, for which Congress has set aside no money. On the capital grant front, Congress shifted its funding preference from building new rail systems and lines to rebuilding older systems like SEPTA's. Federal operating funds allocated to SEPTA should stay about the same, an outcome pretty much expected. It's likely that legislators were influenced by transit's promise that increased funding would result in increased jobs in America's cities. APTA's breakdown of the Federal transit budget appears below: FY 93 ISTEA FY94 Change Section 3: Capital Grants Authorized New Starts/Extensions 721.8 820.0 667.9 -7.5% Rail Modernization 666.3 820.0 760.1 +14.1% Bus 336.9 410.0 357.0 +6.0% Formula Funding: Sec. 9 Urban 1560.5 2642.6 2226.6 +42.7% operating portion 802.3 1059.3 802.3 0.0% Sec. 18 Rural 90.8 153.8 129.6 +42.7% Sec 16b Elderly 48.6 68.7 58.7 +20.8% Interstate Transfer 75.0 --- 45.0 -40.0% Planning/Research 91.0 160.7 98.3 +8.0% TOTAL FTA@ 3799.6 5325.0 4582.6 +20.6% @includes administration, Washington Metro Computer Corner: Internet SEPTA Schedules a Success Hundreds of people have checked out the SEPTA commuter rail schedules available on the PennInfo computer system. You don't have to be a Penn student to use them: anyone with an internet connected computer can enter the command telnet penninfo. upenn.edu to access the system. SEPTA's latest printed schedules now also show how. Subway Info On-line Pierre David of Versailles, France has created an on-line direction- finder for several subway systems including New York and Paris. For details, e-mail to Pierre.David@ masi.uvsq.fr DVARP Newsletter Disks Available Once again, you can obtain a full year of the Delaware Valley Rail Passenger on floppy disk. Send $4.00 to DVARP for disk and postage, and specify IBM or Macintosh format: 5.25 or 3.5 inch. On the Railroad Lines. Engineer and Conductor Unions Consider Merger UTU News reports that informal discussions are underway between officers of the United Transportation Union (which represents SEPTA's conductors) and the Brotherhood of Locomotive Engineers (which represents the engineers) to determine if a merger of the two unions can be achieved. The News quotes UTU President G. Thomas DuBose, "I want to emphasize that, at this time, neither union has agreed to any merger plan or conditions, but both sides do agree that further talks are necessary, and that a merger would serve the long-term interest of both memberships." R1 Surfacing Complete The track maintenance project which disrupted weeknight service to Elkins Park, Jenkintown, and Warminster is now done and schedules are back to normal. Wire Pulled Down The Reading trunk suffered hour-long delays October 28 due to downed wires just north of Jenkintown. The trunk suffered 30 minute delays during the morning rush November 10 due to a "Conrail equipment problem," reportedly a derailment. R2 Delaware Deal Done Delaware Transportation Authority (DTA) and SEPTA have amended the operating agreement for service to Wilmington. The agreement will "permit SEPTA to capture its incremental costs" while DTA will be "credited for revenues attributable to passengers originating in Wilmington." Sharon Hill Station Benefit Looking for a conversation starter for your desk or living room? A holiday gift for a model railroading friend? Sharon Hill Historical Society is selling HO scale "save our station" boxcar kits as a fundraising effort for restoration of the Sharon Hill train station at $10.98 each, including postage, from SHHS, c/o John A. Nawn, 144 Laurel Rd., Sharon Hill, Pa. 19079-1322. --CB R3 SEPTA Girds for I-95 Project As PennDOT prepares to rebuild the Delaware Expressway, parking lots at SEPTA Regional Rail stations will be expanded at Yardley, Woodbourne, Langhorne, Neshaminy Falls, Trevose, and Philmont in 1994. The West Trenton line had 15 minute delays during the morning rush November 11th due to "late track work." R5 North Wales Safety Talks Representatives from SEPTA, PennDOT and the Public Utilities Commission met with North Wales Borough and Upper Gwynedd Township officials to discuss crossing safety. The Inquirer reports that the meeting was arranged by State Senator Holl after the September 30th accident which killed a North Wales child. Lansdale Station an Historic Dump State Senator Edwin Holl has written to SEPTA GM Gambaccini asking that SEPTA renovate the Lansdale Station according to the Reporter. The station was built in 1902. R6 New Warning Sign, But Crews Still Flagging At Markley Street in Norristown a new electric "no right turn" sign has been installed which lights up when the crossing gates are activated. Crews are still hand flagging the railroad crossing at Main Street. 52nd Street Jumpover to be Phased Out (photo of structure) DVARP has learned that the structure which connects the R6 Cynwyd line to the Amtrak main line will be phased out in approximately one year. The current alternative is to use the track 1 tunnel which has in the past proven to be unworkable (because of the requirement to travel against the usual flow of traffic). A new Cynwyd line connection must be made now before the bridge is history. Bala Station: From Lease to Easement Leases which allowed commuters access to Bala Station through private property have been converted to perpetual easement. Kazoo-Toting SEPTA Volunteers Bring Christmas Cheer The Paoli, Chestnut Hill West, Frankford, and Broad-Ridge lines hosted Santa specials on 'Black Friday'this year. Upon the train's arrival, the 'circumferentially-challenged' man in red lead a parade of Mummers and kids to the musical tree at center court. Sixty SEPTA volunteers started musical careers by handing out free kazoos to the kids. DVARP Volunteer Coordinator Betsy Clark reports that the R8 Chestnut Hill West run was packed. Thank you SEPTA volunteers and Happy Holidays to you all!  CTD Track Upgrade New welded rail was installed Sunday November 21 on the southbound local track between Erie and Girard. Trains operated on the express track while shuttle buses served the local stations. @Weekend service disruptions on the Frankford El are suspended until January. @Market-Frankford cashier Harold Murray earned a Star Award for assisting a SEPTA Police Officer in the apprehension of a thief.  STD @KYW reported that Route 100 was offering only "limited service" on Saturday Nov. 20. No reason for the disruption was given. @The latest Route 125a schedule offers through buses from Center City to Collegeville and Upper Providence. Six round-trips are now offered for those working at the MontCo companies sponsoring the service, three for suburban residents who work in Philadelphia. Such A Deal: 8› a Token Ever wonder how much tokens cost SEPTA? The Board recently awarded a $170,000 contract to buy 2 million tokens. That works out to 8› per token. New Bus Microphones for Handicapped Will Help Everyone SEPTA awarded a $242,000 contract to Neoplan, the manufacturer of SEPTA's bus fleet, for lapel microphones to be added to bus PA systems. The mikes are required by the Americans with Disabilities Act (ADA) but will help everybody, as long as the operators actually use them. SEPTA rules require drivers to announce all Center City stops, and other points which are marked with little 'megaphone' stickers on the transit stop sign. Eye on the Infrastructure: Route 13 Work Expanded The Board approved an $73,000 increase in the contract price for the Chester Avenue Track and Roadway Improvements Project. The total contract value stands at $683,000. National Post Ends for Gambaccini SEPTA GM Louis Gambaccini's term as Chairman of the American Public Transportation Association ended in October as he was replaced by Rod Dirdon of Santa Clara County (San Jose), California. Section 9 Subsidy Update The Federal formula subsidy for rail operations, on which Newtown privatization plans rest (see cover story: October DVRP) is $21,000 per year per mile, according to SEPTA CFO Feather Houstoun. SEPTA Joins Trip Reduction Team SEPTA finally accepted its role as provider of transportation solutions to employers faced with state manates to reduce the number of cars employees drive to work. A SEPTA brochure outlines several employer-oriented SEPTA programs, like COMPASS, the corporate pass sales program, and the employer-supported services like Route 125a. Meanwhile, WCAU-TV jumped on the media support of transit bandwagon by sponsoring a brochure touting the DVRPC's TransitChek commuter benefit program. In its brochure, SEPTA promises two new services: customized transit itineraries for new employees, and a 'guaranteed ride home' for employees in areas with limited transit service who have to leave work early or late. The latter program has been successful in several other systems. The Market Development Office at SEPTA is responsible for serving the employers: if your employer isn't 'on-board' with SEPTA yet, do your fellow employees a favor and get the boss to call 580-7963. News compiled by Matthew Mitchell and correspondents: Chuck Bode, Howard Bender, Tom Borawski, Betsey Clark, Regina Litman, James Lutz, Don Nigro, John Pawson, Dan Radack, William Ritzler, Lee Winson. Additional news from BITNET, ESPA Express, Highway Builder, Jenkintown Times-Chronicle, KYW, Lansdale Reporter, NMRA Bulletin, Newark Star-Ledger, Norristown Times-Herald, Passenger Transport, Philadelphia Inquirer, Surface Transportation Policy Project, USENET, UTU News Online. Montco to SEPTA: Take Our Money The Times Herald reports that Montco Commission Chairman Mario Mele told SEPTA officials, "Transportation is an area where I'd like to spend more..it will be cheaper for the taxpayers in the long run.We can't have more cars on the roads and we can't build more roads." Route X Extension Mulled Route X, one of SEPTA's least-known and least-used routes, may undergo a metamorphosis into a longer, stronger Route 77. The current Chestnut Hill-Glenside-Jenkintown service would be extended to Northeast Philadelphia via Township Line Rd. and Cottman Av., making the first circumferential SEPTA route in the north suburbs. Transit supporters in Montgomery County have been asking for the extension for years, but have not been able to find the funding SEPTA needs to extend the route. Now the County Commissioners are considering providing that support. But another obstacle to the extension may be opposition from Jenkintown residents living along the route, but there is likely to be plenty of support from other residents who would be able to access shopping, medical services, and jobs with the new bus service. 422 Corridor Transit Plan Dropped An effort to regulate suburban sprawl and bring back the railroad village has been officially dropped by the Montgomery County Planning Commission, according to the Inquirer. The villages would have been called "Transit Activity Centers." The clustering of development was an effort to preserve open space, reduce traffic congestion, and save millions in infrastructure costs: water, sewage and electricity. The plan was killed by local municipalities intent on maintaining control of the planning process. Some residents appear to favor sprawl since the proposed villages resembled the city they were escaping from. There were fears that the land designated as "open space" would be reduced in value. Auto Subsidy = 10 x Transit's A study released by Professor John Pucher of Rutgers shows that the subsidy provided to motorists is ten times that of the average transit user. He has calculated that the price of gasoline would have to rise to between $6 and $8 a gallon to cover the full social costs and economic costs of driving. BARTA Celebrates 20 Years BARTA, serving Berks County and Reading, celebrated its 20th birthday Oct 8 by serving coffee and cake to the passengers. BARTA also published a 16 page area transit guide as a newspaper supplement paid for by advertisements in the supplement. Red Rose Captures Design Award Red Rose Transit Authority (Lancaster) won the 1992 PennDOT Excellence in Transportation Design/Construction Award. This award had once been limited to highway and bridge projects; 1992 was the first year it was expanded to include transit & airport projects. The winning project was renovation of the Lancaster Information Center during fall 1991. Renovations included addition of a change machine, telephone, schedule rack, snack area, and seating. DVARP congratulates RRTA for this achievement. November was the 18th year RRTA participated in the Toys for Tots program. RRTA accepted donation of a toy as the base fare from November 1 through 21. Cyclists Aggressive in Anti-Car Protests A group called Bicycle Action Movement held several demonstrations recently, to call attention to the dangerous conditions cyclists face on Philadelphia streets. State and City officials have been very slow to recognize cycling as a useful transportation alternative, and to implement sections of the ISTEA law which mandate planning for bicycle routes as part of the overall intermodal transportation planning process. One recent example of the car-only attitude was the Walnut Street Bridge reconstruction, which failed to include a bike lane or shoulder for safe biking. Cyclists held a "die-in" there when the bridge opened: the first such protest here. More recent demonstrations have blocked car traffic around City Hall and at other locations in Center City. The protests acheived their goal of publicizing cyclists' problems, but there is a long way to go before drivers and PennDOT share the road. While the Delaware Valley Bicycle Coalition was not affiliated with the demonstrations; it is sympathetic with the protestors' objective. DVBC President Noel Weyrich said he would "support any activity that underlines to City officials that they are not doing nearly enough for bicyclists." NJT Ridership Up 4% The Newark Star-Ledger reports that ridership on NJ Transit's buses and trains has grown almost 4 percent over the last 6 months. Rail ridership increased 3.5% for the period. NJT Executive Director Shirley DeLibero attributes the increase to employment gains in the region, improved service, television advertising and the steady fares. NJT registered a 1.7% increase last year. The numbers for specific lines are as follows: (April-June '93 Vs. April-June '92) Northeast Corridor +3.5% N. Jersey Coast Line +7.8% Raritan Valley Line +6.9% Morris & Essex Line +2.4% Main-Bergen Line +1.4% Boonton Line +0.5% Pascack Valley Line -7.0% Atlantic City Line +1.4% TOTAL +3.5% NEC Station to serve Newark Airport NJT has hired architects to begin design of a new Northeast Corridor station which will serve Newark International Airport according to the Star-Ledger. The paper said that current plans call for trains to make stops at the new station every 15 minutes. The station will be linked to the airport via a one mile extension of the airport monorail system now under construction. The paper said the new station and monorail extension are expected to cost about $157 million. SEPTA Sleeps, New Jersey Acts The Star-Ledger reports that New Jersey Transit unveiled a $7 million experimental program to add 41 bus and rail services for suburban office parks, malls and industrial parks not now well served by transit. In addition new park and ride facilities will be constructed in Woodbury- Avondale area and at the Vince Lombardi Service area in the NJ Turnpike. Also routes would add evening and weekend service and "reverse commute" service will be expanded in certain bus routes. DVARP Hits West Trenton Study A DVARP response to an NJ Transit study claiming that restoration of West Trenton-Bound Brook-Newark service would not be viable identified several benefits missed in the NJT document. While the original study said that riders would be diverted from the Northeast Corridor line, the new service was not credited for NJT cost savings or reduced traffic gridlock which would result. The study also assumed a very inefficient operation, with as much deadhead as revenue mileage. If DVARP's proposal to run the trains into Pennsylvania were adopted, the trains would pick up more passengers who would pay more money to ride. Jenkintown alone boarded 39 percent of the passengers of the old Crusader. Garden State Notes @New Jersey Transit continues to try to make its train schedules more user-friendly. New-look schedules were published for some of the Hoboken Division lines. @Phila. Extension Brings AC Rider Boost Ridership on the NJ Transit Atlantic City Rail line was up over 20 percent recently, thanks to the extension of service to 30th Street. Fare revenue increased even more. @NJT revised some South Jersey bus schedules November 6. A Bad Idea is Catching Once transit managers in other parts of North America saw SEPTA steamroll its customers with the RailWorksr service shutdown, they got the idea they could do likewise in their own cities. The latest to consider carrying out all-important construction projects without the needless bother of serving customers is the Chicago Transit Authority, which would close the entire Lake-Englewood-Jackson Park El for two years. 1994 TIP Process Underway The DVRPC is about to begin developing the FY95-2000 TIP. As part of the preparation process DVRPC is soliciting comments on last year's TIP development process and the types of projects selected for inclusion in the TIP. Copies of last year's TIP have been distributed to 22 libraries for public review. Written comments will be accepted through January 15, 1994. DVRPC Seeks Comments on Process For evaluation of the development process of the regionwide Transportation Improvement Program, the Delaware Valley Regional Planning Commission is requesting your views on the planning process. Did you think your voice was effectively heard? Did the projects DVRPC recommended fulfill the goals of furthering economic and community growth while reducing negative impacts like air pollution and traffic congestion? Send your suggestions to DVRPC, The Bourse, 21 South 5th St., Philadelphia, 19106-2582. FTA & FHWA Workshops The Federal Transit Administration and Federal Highway Administration will hold a series of regional outreach meetings/workshops on metropolitan planning, statewide planning regulations, management systems, and CAA air quality conformity regulations. Staff from the Federal agencies will brief meeting attendees about the new regulations and answer questions on their implementation. While members of metropolitan planning organizations are the target audience, the public is welcome to participate. This is an opportunity for you to learn about and perhaps shape the planning process. Workshops will be held in New Brunswick and Washington: see page 14 for dates. Information is available from the National Transit Institute at 908-932-1706. **Harrisburg Service Reprised and Boosted by John Pawson At a fortuitous time, Amtrak decided to bring its New York-Pittsburgh train, the Pennsylvanian, out of the 403(b) funding category and into its regular system. Because the Commonwealth of Pennsylvania no longer must make up half the train's operating losses, the state allocation of $500,000 was switched to support until June 30, 1994 the 600-series trains on the Philadelphia-Harrisburg run which Amtrak had wanted to discontinue. The newly available money will support--temporarily--both of these trains and the new trains which will fill service gaps which have existed for a decade or more. As a result, the number of weekly trains has risen from 78 to 90 instead of falling to 70. A few of the trains are running through between Harrisburg and New York, although there is a 20 minute layover at 30th Street Station in Philadelphia. The changes came too late to be included in the recent crop of Amtrak timetables; so a special table was published. By no means is the long-term future of all the 600-series trains secure. After next June 30, the full-year requirement to support the trains will likely be $750,000 or more. The political impact also is important. The Pennsylvanian enjoys a large ridership in total, but its average passenger load falls considerably the farther the trains gets from New York City. The state's subsidy for the train is viewed as a needed addition to sparse public transportation in central and western Pennsylvania. Obviously, these areas will not long welcome what they are apt to see as money intended for themselves being spent to support the commuters between Harrisburg and Philadelphia. Consequently, we can expect political jockeying over the state's fixed resources during the next few months. Paoli-Parkesburg commuters delayed by Amtrak interference For every rider which Amtrak carries somewhere on the Philadelphia- Harrisburg route, SEPTA's Railroad Division carries about 12. Nevertheless, the route's two dispatchers favor the trains of the company which pays their salaries, Amtrak. This situation is seen as unjust by many R5 commuters. Indeed, now that many of SEPTA's infrastructure problems are at least partially resolved, what is called "Amtrak interference" has become the chief cause of RRD train delays. In fact, the systemwide percentage of all delays attributed to Amtrak has reached 72%. For example, a few Monday mornings ago, an inbound SEPTA Parkesburg Limited was not crossed to the express track on leaving Paoli station. Instead, this train was kept on the local track; and by following the local trains, it is said to have arrived in Center City 15 minutes late. The reported reason: Amtrak kept the express track open for its own late-running commuter train. Duplication is costly to the taxpayers Not only are the SEPTA R5 trains subject to delays caused by late- running Amtrak trains, but their basic operating patterns are in numerous ways severely restricted. 1. There are only two station platforms at Paoli. Frequently, a late-running Amtrak train occupies one of them during peak commuter periods. Fortunately, the problem has eased somewhat since the westbound Broadway was rescheduled outside the afternoon commuter peak. 2. RRD Paoli trains cannot run directly to or from the SEPTA yard at Frazer. Reportedly, Amtrak will not permit construction of a direct entrance switch on its main track east of the yard. The only yard entrance is at its west end, and that connection is a poor one. This situation requires RRD trains going to and from the yard to travel 11 miles further west to a crossover. The entire Paoli-Frazer movement takes 40 minutes despite the fact that the two locations are only four miles apart! 3. Similarly, getting Parkesburg trains to and from the Frazer yard requires a run 13 miles west to Leaman Place, where the next crossover is found. We understand Amtrak won't allow the use of an existing out- of-service interlocking just east of Parkesburg because its policy is that all short-turn trains must pass beyond their last station before turning. Consequently, an hour and a half is required to get the Parkesburg Limiteds into and out of service. By contrast, it takes only about an hour to move a train between Parkesburg and Harrisburg. Time is money! An alternative to duplicative service In view of the added expense and delays caused by operation of two commuter services over the same tracks, one may ask: does Amtrak really want to run the 600-series trains? The answer is no. In a 1989 letter to a state representative, an Amtrak official wrote: In general, we agree that with the exception of the Valley Forge [NYC-Harrisburg], Broadway [NYC-Chicago], and Pennsylvanian [NYC- Pittsburgh], this route is essentially a local one. We. agree that it would make sense to transfer it to either SEPTA or the state, and have suggested this proposition to the Commonwealth in the past It is interesting that in the past, Amtrak has run a true intercity train for the Philadelphia-Harrisburg market. The Keystone Executive was scheduled for just three stops between Suburban Station and Harrisburg, and was one of the fastest trains ever to run on the line. However, its patronage could not justify continued operation, and the round trip was discontinued. This incident is another indication of the predominant nature of the line as back-to-back commuter markets. In view of all these facts, the $500,000 eight-month subsidy paid to Amtrak should be seen as a good stopgap, but not as an appropriate long- term solution. Unfortunately, SEPTA is still a favored 'whipping boy' in the transportation industry. Its image outside this area is still one of grafitti-covered buses and stinking subways. The present reality of SEPTA's Railroad Division is certainly not perfection, but a decade of gradual improvement. Is anyone or any organization perfect? Note, too, that RRD's passengers have acknowledged that the service has been better year by year. PennDOT, the other operating agency suggested by Amtrak, has no operating experience, no trains, and no passengers who could demonstrate its qualification. On this corridor, PennDOT's position over the last five years has been unclear. Early in 1988, it requested proposals for an "Intercity Rail Passenger Study." Apparently that study was cancelled; and another one "Philadelphia-Harrisburg Rail Study," was issued in January 1992. Although "intercity" does not appear in the title, a reading of it suggests a slant that way. The study very effectively evaluates the infrastructure and operation of the line as an intercity service. However, it has little to say about the line's obsolescence for efficient operation of commuter trains, even though they are the most important traffic. Apparently, PennDOT got in 1992 what it asked for in 1988: a square peg to fit a round hole. What's in a word? Why do these two words "intercity" and "commuter" seems so deftly to influence the passenger rail planning process? Simply because if the "intercity" tag is applied to a service or a line instead of "commuter," there is the potential for much additional money to shower down from the Federal taxpayers. If Amtrak can be persuaded to operate a train or own a line as part of its regular intercity system, all of the operating subsidy will come from Washington as part of Amtrak's annual funding process. If Amtrak will run a train under its 403(b) program, one-half the subsidy is forthcoming from Washington. However, if it's a commuter train or a commuter line, the state and local people better be prepared to support most of the losses themselves. Of course, in the long run, economic realism prevails over such gimmickry. Numerous examples exist of state and local people gathering their courage and passing up the Federal bounty in order to stay in control of a situation and to solve their problems in a satisfactory and cost-effective manner. But it does take courage and long-term thinking. The key to the future lies in the past We seem to have forgotten that what Amtrak calls its Keystone Service was created locally from scratch in late 1965. A few Silverliners were detailed to run a fast service which ran express between Suburban Station and Paoli, but local from there to Harrisburg. The concept drew skepticism from a number of sources, including the Pennsylvania RR. Newly-organized SEPTA helped to oversee the operations. Local control and nurturing built the traffic to a peak in 1980. Before that time, however, Amtrak had taken over the operation, and local influence naturally declined. Today the traffic remains well below the 1980 level. It was a young Amtrak, too, which asked the Interstate Commerce Commission to give it control of the Harrisburg line. Eventually, the ICC decided it was a commuter service in nature; and Amtrak went to court. In a still-controversial decision, the court appears to have been persuaded by a bankrupt Penn Central that Amtrak would be the best suitor to own the line and run its services in order to wipe them off PC's list of liabilities, a short-sighted criterion at best. Now, Amtrak's initial ardor long has cooled, as the letter shows. Amtrak would prefer to follow its legislative charge to operate true intercity trains which for it are more renumerative. Still waiting in the wings is SEPTA. The railroad to Paoli and beyond is such a major part of the RRD system that RRD is not financially viable without the Paoli Line and its 20,000 daily passengers. Takeover by SEPTA seems only proper. The Harrisburg trains are saved through the first half of 1994. It's time for PennDOT to consider the immediate and long-term operating alternatives. When they do, we believe that the cost of all the present inefficiencies and service duplications, and the $750,000-plus that Amtrak will ask for will be greater than what would be needed to engage SEPTA to run the trains and stations in attractive fashion. The state may even be able to persuade Lancaster and Dauphin Counties to provide their proper local share for the service and its physical support, just as Philadelphia, Bucks, Chester, Delaware, and Montgomery Counties have been doing for decades. Next they should decide what to do about ownership of the line and how to deal with its technological obsolescence: matters for future articles here. State Police Don't Work for Free According to Highway Builder, Pennsylvania State Police billed PennDOT $275 million for "highway patrol services." More of your tax dollars subsidizing automobile and truck transportation. Golfing with the Pols. Two legislative golf tournaments were sponsored this summer by Pennsylvania's road contractor trade group, the Associated Pennsylvania Constructors (APC). One was held at the Centre Valley Golf course and the other at Hidden Valley Golf course. Highway Builder carried a photo of State Senator J. Doyle Corman-- wine glass in hand--hobnobbing with contractors at the Summer APC Board Meeting/Golf Tournament. Corman is also Minority Chairman of the State Transportation Commission. Six Teams Seek High-Speed Contract Several magazines have reported that Amtrak has pre-qualified six consortiums to bid on the 26 high speed trains to be ordered in the 3rd quarter of 1994. Each of the potential bidders is a partnership between European and US firms; the new trains are expected to be built in the USA, using European and American technology. Lead companies, their countries, and the trains they might offer include: ABB Traction (Sweden-X2000), AEG Transportation (Germany-ICE), Bombardier (Canada-TMST)/GEC Alsthom (France-TGV), Breda (Italy), Morrison-Knudsen (USA)/Fiat Ferroviara (Italy-ETR500), and Talgo (Spain). US locomotive makers General Electric and General Motors Electro-Motive Division are partners in several of the consortia. Italy has developed a tilting train, Pendolino, which fits all the equipment in the truck and body bolster. An Amfleet car is now testing Pendolino equipment. This concept offers the potential to save millions of dollars by reusing most of the components of the existing cars. Could all the Amfleet and Horizon cars be modified this way for the cost of 26 completely new trains? If so, much of the country could benefit, not just one route. Bigfoot on the Highways UTU News reports that a group of shippers is pushing for nationwide approval of 57-foot (or longer) highway trailers--over opposition from railroads, the driving public, and truckers themselves. The fight for monster trucks is shifting to the state level. The 57 foot trailers also are incompatible with present rail intermodal equipment. Individuals concerned about rail competitiveness and highway safety should let their state lawmakers know they oppose higher truck weights or longer lengths. Federal Research Lab Working for BART The Sandia Technology Bulletin reports that Sandia National Labs-- better known as a nuclear weapons research facility--is doing research for Bay Area Rapid Transit on quieting its older railcars. The article did not mention who is funding the research. Perhaps Sandia can figure out a way to keep the N5 cars from slipping or how to operate single car consists on the Pennsy side. US DOT Comes to Philadelphia by Chuck Bode Top officials of the Department of Transportation are making a ten stop tour of the country to hear directly from local officials. Attending a hearing in Philadephia November 18 were Deputy Secretary Mortimer Downey, FTA Administrator Gordon Linton, FHWA Administrator Rodney Slater, Sally Cooper of FRA; and John Horsley, Deputy Assistant Secretary for Governmental Affairs. The day was divided into three parts, each with a panel of officials who testified and a period for questions from the audience. The three panels covered transportation issues, planning under the ISTEA legislation, and funding projects under ISTEA. Much of the panel testimony was favorable to public transportation. Of course, each person presented the best side of his or her organization--sometimes much different from the side seen by public transit advocates. Defenders of the status quo said that the air is not as bad as regulations claim, that more funds and more time is needed for pollution to be abated, and that increasing use of public transportation will not reduce air pollution. (It was claimed that as much as 90% of pollution is generated when a car is started, so driving a short distance to a transit station is nearly as harmful as driving the entire trip.) Rural interests were adamantly against public transportation; they demanded more superhighways. John Coscia of DVRPC stated that there are not enough funds for both mobility and clean air--mobility will have to be restricted. Anne Canby of DelDOT explained the bureaucratic difficulties with small transportation improvement projects and the issue of state legislators being cut out of the process. Andrew Warren made an interesting point: the biggest travel days are Saturday and Sunday--a four day workweek may actually increase vehicle miles traveled. PennDOT's Howard Yerusalim claimed that Pennsylvania could meet the initial Clean Air Act standards without any transportation control measures. Thus, he explains, Federal transit funding is not being used now, but being saved for application in later years on further pollution reductions. He again stated that transit was needed only for poor people. Significantly, he is concerned that new highways will end at state borders--rail and bus passengers already experience that; maybe he should ride a train or bus some time. Frank Mascara of Washington County, PA, said it was difficult for him to believe Federal agencies lacked the will to expand the highway system. He saw a strong relationship between highways and economic development., and led a delegation to Washington to lobby for more highway dollars. He concluded that the marriage to the auto is strong and healthy. Gerry Williams described Conrail's problems dealing with 90 different planning bodies. Conrail tries to avoid public funding for the logical reason that they do not want the strings attached. Conrail is terrified of ISTEA because it creates more transportation options and those options involve crossings with, or use of, Conrail track. Expanding passenger rail service is also a complication because Conrail has downsized so much. This problem seems solvable with enough outside funding and over one billion dollars of liability insurance. There were about 75 in the audience, coming from as far away as the Carolinas. Most of the audience was from the industry: transit operator, planning agency, government official or supplier/contractor. The contractors' representatives could be heard complaining about the pro- transit tone of the testimony--they were there to monitor the meeting for highway contractors, not to seek out new markets for their clients. Throughout the day this writer noticed one omission. While there was much talk of public participation resulting from ISTEA and CAA, it was ironic that at this meeting there weren't many members of the public. More impressive would be US DOT attending the hearing for a large fare increase--when the real public appears. Forum on Land Use Upcoming The Center for Greater Philadelphia's "Region at the Crossroads" forum series will conclude with a session on land use and growth management Jan. 14 in Morrisville and a wrap-up session called "Building the Regional Network" Feb. 16 in Center City. For information about the series, contact the center at 215-898-8713. Phoebe Snow to Ride Again? Empire State Passenger Association is proposing restoration of passenger train service to Binghamton or Elmira, using either former Erie (via Port Jervis) or former DL&W (via Scranton) right-of-way. New Jersey is interested in extending service to the western reaches of the state near Delaware Water Gap, whose New York-bound commuter population is straining Garden State highways. Congressman Joseph McDade (R- Scranton) wants Amtrak service to his district. Could the three conicidental interests turn into results? McDade has obtained a $200,000 Federal study of the Scranton service, and that service may be supported by Pennsylvania. Meanwhile, New York DOT's analysis of the Southern Tier service is not optimistic; the train might lose $1.8 million per year. But if the Lackawanna route, which serves Pennsylvania and New Jersey riders, is chosen, the losses may be smaller and sources of support broader. The biggest obstacle to this service is the fact that a track segment in New Jersey called the Lackawanna Cutoff was abandoned by Conrail in 1984. NJ-ARP and local rail supporters have gotten the state to start the process of buying back the line, so while trains to Scranton may still be far in the future, Phoebe Snow (longtime mascot of the DL&W) has a smile on her face.--MDM More Balance in Ohio Plan Ohio ARP reports that Ohio DOT's new statewide transportation plan is bringing needed balance to the planning process. The "Access Ohio" plan proposes expanded service between Pittsburgh, Youngstown, and Cleveland as well as a rail alternative in the important 3-C Corridor (Cleveland- Columbus-Cincinnati). It also proposes over $5 billion in highway projects, a figure OARP and others hope to whittle down by challenging in court those projects which would increase pollution or otherwise have harmful effects on the citizens of Ohio. OARP is generally pleased, though, as the plan is a breakthrough in recognizing that transportation is more than just cars and trucks. One feature of the planning process which may have led to the more balanced result is the open-door approach Ohio DOT took in drafting the plan. Over 3,500 citizens testified in public hearings, providing a needed counterweight to the lobbyists who won't rest until every square foot of the state is paved over. The lesson is there for Pennsylvania, New Jersey, and Delaware: try getting state officials to open up to the public. DVARP Holds the Line on Dues After extended discussion, the members attending the November General Meeting unanimously voted to not raise membership dues in 1994. It was instead agreed to try to increase membership and to urge members able to afford higher dues to renew at the higher rates or contribute to DVARP projects such as "Eye on the Infrastructure." Your early renewal will help the volunteers who process memberships and reduce the cost of collecting dues. Please put your membership number (top right corner of the mailing label) on your check so the volunteers will not have to look it up. Your efforts to recruit new DVARP members will strengthen DVARP financially and in influence. One easy activity is to talk about DVARP at group events (community meetings, church, etc.) We will try to get a supply of newsletters to members who would like to distribute them at such meetings or at locations where passengers could pick them up: just call us. --CB Thanks to Abington Volunteers! Matt Mitchell and Bill Polk staffed a DVARP table at the Abington Train Show last month, handing out new SEPTA schedules and maps, DVARP brochures, and information about how good rail service adds to the quality of life. Thanks also to Marge Sullivan, Rich DiLullo, and Harry Garforth of SEPTA for providing the schedules and maps. Delmarva Announces 1994 Meetings Our colleagues in Delaware will continue their regular meeting schedule into 1994. The meeting date is the first Thursday of each month. Most meetings will be held at the Wilmington Amtrak Stationat 6:30 pm, while every third meeting (including February) will be held in the State Senate Chambers in Dover at 7:00. For more information, contact DRPA President Ken Berg at 410-648-4405. 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., Dec. 11, 12:00 at Chestnut Gourmet, 1121 Chestnut St., Phila. SEPTA Public Hearing on annual update of ADA Paratransit plan: Mon., Dec. 13th, 10:00 am at 714 Market St, 1st floor. FTA/FHWA Workshop on Transportation and Planning Regulations: Dec. 14- 16 at Hyatt Regency Hotel, New Brunswick, NJ. SEPTA on Site (Suburban Transit): Wed., Dec. 15, 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 101st birthday party for Philadelphia's streetcars: Wed, Dec. 15, 6:30 pm at Spaghetti Warehouse, 1026 Spring Garden St. Cost $15.00. Reservations required: call Joel Spivak 215-755- 7717. DVARP South Jersey Committee: Sat., Dec. 18, 10:00 to 11:30 at 104 Edison Ave., Collingswood, NJ. DVARP General Meeting: Sat., Dec. 18, 1:00 to 4:00 at 10 South Ave., Jenkintown-Wyncote. SEPTA Citizen Advisory Committee: Tues., Dec. 21, 5:45 pm at SEPTA Board Room, 714 Market St. Deadline for January newsletter material: Wed., Dec. 29, to Matthew Mitchell or in DVARP mailbox. Delmarva Rail Passenger Association: Thu., Jan. 6., 6:30 pm, in Stationmaster's Office, Amtrak Wilmington Station. Call Doug Andrews, 302-995-6419, for more information. DVARP Commuter Rail Committee: Sat., Jan. 8, 12:00 at Chestnut Gourmet, 1121 Chestnut St., Phila. Transportation Research Board Annual Meeting: Jan. 9-13, Washington, DC. for information contact Angela Arrington, 202-334-2934. IEEE Vehicular Technology Society: Wed. Jan. 12, luncheon meeting at Philadelphia Electric Co., 2300 Market St., Philadelphia. Topic: "Static Frequency Converters for Richmond." FTA/FHWA Workshop on Transportation & Planning Regulations: Jan. 13-14 at Sheraton Hotel, Washington Center for Greater Philadelphia "Region at the Crossroads" Forum on Land Use and Growth Management: Thurs. Jan. 13, 8:00 to 10:00 am at Pennsbury Manor, 400 Pennsbury Memorial Rd., Morrisville, PA. Information: Ted Hershberg, 215-898-8713. DVARP General Meeting: Sat., Jan. 15, 1:15 to 4:15 at Mary Campbell Library, Post Road, Marcus Hook. Philadelphia Trolley Coalition: Sun Jan. 23, 2:00 pm at the Blue Bell, Woodland and Island Avenue. Bring your own brown bag lunch, beverage and dessert provided. Meeting includes tour of Elmwood depot. Listings based on information provided to DVARP. Contact sponsor to confirm time & place. Call 215-222-3373, message box 3, to add your event to this calendar. DVARP Membership/Renewal Coupon Yes, I want to support improved passenger train service in our region! Here are my DVARP membership dues for 1994! 12/93 Name Membership Number Address City, State, Zip Please choose a membership category below, enclose check and mail to: DVARP, PO Box 7505, Philadelphia, PA 19101 ( ) Regular: $15.00 ( ) Family: $20.00 ( ) Supporting: $25.00 ( ) Sustaining: $50.00 ( ) Patron: $75.00 ( ) Benefactor: $100.00 New members joining DVARP between October 1 and December 31 will be enrolled for 1994. Up and Down the Corridor News of other Northeastern commuter rail and rail transit services MARC Considers Gallery Cars A bi-level commuter car was placed on late-summer public display at Washington Union Station so that MARC could get its customers' opinions about it. The car is the latest iteration of the 'gallery car' design used in Chicago and San Francisco. The car entrance is in the center; the entrance level has 2+2 seating while there are single seats and aisles on both sides of the upper level. The lower-level aisle extends up into the upper level to allow conductors to see and collect tickets from upper-level passengers--hence the 'gallery' name. These cars offer over 140 seats, compared to the 110-120 seats (in crowded 3+2 layout) in single-level commuter cars. MARC to Boost Camden Line Commuters using the former B&O line between Baltimore and Washington will benefitt from increased service when schedules change next month. Kudos to MNCR Metro-North won an APTA Achievement Award for increasing its ridership in the face of the recession which hit New York especially hard. Improvements in customer service, effective marketing, and maintaining good train performance contributed to the positive results. Ski Train for Maine? Sunday River Ski Resort in Bethel, Maine plans to start ski train service from Portland as soon as December 26. St. Lawrence and Atlantic is to run the train, using equipment from the defunct Hoosierland Dinner Train.. When Amtrak service to Portland is introduced next year, a direct connection is proposed. About This Month's DVRP Because the flood of holiday mail causes delays to third-class mail, this month's newsletter is being mailed first-class. The one-time change limits this issue to only 16 pages; several stories have been held over to January '94. The mails may not be back up to speed in January; we hope your next DVRP arrives on time, and apologize in advance if it doesn't--MDM 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 6 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 1 Dan Radack, Bicycle Coordinator 215-232-6303 Media Hotline (digital beeper) 215-552-4198 Computer e-mail (internet) 73243.1224@compuserve.com Upcoming DVARP Meetings: Saturday, December 18, 1:00 to 4:00 10 South Av., Jenkintown-Wyncote cross to inbound platform, walk north (past Stazi Milano) through parking lot, and over foot bridge in park, turn left at first street to #10 on right. Saturday, January 15, 1994, 1:15 to 4:15 Mary Campbell Library, Marcus Hook Saturday, February 19, 1994, 1:00 to 4:00 Temple University Center City Agenda for the January meeting: 1:00 Introductions, agenda, minutes 1:05 Issues requiring immediate action 2:00 Other issues Commuter Rail Committee: Harrisburg Line South Jersey Committee: West Trenton service Administration: Incorporation Goals for 1994 General: DVRPC Transport. Improvement Plan DVARP brochure Outreach and membership building Committee Meetings: South Jersey Committee: Sat., Dec. 18, 10:00 at 104 Edison Ave., Collingswood, NJ Commuter Rail Committee: Sat., Jan. 8, 12:00 at Chestnut Gourmet, 1121 Chestnut St. -end-